Control method and device of vehicle, computer equipment and storage medium

Abstract

The present disclosure relates to a vehicle control method, device, computer equipment and storage medium. The method comprises: in response to detecting a first tire burst in the vehicle, obtaining a yaw rate of the vehicle; determining whether the vehicle needs to make a steering correction according to the yaw rate; in response to the vehicle needing to make a steering correction, determining a deflection angle of the vehicle according to the yaw rate; and controlling the vehicle to make a steering correction according to the deflection angle. The method can timely adjust the direction of the vehicle when the vehicle bursts a tire and at a high speed, so that the vehicle does not deviate.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, computer equipment, and storage medium. Background Technology

[0002] With the development of road transportation, various aspects of transportation and traffic rely on automobiles. Therefore, driving safety has become extremely important. During driving, a tire blowout (a tire blowout refers to the phenomenon where a tire suddenly loses air and collapses in a very short time) causes the wheel rim to contact the ground. The pressure difference between the blown and non-blown tires is often significant, which can cause the vehicle to spin and deviate from its original driving path.

[0003] In traditional technology, when a tire blows out, braking force is typically applied to all wheels to provide balanced braking force and torque, thereby fixing the vehicle's direction of travel. However, when a tire blows out, the pressure difference between the blown and unblemished tires causes the braking force applied to each wheel to exert pressure on the rim of the blown tire, resulting in rim deformation. This can cause the vehicle to deviate further from its direction of travel, posing a significant safety hazard, especially when cornering or traveling at high speeds.

[0004] Therefore, there is an urgent need for a method that can adjust the vehicle's direction in time to prevent it from veering off course when a tire blows out, especially at high speeds, without applying braking force to the blown wheel. Summary of the Invention

[0005] Therefore, it is necessary to provide a vehicle control method, device, computer equipment, or storage medium that can adjust the vehicle's direction in a timely manner to prevent the vehicle from veering off course when a tire blows out, especially at high speeds, without applying braking force to the blown wheel.

[0006] In a first aspect, this disclosure provides a method for controlling a vehicle, the method comprising:

[0007] In response to the detection of a first tire blowout in the vehicle, the yaw rate of the vehicle is obtained;

[0008] At least based on the yaw rate, determine whether the vehicle needs steering correction;

[0009] In response to the need for steering correction of the vehicle, the deflection angle of the vehicle is determined at least based on the yaw rate;

[0010] The vehicle is controlled to make steering corrections based on the deflection angle.

[0011] In one embodiment, determining whether the vehicle needs steering correction based at least on the yaw rate includes:

[0012] Based on the yaw rate and the derivative corresponding to the yaw rate, it is determined whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference, wherein the second wheel is a wheel that is symmetrical about the central axis in the width direction of the vehicle and is symmetrical about the first wheel.

[0013] In response to the large wheel pressure difference and the vehicle speed being greater than a preset speed threshold, it is determined that the vehicle needs to perform steering correction.

[0014] In one embodiment, determining whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference based on the yaw rate and its derivative includes:

[0015] In response to the yaw rate being greater than a preset yaw rate threshold and the derivative of the yaw rate being greater than a preset derivative threshold, the wheel pressure difference between the first wheel and the second wheel is determined to be a large pressure difference.

[0016] In one embodiment, in response to detecting a first tire blowout in the vehicle, the method further includes:

[0017] Obtain the pressure information on the brake pedal of the vehicle;

[0018] Increase the braking pressure of the second wheel based on the pressure information.

[0019] In one embodiment, the method further includes: acquiring control information of the vehicle in response to the vehicle not needing to make steering corrections;

[0020] The vehicle is controlled according to the control information, which includes at least: the pressure information on the brake pedal, the adjustment angle of the steering wheel, and the pressure information on the accelerator pedal.

[0021] In one embodiment, determining the vehicle's deflection angle based at least on the yaw rate includes:

[0022] The deflection angle of the vehicle is calculated based on the yaw rate, the wheelbase of the vehicle, the characteristic speed of the vehicle, and the driving speed of the vehicle.

[0023] In one embodiment, controlling the vehicle to perform steering correction based on the deflection angle includes:

[0024] The deflection direction of the deflection angle is determined based on the yaw rate;

[0025] The adjustment angle of the steering wheel in the vehicle is determined based on the deflection angle, the deflection direction of the deflection angle, and the steering ratio of the vehicle; the steering ratio includes the relationship between the steering wheel rotation angle and the vehicle steering angle.

[0026] The vehicle's steering is corrected by adjusting the angle of the steering wheel.

[0027] In one embodiment, the deflection angle is calculated using the following formula:

[0028]

[0029] Where Yaw_rate is the yaw rate, v is the vehicle speed, wheel_base is the wheelbase of the vehicle, σ is the yaw angle, and vch is the characteristic speed of the vehicle.

