Vehicle control methods, devices, computer equipment and storage media

Abstract

This application relates to a vehicle control method, apparatus, computer equipment, storage medium, and computer program product. The method includes: when the vehicle controller detects a tire blowout, reducing the current braking pressure on the vehicle until it reaches an initial braking pressure; determining the location of the blown-out wheel within the vehicle; determining a target braking wheel based on the location of the blown-out wheel; and further increasing the braking pressure on the target braking wheel based on the initial braking pressure until the braking pressure on the target braking wheel reaches the target braking pressure, thereby controlling the vehicle to enter a pressure-holding state. When a tire blowout occurs, by rationally distributing the braking force to each wheel, the vehicle experiences balanced forces, thus stably decelerating to a stop and avoiding loss of control during a tire blowout.

Description

Technical Field

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

[0002] Tire blowout is a relatively common accident. Accidents caused by tire blowout at high speeds leading to loss of vehicle control are not uncommon, seriously threatening the lives and property of drivers and passengers.

[0003] When a tire blows out, if the driver instinctively brakes suddenly, the sudden braking force on the wheels can cause a shift in balance, potentially leading to loss of control. Therefore, active stability control for vehicles experiencing tire blowouts is a pressing issue that needs to be addressed. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, device, computer equipment, computer-readable storage medium, and computer program product that can actively control the stability of a vehicle with a blown tire, addressing the technical problem that a tire blowout can easily lead to loss of vehicle control.

[0005] Firstly, this application provides a vehicle control method. The method is applied to a vehicle with four wheels, and includes:

[0006] When a wheel in the target state is detected among the wheels of the vehicle, the current braking pressure on the vehicle is reduced until the current braking pressure is reduced to the initial braking pressure.

[0007] Determine the position of the wheel in the vehicle in the target state, and determine the target braking wheel based on the position of the wheel in the target state;

[0008] The braking pressure on the target brake wheel is increased based on the initial braking pressure until the braking pressure on the target brake wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state.

[0009] In one embodiment, determining the target braking wheel based on the position of the wheel in the target state includes: when the position of the wheel in the target state is a target position, determining that the target position is located in a loop in the vehicle, the loop being defined by the diagonal of the vehicle; and designating a wheel on another loop relative to the loop as the target braking wheel.

[0010] In one embodiment, after detecting the presence of a wheel in the target state among the wheels of the vehicle, the method further includes: acquiring a target yaw angle and an actual yaw angle of the vehicle; determining the state of the vehicle based on the target yaw angle and the actual yaw angle; and determining at least one of an initial braking pressure and a boosting rate of the initial braking pressure based on the state of the vehicle, wherein the boosting rate characterizes how quickly the braking pressure is adjusted on the target braking wheel.

[0011] In one embodiment, determining the vehicle's state based on the target yaw angle and the actual yaw angle includes: determining the vehicle to be in an unstable state when the actual yaw angle is greater than or equal to the target yaw angle; and determining the vehicle to be in a stable state when the actual yaw angle is less than the target yaw angle.

[0012] In one embodiment, determining the initial braking pressure based on the vehicle's state includes: when the vehicle is determined to be in an unstable state, using a preset first braking pressure as the initial braking pressure; and when the vehicle is determined to be in a stable state, using a preset second braking pressure as the initial braking pressure, wherein the second braking pressure is greater than the first braking pressure.

[0013] In one embodiment, determining the boost rate of the initial braking pressure based on the state of the vehicle includes: when the vehicle is determined to be in an unstable state, using a preset first boost rate as the boost rate of the initial braking pressure; and when the vehicle is determined to be in a stable state, using a preset second boost rate as the boost rate of the initial braking pressure, wherein the second boost rate is greater than the first boost rate.

[0014] In one embodiment, obtaining the target yaw angle and the actual yaw angle of the vehicle includes: obtaining the vehicle's speed signal and the steering wheel angle signal, and determining the target yaw angle of the vehicle based on the speed signal and the angle signal; obtaining the sensing signal detected by the yaw angle sensor on the vehicle, and determining the actual yaw angle of the vehicle based on the sensing signal.

[0015] In one embodiment, before detecting the presence of a wheel in the target state among the wheels of the vehicle, the method further includes: acquiring the tire pressure of the wheels in the vehicle as monitored in real time by a tire pressure sensor; determining that any wheel is the wheel in the target state when the tire pressure of any wheel is less than a set tire pressure threshold, or when the rate of decrease of the tire pressure of any wheel is greater than a set speed threshold.

[0016] Secondly, this application also provides a vehicle control device. The device includes:

[0017] The monitoring braking module is used to reduce the current braking pressure on the vehicle when a wheel in a target state is detected, until the current braking pressure is reduced to the initial braking pressure.

[0018] The target wheel determination module is used to determine the position of the wheel in the target state within the vehicle, and to determine the target braking wheel based on the position of the wheel in the target state.

[0019] The control module is used to increase the braking pressure on the target braking wheel based on the initial braking pressure until the braking pressure on the target braking wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state.

[0020] Thirdly, this application 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 the method described in the first aspect above.

[0021] Fourthly, this application 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 the method described in the first aspect above.

[0022] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the steps of the method described in the first aspect above.

[0023] The aforementioned vehicle control method, device, computer equipment, storage medium, and computer program product, when the vehicle controller detects a tire blowout, reduces the current braking pressure on the vehicle until it reaches the initial braking pressure. It then determines the location of the blown-out wheel within the vehicle, identifies the target braking wheel based on its location, and further increases the braking pressure on the target wheel based on the initial braking pressure until the braking pressure on the target wheel reaches the target braking pressure, thus controlling the vehicle to enter a pressure-holding state. In the event of a tire blowout, by rationally distributing the braking force to each wheel, it achieves a balance of forces on the vehicle, thereby stably decelerating to a stop and avoiding the loss of control problems that occur during a tire blowout. Attached Figure Description

[0024] Figure 1 This is a flowchart illustrating a vehicle control method in one embodiment;

[0025] Figure 2 This is a schematic diagram of the wheel positions in one embodiment;

[0026] Figure 3This is a flowchart illustrating the step of determining the initial braking pressure in one embodiment;

[0027] Figure 4 This is a schematic diagram of the boost rate in one embodiment;

[0028] Figure 5 This is a flowchart illustrating the steps for monitoring wheel status in one embodiment;

[0029] Figure 6 This is a structural block diagram of a vehicle control device in one embodiment;

[0030] Figure 7 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application 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 application.

[0032] In one embodiment, such as Figure 1 As shown, a vehicle control method is provided. This embodiment illustrates the application of this method to a vehicle controller, and it may specifically include the following steps:

[0033] Step 102: When a wheel in the target state is detected among the vehicle's wheels, reduce the current braking pressure on the vehicle until the current braking pressure is reduced to the initial braking pressure.

[0034] The vehicle can be a vehicle with symmetrical wheel positions, for example, it can have two rows of wheels on each side (front and rear), three rows of wheels on each side (front, middle, and rear), or four rows of wheels on each side, etc. Each position can have an odd number of wheels or an even number of wheels; this embodiment does not limit this. The target state wheel can be a wheel in a tire blowout state, for example, a wheel with tire pressure lower than a certain set tire pressure threshold, or a wheel whose tire pressure decreases at a rate greater than a set speed threshold. The current braking pressure can be the braking pressure currently applied to the vehicle externally. The initial braking pressure can be a pre-set target value for reducing the current braking pressure; for example, the initial braking pressure can be 0 bar. The initial braking pressure can also be determined based on the current state of the vehicle.

[0035] Typically, when a tire blows out while a vehicle is in motion, the driver will instinctively brake the vehicle, for example, by pressing the brake pedal, which applies braking pressure. However, this situation can easily lead to a loss of vehicle control.