[0030] In one embodiment, determining the deflection direction of the deflection angle based on the yaw rate includes:

[0031] In response to the yaw rate being less than a standard threshold, the deflection direction of the deflection angle is determined to be the first direction;

[0032] In response to the yaw rate being greater than the standard threshold, the deflection direction of the deflection angle is determined to be opposite to the first direction;

[0033] Wherein, the first direction is the direction in which the vehicle rotates when the first wheel blows out.

[0034] Secondly, this disclosure also provides a vehicle control device. The device includes:

[0035] The data acquisition module is used to acquire the yaw rate of the vehicle in response to the detection of a first tire blowout in the vehicle.

[0036] A steering correction determination module is used to determine, at least based on the yaw rate, whether the vehicle needs steering correction;

[0037] A yaw angle determination module is used to determine the yaw angle of the vehicle at least based on the yaw rate in response to the need for steering correction of the vehicle.

[0038] A steering correction module is used to control the vehicle to perform steering corrections based on the deflection angle.

[0039] Thirdly, this disclosure also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of any of the above-described method embodiments.

[0040] Fourthly, this disclosure also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the steps of any of the above-described method embodiments.

[0041] Fifthly, this disclosure also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the steps of any of the above-described method embodiments.

[0042] In the above embodiments, when a first tire blowout is detected, the vehicle's yaw rate can be obtained. The yaw rate can be used to determine whether the vehicle with the blowout is difficult to control. If the vehicle is determined to be difficult to control, steering corrections can be made to ensure driving safety. Furthermore, when adjusting the vehicle's yaw, the yaw rate can be used to determine the vehicle's yaw angle. Steering corrections are then performed based on the yaw angle. When a tire blows out, the yaw angle can be calculated from the yaw rate, allowing for timely correction of the vehicle's yaw direction, thus improving driver safety during a blowout. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the specific embodiments of this disclosure or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0044] Figure 1 This is an application environment diagram of a vehicle control method in one embodiment;

[0045] Figure 2 This is a schematic diagram of the first wheel, the second wheel, and the axis of symmetry in the vehicle in one embodiment;

[0046] Figure 3 This is a flowchart illustrating the steps for determining a large pressure differential in one embodiment;

[0047] Figure 4 This is a flowchart illustrating the process after a first tire blowout is detected in the vehicle in one embodiment.

[0048] Figure 5This is a flowchart illustrating steps S106 and S108 in one embodiment;

[0049] Figure 6 This is a flowchart illustrating step S404 in one embodiment;

[0050] Figure 7 This is a flowchart illustrating a vehicle control method in another embodiment;

[0051] Figure 8 This is a schematic block diagram of the structure of a vehicle control device in one embodiment;

[0052] Figure 9 This is a schematic diagram of the internal structure of a computer device in one embodiment. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this disclosure.

[0054] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings herein are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, apparatus, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices.

[0055] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0056] In one embodiment, such as Figure 1 As shown, a vehicle control method is provided. This embodiment illustrates the method applied to a terminal, but it is understood that the method can also be applied to a server, or to a system including both a terminal and a server, and is implemented through interaction between the terminal and the server. In this embodiment, the terminal or server can typically be installed in the vehicle. The method includes the following steps:

[0057] S102, in response to detecting a first tire blowout in the vehicle, the yaw rate of the vehicle is obtained.

[0058] The first wheel can be any of the tires in the vehicle. In some embodiments of this disclosure, the first wheel can be any of the front wheels of the vehicle, such as the left front wheel or the right front wheel. The yaw rate can be the yaw angle corresponding to a unit increment of the yaw moment, and is usually an important indicator characterizing the lateral stability of the vehicle.

[0059] Specifically, tire pressure information of the vehicle wheels can be monitored using sensors in the vehicle, such as pressure sensors on the tires. When the pressure information is less than a preset pressure threshold, it can be determined that the tire has blown out. Alternatively, tire blowout can be determined based on the wheel speeds of the two wheels. When the wheel speed of the left front wheel is detected to be lower than that of the right front wheel and less than a first predetermined threshold (the first predetermined threshold can be obtained experimentally, for example, 3 revolutions per second), it can be determined that the left front wheel has blown out. It is understood that in some embodiments of this disclosure, tire blowouts can also be detected by other methods, and the methods for detecting tire blowouts are not limited in some embodiments of this disclosure. When a tire blowout of the first wheel in the vehicle is detected, the vehicle will generate a yaw moment, which will cause the vehicle to rotate. At this time, the yaw rate of the vehicle at the time of the first tire blowout can be obtained using a yaw rate sensor in the vehicle. The yaw rate sensor is mainly used to record the angular velocity of the vehicle's longitudinal axis oscillation and to measure oversteering or understeering.

[0060] S104, at least based on the yaw rate, determine whether the vehicle needs steering correction.

[0061] Specifically, when a tire blows out, if the yaw rate is large and / or the rate of change of the yaw rate is also large, it can be determined that the vehicle has rotated or yawed significantly. Therefore, at least based on the yaw rate, it can be determined whether steering correction is needed for the vehicle.

[0062] S106, in response to the need for steering correction of the vehicle, the deflection angle of the vehicle is determined at least based on the yaw rate.

[0063] The deflection angle is usually the angle at which a vehicle deviates from its normal driving direction or driving path when a tire blows out.

[0064] Specifically, once it is determined that the vehicle needs steering correction, the deflection angle can be determined directly based on the yaw rate, or it can be determined based on the yaw rate, the parameters generated by the vehicle during driving (such as vehicle speed), and the vehicle's own parameters (such as the vehicle's wheelbase).

[0065] S108, control the vehicle to perform steering correction based on the deflection angle.

[0066] Specifically, after determining the deflection angle, vehicle steering is typically adjusted by turning the steering wheel and / or by adjusting the vehicle suspension. Therefore, once the deflection angle is determined, the control system in the server, such as the EPS system or other control systems, can turn the steering wheel and / or adjust the vehicle suspension to adjust the vehicle angle and correct the vehicle's steering, thereby correcting the deflection caused by the first wheel tire blowout.

[0067] In some exemplary embodiments, the angle of steering correction varies depending on the situation. For example, when the vehicle is in autonomous driving mode, the driver is not controlling the vehicle, so the angle that the vehicle needs to adjust (the steering correction angle) can be equal to the yaw angle, i.e., the yaw angle of the vehicle is fully corrected. When the vehicle is not in autonomous driving mode, but in assisted driving or manual driving scenarios, the correction can be made according to the actual size of the yaw angle, i.e., the yaw angle of the vehicle does not need to be fully corrected. For example, if the yaw angle is 60 degrees, a correction of 40 degrees or 50 degrees can be made, and the remaining 10 degrees of yaw can be actively corrected by the driver. It should be understood that the above angles are only for illustrative purposes.

[0068] In the aforementioned vehicle control method, when a first tire blowout is detected, the vehicle's yaw rate can be obtained. The yaw rate can be used to determine whether the vehicle with the blowout is difficult to control. If the vehicle is determined to be difficult to control, steering corrections can be made to ensure driving safety. Furthermore, when adjusting the vehicle's yaw, the yaw rate can be used to determine the vehicle's yaw angle. Steering corrections are then performed based on the yaw angle. When a tire blows out, the yaw angle can be calculated from the yaw rate, allowing for timely correction of the vehicle's yaw direction, thus improving driver safety during a blowout.

[0069] In one embodiment, determining whether the vehicle needs steering correction based at least on the yaw rate includes:

[0070] Based on the yaw rate and its corresponding derivative, determine whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference.

[0071] The second wheel is a wheel that is symmetrical about the front and rear central axes of the vehicle and is symmetrical about the first wheel, such as... Figure 2As shown, if the first wheel is wheel A, and the vehicle's central axis in the width direction can be X, then the corresponding second wheel can be wheel B. Typically, each vehicle has only one X-axis. The derivative of the yaw rate can usually be used to determine the magnitude of the yaw rate change. When the yaw rate change is large, it indicates a larger vehicle deflection angle, resulting in a larger pressure difference between the wheel with the blown tire and the wheel without the blown tire. When the yaw rate change is small, it indicates a smaller vehicle deflection angle, resulting in a smaller pressure difference between the wheel with the blown tire and the wheel without the blown tire.

[0072] In response to the large wheel pressure difference and the vehicle speed being greater than a preset speed threshold, it is determined that the vehicle needs to perform steering correction.

[0073] Specifically, when the pressure difference between the wheels is large, and when the first wheel blows out while the vehicle's speed exceeds a speed threshold, it can be determined that the vehicle is traveling at a relatively high speed, and that the vehicle's deflection angle is significant when the first wheel blows out. Therefore, it can be determined that the vehicle needs to make steering corrections to ensure driving safety.

[0074] In this embodiment, the yaw rate and its derivative can be used to determine whether the current vehicle deflection angle and its change are significant, thereby determining whether the pressure difference between the wheels is large during a tire blowout. Vehicle deflection adjustment is only necessary when there is a large pressure difference and the driving speed exceeds a preset speed threshold; otherwise, automatic adjustment of the vehicle's deflection angle is unnecessary, ensuring both the user's driving experience and the safety of the vehicle during a tire blowout.