[0036] Therefore, in this embodiment, during vehicle operation, the vehicle controller can monitor various vehicle parameters in real time, including but not limited to vehicle speed, steering wheel angle, and tire pressure of each wheel. When the vehicle controller detects a wheel in a target state—a blown-out tire—to prevent externally applied braking pressure from causing vehicle loss of control, the vehicle controller can reduce the externally applied braking pressure, i.e., reduce the current braking pressure. Then, through subsequent steps, the braking force on each wheel is rationally distributed, allowing the vehicle to decelerate stably to a stop, thereby preventing the problem of vehicle loss of control.

[0037] Step 104: Determine the position of the target wheel in the vehicle, and determine the target braking wheel based on the position of the target wheel.

[0038] The target braking wheel refers to the wheel that needs to be braked further. Specifically, when the vehicle controller detects a blowout wheel in the vehicle, it can determine the location of the blowout wheel in the vehicle and identify the target braking wheel based on its location. Subsequent steps will then apply braking to the target braking wheel to achieve a reasonable distribution of braking force on the wheels, thereby balancing the forces on the vehicle and preventing loss of control such as veering.

[0039] Step 106: Increase the braking pressure on the target braking wheel based on the initial braking pressure until the braking pressure on the target braking wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state.

[0040] The target braking pressure is the final braking pressure required to cause the target brake wheel to lock up. In this embodiment, after determining the target brake wheel according to the above steps, the vehicle controller further increases the braking pressure on the target brake wheel based on the initial braking pressure, that is, increases the braking pressure on the target brake wheel on the basis of the initial braking pressure until the braking pressure of the target brake wheel reaches the target braking pressure, and then controls the vehicle to enter the pressure holding state.

[0041] In the aforementioned vehicle control method, when the vehicle controller detects a tire blowout, it reduces the current braking pressure on the vehicle until it reaches the initial braking pressure. It then determines the location of the blown-out wheel within the vehicle and, based on this location, identifies the target braking wheel. Furthermore, it increases the braking pressure on the target wheel based on the initial braking pressure until the braking pressure on the target wheel reaches the target braking pressure, at which point the vehicle enters a pressure-holding state. Because it rationally distributes the braking force to each wheel when a tire blows out, it balances the forces on the vehicle, thus enabling stable deceleration to a stop and avoiding the loss of control issues that occur during a tire blowout.

[0042] In one embodiment, in step 104, determining the target braking wheel based on the position of the wheel in the target state can specifically include: when the position of the wheel in the target state is the target position, determining the loop in the vehicle where the target position is located, and using the wheel on the other loop relative to that loop as the target braking wheel. The loop is determined by the diagonal of the vehicle, specifically the diagonal formed by the wheels at the four corners of the vehicle (e.g., the wheels at the left front, right front, left rear, and right rear positions). Each vehicle has two loops; for example, the diagonal formed by the left front and right rear positions is the first loop, and the diagonal formed by the right front and left rear positions is the second loop. The target position can be one of the four corners of the vehicle, as a tire blowout at one of the four corners typically leads to loss of vehicle control. Therefore, in this embodiment, after the vehicle controller determines the position of the wheel in the target state, it further determines whether the position of the wheel in the target state is the target position. When the position of the wheel in the target state is determined to be the target position, the loop in the vehicle where the target position is located is determined, and the wheel on the other loop relative to that loop is used as the target braking wheel.

[0043] Specifically, such as Figure 2 As shown, taking the wheels at the four corners of a vehicle as the left front wheel (FL), left rear wheel (RL), right front wheel (FR), and right rear wheel (RR), respectively, FL and RR form the first loop K1, and FR and RL form the second loop K2. When the vehicle controller determines that the tire blowout is on the left front wheel (FL), since this position belongs to one of the four corners of the vehicle, i.e., the target position, it further determines the loop within the vehicle where this target position is located. Figure 2 It is known that the left front wheel FL is located in the vehicle's first circuit K1. Therefore, wheels FR and RL in the second circuit K2 can be used as the target braking wheels. That is, the target braking wheels do not belong to the circuit containing the blown-out wheel. If the blown-out wheel is any wheel in the first circuit, then the target braking wheel is a wheel in the second circuit; if the blown-out wheel is any wheel in the second circuit, then the target braking wheel is a wheel in the first circuit. In other words, it is unnecessary to continue braking the wheels in the circuit containing the blown-out wheel, thus achieving force balance on the vehicle and preventing vehicle swerving during braking.