[0075] In one embodiment, such as Figure 3 As shown, determining whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference based on the yaw rate and its corresponding derivative includes:

[0076] S202, determine whether the yaw rate is greater than the preset yaw rate threshold.

[0077] S204, determine whether the derivative of the yaw rate is greater than a preset derivative threshold.

[0078] S206, in response to the yaw rate being greater than a preset yaw rate threshold and the derivative of the yaw rate being greater than a preset derivative threshold, the wheel pressure difference between the first wheel and the second wheel is determined to be a large pressure difference.

[0079] Specifically, firstly, it can be determined whether the yaw rate is greater than a preset yaw rate threshold. When the yaw rate is greater than the preset threshold, it can be determined that the current vehicle's deflection angle is large. However, simply determining that the vehicle's deflection angle is large may indicate that the vehicle is turning. Furthermore, the friction of the ground and the level of the ground also affect the yaw rate. The yaw rate alone is insufficient to determine if the pressure difference between the first and second wheels is large. Therefore, it is necessary to further determine this based on the derivative of the yaw rate and a preset derivative threshold. When the derivative of the yaw rate is greater than the derivative threshold, it can be determined that the yaw rate changes significantly over a certain period, with a rapid rate of change, thus excluding turning and other situations. Therefore, when both the yaw rate and the derivative of the yaw rate are greater than the preset derivative threshold, it can be determined that the wheel pressure difference between the first and second wheels is large.

[0080] S208, in response to the yaw rate being less than or equal to a preset yaw rate threshold, and / or the derivative of the yaw rate being less than or equal to a preset derivative threshold, it is determined that the wheel pressure difference between the first wheel and the second wheel is not a large pressure difference.

[0081] Specifically, when the yaw rate is relatively small and less than or equal to a preset yaw rate threshold, it can be determined that the vehicle's deflection angle is small, meaning that even after the first wheel blows out, the vehicle's deflection angle will still be small. This means the yaw moment generated after a tire blowout is small and will not affect driving safety. And / or, when the derivative of the yaw rate is less than or equal to a preset derivative threshold, it can be determined that the rate of change of the yaw rate is small, and will also not affect driving safety. Therefore, it can be determined that the wheel pressure difference between the first and second wheels is not a large pressure difference.

[0082] In this embodiment, the vehicle's deflection angle and the range of change in yaw rate can be determined by the yaw rate and yaw rate threshold. This allows for accurate determination of whether the wheel pressure difference is large, enabling steering correction of the vehicle under large pressure difference conditions and ensuring driver safety.

[0083] In one embodiment, such as Figure 4 As shown, in response to detecting a first tire blowout in the vehicle, the method further includes:

[0084] S302, Obtain the pressure information on the brake pedal of the vehicle.

[0085] S304, increase the braking pressure of the second wheel according to the pressure information.

[0086] S306, Adjust the braking pressure of the first wheel.

[0087] In some embodiments, the inlet valve of the first wheel can be closed, and the braking pressure applied to the first wheel can be adjusted through the inlet valve. Other methods can also be used to adjust the braking pressure of the first wheel. This disclosure does not impose absolute limitations on the methods used to adjust the braking pressure of the first wheel in some embodiments. Generally, adjusting the braking pressure of the first wheel involves cutting off the braking pressure on the first wheel.

[0088] The brake pedal is typically a pedal that limits power, i.e., the foot brake (service brake) pedal, used to decelerate and stop. The inlet valve is typically a valve that controls tire braking. When the wheels are close to locking up, the outlet valve opens to release pressure. After the pressure decreases, the wheel speed resumes, and the inlet valve opens to allow brake fluid to enter and apply the brakes.

[0089] Specifically, when a tire blowout is detected in the first wheel, the driver typically depresses the brake pedal to slow the vehicle. The pressure applied by the driver to the brake pedal is then recorded, and braking pressure is applied to the second wheel based on this information. Simultaneously, the fluid inlet valve of the first wheel is closed. After the fluid inlet valve of the first wheel is closed, the braking pressure applied by the brake pedal will not be transferred to the first wheel. Furthermore, because the first wheel is in a blowout state, applying brakes to it simultaneously will typically result in a non-linear braking force, potentially damaging or deforming the first wheel, thus reducing its ability to resist road imperfections and compromising driving safety.

[0090] In some exemplary embodiments, when the pressure information exceeds a preset pressure threshold, the inlet valve of the first wheel can be closed; otherwise, its braking pressure is relatively low, which will not damage the first wheel and can still ensure a good braking effect. The pressure of the second wheel should balance the vehicle's stability and deceleration, ensuring both vehicle stability and speed reduction, preventing sudden emergency braking, and ensuring safety without compromising the passenger experience.

[0091] In this embodiment, by closing the fluid inlet valve of the first wheel and applying pressure to the second wheel, the speed of the vehicle passing through the second wheel can be controlled when the vehicle has a tire blowout, while no braking pressure is applied to the first wheel, thus ensuring driving safety.

[0092] In one embodiment, the method further includes: in response to the vehicle not needing to perform steering correction, i.e., the wheel pressure difference is not a large pressure difference, and / or the vehicle speed is less than or equal to a preset speed threshold, acquiring control information of the vehicle;

[0093] The vehicle is controlled according to the control information, which includes at least: pressure information on the vehicle's brake pedal, adjustment angle of the steering wheel, and pressure information on the vehicle's accelerator pedal.

[0094] The accelerator pedal refers to the throttle in a vehicle, and its main function is to control the opening of the engine throttle valve, thereby controlling the engine's power output.

[0095] Specifically, when the pressure difference between the wheels is not large, and / or the vehicle speed is less than or equal to a preset speed threshold, it can be determined that although the first wheel has blown out, it has not affected the driver's safety. Correcting the vehicle's yaw angle at this time might affect the driver's driving experience. Therefore, in this situation, the driver can manually control the vehicle, i.e., control the steering wheel, accelerator pedal, and brake pedal. Pressure information on the brake pedal can be obtained, and braking pressure can be applied to the second wheel based on this information to reduce the vehicle's speed. The steering wheel adjustment angle can also be obtained, and the vehicle's direction of travel can be controlled based on this adjustment angle. Furthermore, accelerator pedal pressure information can be obtained, and the vehicle's acceleration can be reduced based on this pressure information.

[0096] In this embodiment, when the conditions for steering correction are not met, the driver can manually control the vehicle, ensuring driving safety while avoiding frequent vehicle corrections, thus improving the driver's driving experience.

[0097] In one embodiment, such as Figure 5 As shown, determining the vehicle's deflection angle based at least on the yaw rate includes:

[0098] S402, the deflection angle of the vehicle is calculated based on the yaw rate, the wheelbase of the vehicle, the characteristic speed of the vehicle, and the driving speed of the vehicle.

[0099] The step of controlling the vehicle to perform steering correction based on the deflection angle includes:

[0100] S404, determine the deflection direction of the deflection angle based on the yaw rate.

[0101] S406, determine the adjustment angle of the steering wheel in the vehicle based on the deflection angle, the deflection direction of the deflection angle, and the steering ratio of the vehicle's steering wheel.

[0102] The vehicle's yaw angle is typically the angle that needs to be corrected. For example, in an autonomous driving scenario, if the vehicle is traveling in a straight line and its yaw angle is 30 degrees, then a 30-degree correction is needed. In a manual driving scenario, if the vehicle is traveling in a straight line and its yaw angle is 30 degrees, then a 20-degree or 25-degree correction is needed. The correction angle varies depending on the driving scenario, and in some embodiments of this disclosure, the correction angle is not absolutely limited. The vehicle's wheelbase is typically the distance between two perpendicular lines drawn through the midpoints of two adjacent wheels on the same side of the vehicle and perpendicular to the vehicle's longitudinal plane of symmetry; it is usually the distance from the center of the front axle to the center of the rear axle. The vehicle's characteristic speed is the number of revolutions (r / km) of the drive speed sensor per kilometer traveled. Both the wheelbase and the vehicle's characteristic speed are fixed parameters present in the vehicle. The steering ratio is typically the relationship between the steering wheel rotation angle and the vehicle's steering angle. Generally, for different types of vehicles, turning the steering wheel a certain angle will result in a corresponding turn of the vehicle. Therefore, the ratio between the steering wheel's rotation angle and the vehicle's steering angle can be called the steering ratio. Typically, a higher steering ratio indicates a larger steering wheel rotation range, resulting in a greater distance the wheels rotate. The steering wheel adjustment angle can usually be defined as both the steering wheel's rotation angle and the rotation range.

[0103] Specifically, the vehicle's yaw angle can be calculated using the following formula based on the yaw rate, the vehicle's wheelbase, characteristic speed, and travel speed.

[0104]

[0105] Where Yaw_rate is the yaw rate, v is the vehicle speed, wheel_base is the vehicle wheelbase, σ is the yaw angle, and vch is the characteristic speed of the vehicle.

[0106] After calculating the deflection angle, the direction of that deflection angle needs to be determined before the vehicle can be corrected. Therefore, the direction of the deflection angle can be determined based on the yaw rate. Then, the direction of the vehicle's steering wheel adjustment is determined based on the direction of the deflection angle. For example, if the vehicle needs to be adjusted to the right, the direction of the vehicle's steering wheel adjustment needs to be selected to the right, thus ensuring that the vehicle is adjusted using the steering wheel adjustment angle. Furthermore, as mentioned in the above embodiment, in this embodiment, depending on different situations, the angle after adjusting the vehicle using the steering wheel adjustment angle can be the same as or smaller than the vehicle's deflection angle.