[0044] In one scenario, when the wheel in the target state is not in the target position—that is, the blown-out wheel is not located at one of the four corners of the vehicle but in the middle (e.g., in a vehicle with three rows of wheels on each side, the blown-out wheel is in the middle row)—the risk of loss of control is relatively low, so the vehicle controller does not need to perform any special control measures. However, to prevent further tire damage, the vehicle controller can control the alarm module to generate an alarm message, thereby reminding the user to repair the tire in a timely manner.

[0045] In one embodiment, such as Figure 3 As shown, in step 102, after detecting the presence of a wheel in the target state among the vehicle's wheels, the above method may further include:

[0046] Step 302: Obtain the target yaw angle and the actual yaw angle of the vehicle.

[0047] The target yaw angle is calculated based on the vehicle's current specifications, representing the yaw angle the vehicle should have when it is stable in the current state. The actual yaw angle, on the other hand, is the true yaw angle detected by the vehicle's sensors.

[0048] Specifically, the vehicle controller acquires the vehicle's current speed signal and steering wheel angle signal, and determines the vehicle's target yaw angle based on these signals. For example, the target yaw angle can be calculated using a corresponding formula based on the speed and angle signals, or it can be estimated using a bicycle model. The vehicle controller can also acquire sensing signals from the vehicle's yaw angle sensors, thereby determining the vehicle's actual yaw angle based on these signals.

[0049] In this embodiment, the vehicle controller obtains the target yaw angle and the actual yaw angle of the vehicle, and processes them through subsequent steps.

[0050] Step 304: Determine the vehicle's state based on the target yaw angle and the actual yaw angle.

[0051] The vehicle's state can be either stable or unstable. In this embodiment, the vehicle controller determines the vehicle's state by comparing the target yaw angle with the actual yaw angle.

[0052] Specifically, when the actual yaw angle of the vehicle is greater than or equal to the target yaw angle, it indicates that the vehicle is oversteering, meaning that the vehicle's stability is low. Therefore, the vehicle controller can determine that the vehicle is in an unstable state. Conversely, when the actual yaw angle is less than the target yaw angle, it indicates that the vehicle's stability is high. Therefore, the vehicle controller can determine that the vehicle is in a stable state.

[0053] Step 306: Determine at least one of the initial braking pressure and the initial braking pressure boosting rate based on the vehicle's condition.

[0054] The boost rate is used to characterize how quickly the braking pressure is adjusted on the target braking wheel for braking control. In this embodiment, the vehicle controller can determine at least one of the initial braking pressure and the boost rate of the initial braking pressure based on the vehicle's state.

[0055] Specifically, the initial braking pressure is determined based on the vehicle's state. This can include: when the vehicle controller determines the vehicle is in an unstable state, a preset first braking pressure can be used as the initial braking pressure; conversely, when the vehicle controller determines the vehicle is in a stable state, a preset second braking pressure can be used as the initial braking pressure. The second braking pressure is greater than the first braking pressure. That is, when the vehicle's actual yaw angle is large, it indicates oversteer, meaning the vehicle's stability is low. Therefore, a large braking pressure is not suitable for controlling the vehicle, and a smaller first braking pressure is used for initial braking to avoid loss of control. Conversely, when the vehicle's actual yaw angle is small, it indicates high stability, and a larger second braking pressure can be used for initial braking to allow the vehicle to reach the lock-up pressure point more quickly.