[0107] In some exemplary embodiments, the steering wheel adjustment angle can be determined based on the Ackermann equation and the steering ratio. ccorrect_steering_angle = σ × steering_ratio.

[0108] Where ccorrect_steering_angle is the adjustment angle and steering_ratio is the steering ratio.

[0109] In this embodiment, the vehicle's yaw rate, wheelbase, characteristic speed, and driving speed can be used to accurately determine the vehicle's deflection angle. Based on the deflection angle and the steering ratio corresponding to the steering wheel, the steering wheel adjustment angle can be accurately determined, thereby enabling timely adjustment of the vehicle's direction and preventing the car from veering, thus ensuring the driver's safety in the event of a tire blowout.

[0110] In one embodiment, such as Figure 6 As shown, determining the deflection direction based on the yaw rate includes:

[0111] S502 determines whether the yaw rate is less than the standard threshold.

[0112] S504, in response to the yaw rate being less than a standard threshold, the deflection direction of the deflection angle is determined to be a first direction.

[0113] S506, in response to the yaw rate being greater than the standard threshold, the deflection direction of the deflection angle is determined to be the opposite direction to the first direction.

[0114] Wherein, the first direction is the direction of vehicle rotation when the first wheel blows out. The standard threshold is typically 0, but can also be set according to actual needs; in some embodiments of this disclosure, the specific value of the standard threshold is not limited.

[0115] Specifically, it can be determined whether the yaw rate is less than a standard threshold. If the yaw rate is less than the standard threshold, it can be determined that the direction the vehicle needs to be calibrated in is the same as the direction the vehicle is turning. If the yaw rate is greater than the standard threshold, it can be determined that the direction the vehicle needs to be calibrated in is different from the direction the vehicle is turning, i.e., opposite directions.

[0116] In some exemplary embodiments, if the vehicle veers to the right when the first tire blows out, and the yaw rate is negative, then the vehicle needs to be adjusted to the right. If the yaw rate is positive, then the vehicle needs to be adjusted to the left.

[0117] In this embodiment, the yaw rate is used to determine the direction of the vehicle's yaw angle, which can accurately calibrate the vehicle's yaw direction in the event of a tire blowout, ensuring the vehicle's stability and safety.

[0118] In one embodiment, this disclosure also provides another method for controlling a vehicle, such as Figure 7 As shown, the method includes:

[0119] S602, in response to detecting a first tire blowout in the vehicle, the yaw rate of the vehicle is obtained.

[0120] S604, Obtain the pressure information on the brake pedal of the vehicle.

[0121] S606, Increase the braking pressure of the second wheel according to the pressure information.

[0122] S608, Close the fluid inlet valve of the first wheel, the fluid inlet valve being used to adjust the braking pressure of the first wheel.

[0123] S610, determine whether the yaw rate is greater than the preset yaw rate threshold.

[0124] S612, determine whether the derivative of the yaw rate is greater than a preset derivative threshold.

[0125] S614, in response to the yaw rate being greater than a preset yaw rate threshold and the derivative of the yaw rate being greater than a preset derivative threshold, the wheel pressure difference between the first wheel and the second wheel is determined to be a large pressure difference.

[0126] S616, in response to the yaw rate being less than or equal to a preset yaw rate threshold, and / or the derivative of the yaw rate being less than or equal to a preset derivative threshold, it is determined that the wheel pressure difference between the first wheel and the second wheel is not a large pressure difference.

[0127] S618, in response to the wheel pressure difference not being a large pressure difference, and / or the vehicle speed being less than or equal to a preset speed threshold, acquire the vehicle control information.

[0128] S620, control the vehicle according to the control information, the control information including at least: pressure information on the vehicle's brake pedal, adjustment angle of the steering wheel, and pressure information on the vehicle's accelerator pedal.

[0129] S622, in response to the large wheel pressure difference and the vehicle speed being greater than a preset speed threshold, the vehicle deflection angle is calculated based on the yaw rate, the vehicle wheelbase, the vehicle characteristic speed, and the vehicle speed.

[0130] S624 determines whether the yaw rate is less than the standard threshold.

[0131] S626, in response to the yaw rate being less than a standard threshold, the deflection direction of the deflection angle is determined to be a first direction.

[0132] S628, in response to the yaw rate being greater than the standard threshold, the deflection direction of the deflection angle is determined to be opposite to the first direction. Wherein, the first direction is the direction of vehicle rotation when the first wheel experiences a tire blowout.