[0056] In one scenario, the initial braking pressure boosting rate is determined based on the vehicle's state. Specifically, this can include: when the vehicle controller determines the vehicle is in an unstable state, a preset first boosting rate can be used as the initial braking pressure boosting rate; and when the vehicle controller determines the vehicle is in a stable state, a preset second boosting rate can be used as the initial braking pressure boosting rate. The second boosting rate is greater than the first boosting rate. That is, when the vehicle's actual yaw angle is large, it indicates oversteer, meaning the vehicle's stability is low. Therefore, a large boosting rate is not suitable for increasing the braking pressure on the target braking wheel. To avoid loss of control, a smaller first boosting rate is used to increase the braking pressure on the target braking wheel. Conversely, when the vehicle's actual yaw angle is small, it indicates high vehicle stability. In this case, a larger second boosting rate can be used to increase the braking pressure on the target braking wheel, allowing the vehicle to reach the lock-up pressure point more quickly.

[0057] In a scenario, such as Figure 4As shown, if the initial braking pressure is determined to be A, the target braking pressure to be B, and the determined boost rate to be M, when the vehicle controller reduces the current braking pressure on the vehicle until it drops to the initial braking pressure A, it can further increase the braking pressure on the target braking wheel based on the initial braking pressure A at the boost rate M, until the braking pressure on the target braking wheel reaches the target braking pressure B, at which point the vehicle enters a pressure-holding state. The time taken for the initial braking pressure A to increase to the target braking pressure B is the braking duration n seconds, which is determined based on the magnitude of the initial braking pressure A and the magnitude of the boost rate M.

[0058] Understandably, when a tire blows out and the vehicle is determined to be stable, a larger initial braking pressure A and a larger boost rate M can be used to control the vehicle, thus allowing it to reach the lock-up pressure point more quickly. Conversely, when a tire blows out and the vehicle is determined to be unstable, a smaller initial braking pressure A and a smaller boost rate M can be used to control the vehicle, allowing it to reach the lock-up pressure point with a stable posture. This embodiment, through the rational distribution of braking pressure, enables the vehicle to decelerate stably, thereby avoiding the problem of loss of vehicle control.

[0059] In one embodiment, such as Figure 5 As shown, in step 102, before detecting the presence of a wheel in the target state among the vehicle's wheels, the above method may further include:

[0060] Step 502: Obtain the tire pressure of the vehicle's wheels as monitored in real time by the tire pressure sensor.

[0061] The tire pressure sensor is a sensing device that monitors the tire pressure of each wheel of a vehicle in real time. Tire pressure is typically used to characterize the air pressure inside the tire, and the tire's condition can be determined by the pressure. In this embodiment, the vehicle controller can acquire the tire pressure of the vehicle's wheels monitored by the tire pressure sensor in real time.

[0062] Step 504: Determine the condition of the vehicle's wheels based on the tire pressure.

[0063] In one scenario, if the tire pressure of any wheel is lower than a set tire pressure threshold, that wheel can be identified as the target wheel, meaning that wheel has blown out. The tire pressure threshold can be a pre-set minimum tire pressure for normal tire conditions. In this embodiment, when the vehicle controller detects that the tire pressure of any wheel is lower than the set tire pressure threshold, it can determine that a wheel on the vehicle has blown out; that is, it can determine that the wheel with the tire pressure lower than the set tire pressure threshold has blown out.

[0064] In one scenario, if the tire pressure of any wheel decreases at a rate greater than a set speed threshold, that wheel can be identified as the wheel in the target state, i.e., a tire blowout is determined. The rate of decrease can be the instantaneous rate of decrease in tire pressure. The speed threshold can be a pre-set maximum rate of decrease in tire pressure under normal conditions. In this embodiment, when the vehicle controller detects that the tire pressure of any wheel decreases at a rate greater than the set speed threshold, it can determine that a wheel on the vehicle has blown out, i.e., the wheel whose tire pressure decreases at a rate greater than the set speed threshold has blown out.

[0065] In the above embodiments, the vehicle controller acquires the tire pressure of the wheels in the vehicle monitored by the tire pressure sensor, and then accurately locates the wheel with the blown tire based on the tire pressure or the change value of the tire pressure, thereby locating the target braking wheel and achieving stable braking of the vehicle.

[0066] 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.

[0067] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the 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.

[0068] In one embodiment, such as Figure 6 As shown, a vehicle control device is provided, including: a braking monitoring module 602, a target wheel determination module 604, and a control module 606, wherein:

[0069] The monitoring braking module 602 is used to reduce the current braking pressure on the vehicle when a wheel in a target state is detected among the wheels of the vehicle, until the current braking pressure is reduced to the initial braking pressure.

[0070] The target wheel determination module 604 is used to determine the position of the wheel in the target state in the vehicle, and to determine the target braking wheel based on the position of the wheel in the target state.

[0071] The control module 606 is used to increase the braking pressure on the target braking wheel based on the initial braking pressure until the braking pressure on the target braking wheel reaches the target braking pressure, and control the vehicle to enter the pressure holding state.

[0072] In one embodiment, the target wheel determination module is specifically used to: when the position of the wheel in the target state is the target position, determine the loop in the vehicle where the target position is located, the loop being determined by the diagonal of the vehicle; and designate the wheel on another loop relative to the loop as the target braking wheel.

[0073] In one embodiment, the device further includes a vehicle state determination module for acquiring a target yaw angle and an actual yaw angle of the vehicle; determining the state of the vehicle based on the target yaw angle and the actual yaw angle; and determining at least one of an initial braking pressure and a boosting rate of the initial braking pressure based on the state of the vehicle, wherein the boosting rate characterizes how quickly the braking pressure is adjusted on the target braking wheel.

[0074] In one embodiment, the vehicle state determination module is further configured to: determine that the vehicle is in an unstable state when the actual yaw angle is greater than or equal to the target yaw angle; and determine that the vehicle is in a stable state when the actual yaw angle is less than the target yaw angle.

[0075] In one embodiment, the device further includes an initial braking pressure determination module, configured to use a preset first braking pressure as the initial braking pressure when the vehicle is determined to be in an unstable state; and to use a preset second braking pressure as the initial braking pressure when the vehicle is determined to be in a stable state, wherein the second braking pressure is greater than the first braking pressure.

[0076] In one embodiment, the device further includes a boost rate determination module, configured to, when the vehicle is determined to be in an unstable state, use a preset first boost rate as the boost rate of the initial braking pressure; and when the vehicle is determined to be in a stable state, use a preset second boost rate as the boost rate of the initial braking pressure, wherein the second boost rate is greater than the first boost rate.

[0077] In one embodiment, the vehicle state determination module is further configured to: acquire the vehicle's speed signal and steering wheel angle signal, and determine the vehicle's target yaw angle based on the speed signal and the angle signal; acquire the sensing signal detected by the yaw angle sensor on the vehicle, and determine the vehicle's actual yaw angle based on the sensing signal.

[0078] In one embodiment, the device further includes a wheel condition monitoring module, used to acquire the tire pressure of the wheels in the vehicle as monitored in real time by the tire pressure sensor; when the tire pressure of any wheel is less than a set tire pressure threshold, or when the rate of decrease of the tire pressure of any wheel is greater than a set speed threshold, the wheel is determined to be a wheel in the target state.

[0079] Each module in the aforementioned vehicle control device 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.

[0080] In one embodiment, a computer device is provided, which may be a vehicle controller, and its internal structure diagram may be as follows: Figure 7 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. 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 and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a vehicle control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0081] Those skilled in the art will understand that Figure 7The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0082] 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 perform the following steps:

[0083] When a wheel in the target state is detected among the wheels of the vehicle, the current braking pressure on the vehicle is reduced until the current braking pressure is reduced to the initial braking pressure.

[0084] Determine the position of the wheel in the vehicle in the target state, and determine the target braking wheel based on the position of the wheel in the target state;

[0085] The braking pressure on the target brake wheel is increased based on the initial braking pressure until the braking pressure on the target brake wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state.