[0133] S630, determine the adjustment angle of the steering wheel in the vehicle based on the deflection angle, the deflection direction of the deflection angle and the steering ratio of the steering wheel.

[0134] For specific implementation methods and limitations in this embodiment, please refer to the above embodiments, which will not be repeated here.

[0135] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0136] Based on the same inventive concept, this disclosure also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the implementation described in the above method; therefore, specific limitations in one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0137] In one embodiment, such as Figure 8 As shown, a vehicle control device 800 is provided, including: a data acquisition module 802, a steering correction judgment module 804, a yaw angle determination module 806, and a steering correction module 808, wherein:

[0138] The data acquisition module 802 is used to acquire the yaw rate of the vehicle in response to the detection of a first tire blowout in the vehicle.

[0139] Steering correction determination module 804 is used to determine whether the vehicle needs steering correction based at least on the yaw rate.

[0140] The deflection angle determination module 806 is used to determine the deflection angle of the vehicle at least based on the yaw rate in response to the need for steering correction of the vehicle.

[0141] Steering correction module 808 is used to control the vehicle to perform steering correction based on the deflection angle.

[0142] In one embodiment of the device, the steering correction determination module 804 includes a pressure difference determination module and a steering correction determination module.

[0143] The pressure difference determination module is used to determine whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference based on the yaw rate and the derivative corresponding to the yaw rate, wherein the second wheel is a wheel that is symmetrical about the front and rear center axes of the vehicle and is symmetrical about the first wheel.

[0144] The steering correction determination module is used to determine that the vehicle needs to perform steering correction in response to the large wheel pressure difference and the vehicle's driving speed being greater than a preset speed threshold.

[0145] In one embodiment of the device, the pressure difference determination module is further configured to determine that the wheel pressure difference between the first wheel and the second wheel is a large pressure difference in response to the yaw rate being greater than a preset yaw rate threshold and the derivative of the yaw rate being greater than a preset derivative threshold.

[0146] In one embodiment of the device, the device further includes:

[0147] The pressure information acquisition module is used to acquire the pressure information on the brake pedal of the vehicle.

[0148] The pressure information control module is used to increase the braking pressure of the second wheel based on the pressure information.

[0149] In one embodiment of the device, the device further includes:

[0150] A control information acquisition module is used to acquire the control information of the vehicle in response to the vehicle not needing to make steering corrections.

[0151] The control information control module is used to control the vehicle according to the control information, which includes at least: the pressure information on the brake pedal of the vehicle, the adjustment angle of the steering wheel, and the pressure information on the accelerator pedal of the vehicle.

[0152] In one embodiment of the device, the deflection angle determination module 806 is further configured to calculate the deflection angle of the vehicle based on the yaw rate, the wheelbase of the vehicle, the characteristic speed of the vehicle, and the driving speed of the vehicle.

[0153] Steering correction module 808 includes:

[0154] The deflection direction determination module is used to determine the deflection direction of the deflection angle based on the yaw rate.

[0155] The adjustment angle determination submodule is used to determine the adjustment angle of the steering wheel in the vehicle based on the deflection angle, the deflection direction of the deflection angle, and the preset steering wheel steering ratio.

[0156] In one embodiment of the device, the deflection angle is calculated using the following formula:

[0157]

[0158] Where Yaw_rate is the yaw rate, v is the vehicle speed, wheel_base is the wheelbase of the vehicle, σ is the yaw angle, and vch is the characteristic speed of the vehicle.

[0159] In one embodiment of the device, the deflection direction determination module is further configured to determine the deflection direction of the deflection angle as a first direction in response to the yaw rate being less than a standard threshold.

[0160] In response to the yaw rate being greater than the standard threshold, the deflection direction of the deflection angle is determined to be opposite to the first direction;

[0161] Wherein, the first direction is the direction in which the vehicle rotates when the first wheel blows out.

[0162] The various modules in the control device of the aforementioned vehicle can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0163] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 9As shown, the computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The database stores yaw rate data and other vehicle data. The network interface communicates with external terminals via a network connection. When executed by the processor, the computer program implements a vehicle control method.

[0164] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present disclosure and does not constitute a limitation on the computer device to which the present disclosure is applied. A specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0165] In one embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in any of the above method embodiments.

[0166] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in any of the above method embodiments.

[0167] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0168] The relevant user personal information that may be involved in the various embodiments of this disclosure is processed in strict accordance with the requirements of laws and regulations, following the principles of legality, legitimacy, and necessity, based on the reasonable purpose of the business scenario, and includes personal information that users actively provide or that is generated as a result of using the product / service, as well as personal information obtained with user authorization.

[0169] The personal information of users processed by the applicant will vary depending on the specific product / service scenario and will be based on the specific scenario in which the user uses the product / service. This may involve the user's account information, device information, driving information, vehicle information, or other related information. The applicant will treat the user's personal information and its processing with a high degree of diligence.

[0170] The applicant attaches great importance to the security of users' personal information and has taken reasonable and feasible security protection measures that comply with industry standards to protect users' information and prevent unauthorized access, disclosure, use, modification, damage or loss of personal information.

[0171] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this disclosure can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this disclosure may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this disclosure may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0172] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0173] The embodiments described above are merely illustrative of several implementations of this disclosure, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent disclosure. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this disclosure, and these all fall within the protection scope of this disclosure. Therefore, the protection scope of this disclosure should be determined by the appended claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: In response to the detection of a first tire blowout in the vehicle, the yaw rate of the vehicle is obtained; The pressure information on the brake pedal of the vehicle is obtained, and the braking pressure of the second wheel is increased according to the pressure information; wherein, the second wheel is a wheel that is symmetrical about the central axis in the width direction of the vehicle and is symmetrical about the first wheel. Based on the yaw rate and its derivative, determine whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference; In response to the large wheel pressure difference and the vehicle speed being greater than a preset speed threshold, it is determined that the vehicle needs to perform steering correction. In response to the need for steering correction of the vehicle, the deflection angle of the vehicle is calculated based on the yaw rate, the wheelbase of the vehicle, the characteristic speed of the vehicle, and the driving speed of the vehicle. The vehicle is controlled to make steering corrections based on the deflection angle.

2. The method according to claim 1, characterized in that, The step of determining whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference based on the yaw rate and its corresponding derivative includes: In response to the yaw rate being greater than a preset yaw rate threshold and the derivative of the yaw rate being greater than a preset derivative threshold, the wheel pressure difference between the first wheel and the second wheel is determined to be a large pressure difference.

3. The method according to claim 1, characterized in that, The deflection angle is calculated using the following formula: in, The yaw rate, For the speed of the vehicle, Let be the wheelbase of the vehicle. For the deflection angle, The characteristic speed of the vehicle is denoted as .

4. The method according to claim 1, characterized in that, The step of controlling the vehicle to perform steering correction based on the deflection angle includes: The deflection direction of the deflection angle is determined based on the yaw rate; The adjustment angle of the steering wheel in the vehicle is determined based on the deflection angle, the deflection direction of the deflection angle, and the steering ratio of the vehicle; the steering ratio includes the relationship between the steering wheel rotation angle and the vehicle steering angle. The vehicle's steering is corrected by adjusting the angle of the steering wheel.

5. The method according to claim 4, characterized in that, The step of determining the deflection direction based on the yaw rate includes: In response to the yaw rate being less than a standard threshold, the deflection direction of the deflection angle is determined to be the first direction; In response to the yaw rate being greater than the standard threshold, the deflection direction of the deflection angle is determined to be opposite to the first direction; Wherein, the first direction is the direction in which the vehicle rotates when the first wheel blows out.

6. The method according to claim 4 or 5, characterized in that, The method further includes: in response to the vehicle not needing to make steering corrections, acquiring control information of the vehicle, and controlling the vehicle according to the control information, wherein the control information includes at least: pressure information on the brake pedal of the vehicle, adjustment angle of the steering wheel, and pressure information on the accelerator pedal of the vehicle.

7. A vehicle control device, characterized in that, The device includes: The data acquisition module is used to acquire the yaw rate of the vehicle in response to the detection of a first tire blowout in the vehicle. The pressure information acquisition module is used to acquire the pressure information on the brake pedal of the vehicle. The pressure information control module is used to increase the braking pressure of the second wheel based on the pressure information. The steering correction determination module is used to determine whether the vehicle needs steering correction based at least on the yaw rate; the steering correction determination module is also used to determine whether the wheel pressure difference between the first wheel and the second wheel is a large pressure difference based on the yaw rate and the derivative corresponding to the yaw rate, wherein the second wheel is a wheel that is symmetrical about the central axis in the width direction of the vehicle and is symmetrical about the first wheel; in response to the wheel pressure difference being a large pressure difference and the vehicle's driving speed being greater than a preset speed threshold, it is determined that the vehicle needs steering correction. A yaw angle determination module is used to determine the yaw angle of the vehicle at least based on the yaw rate in response to the need for steering correction of the vehicle; the yaw angle determination module is also used to calculate the yaw angle of the vehicle based on the yaw rate, the wheelbase of the vehicle, the characteristic speed of the vehicle, and the driving speed of the vehicle. A steering correction module is used to control the vehicle to perform steering corrections based on the deflection angle.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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