[0086] In one embodiment, when the processor executes the computer program, it further performs the following steps: when the position of the wheel in the target state is a target position, determining that the target position is located in a loop in the vehicle, the loop being determined by the diagonal of the vehicle; and designating a wheel on another loop relative to the target loop as a target braking wheel.

[0087] In one embodiment, when the processor executes the computer program, it further performs the following steps: acquiring a target yaw angle and an actual yaw angle of the vehicle; determining the state of the vehicle based on the target yaw angle and the actual yaw angle; and determining at least one of an initial braking pressure and a boosting rate of the initial braking pressure based on the state of the vehicle, the boosting rate representing how quickly the braking pressure is adjusted to the target braking wheel.

[0088] In one embodiment, when the processor executes the computer program, it further implements the following steps: when the actual yaw angle is greater than or equal to the target yaw angle, the vehicle is determined to be in an unstable state; when the actual yaw angle is less than the target yaw angle, the vehicle is determined to be in a stable state.

[0089] In one embodiment, when the processor executes the computer program, it further implements the following steps: when it is determined that the vehicle is in an unstable state, a preset first braking pressure is used as the initial braking pressure; when it is determined that the vehicle is in a stable state, a preset second braking pressure is used as the initial braking pressure, wherein the second braking pressure is greater than the first braking pressure.

[0090] In one embodiment, when the processor executes the computer program, it further implements the following steps: when it is determined that the vehicle is in an unstable state, a preset first boost rate is used as the boost rate of the initial braking pressure; when it is determined that the vehicle is in a stable state, a preset second boost rate is used as the boost rate of the initial braking pressure, wherein the second boost rate is greater than the first boost rate.

[0091] In one embodiment, when the processor executes the computer program, it further performs the following steps: acquiring the vehicle's speed signal and the steering wheel's angle signal, and determining the vehicle's target yaw angle based on the speed signal and the angle signal; acquiring the sensing signal detected by the yaw angle sensor on the vehicle, and determining the vehicle's actual yaw angle based on the sensing signal.

[0092] In one embodiment, when the processor executes the computer program, it further implements the following steps: acquiring the tire pressure of the wheels in the vehicle as monitored in real time by the tire pressure sensor; determining that any wheel is a wheel in the target state when the tire pressure of any wheel is less than a set tire pressure threshold, or when the rate of decrease of the tire pressure of any wheel is greater than a set speed threshold.

[0093] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0094] When a wheel in the target state is detected among the wheels of the vehicle, the current braking pressure on the vehicle is reduced until the current braking pressure is reduced to the initial braking pressure.

[0095] Determine the position of the wheel in the vehicle in the target state, and determine the target braking wheel based on the position of the wheel in the target state;

[0096] The braking pressure on the target brake wheel is increased based on the initial braking pressure until the braking pressure on the target brake wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state.

[0097] In one embodiment, when the computer program is executed by a processor, it further performs the following steps: when the position of the wheel in the target state is a target position, determining that the target position is located in a loop in the vehicle, the loop being determined by the diagonal of the vehicle; and designating a wheel on another loop relative to the target loop as a target braking wheel.

[0098] In one embodiment, when the computer program is executed by a processor, it further performs the following steps: acquiring a target yaw angle and an actual yaw angle of the vehicle; determining the state of the vehicle based on the target yaw angle and the actual yaw angle; and determining at least one of an initial braking pressure and a boosting rate of the initial braking pressure based on the state of the vehicle, the boosting rate representing how quickly the braking pressure is increased on the target braking wheel.

[0099] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: when the actual yaw angle is greater than or equal to the target yaw angle, the vehicle is determined to be in an unstable state; when the actual yaw angle is less than the target yaw angle, the vehicle is determined to be in a stable state.

[0100] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: when it is determined that the vehicle is in an unstable state, a preset first braking pressure is used as the initial braking pressure; when it is determined that the vehicle is in a stable state, a preset second braking pressure is used as the initial braking pressure, wherein the second braking pressure is greater than the first braking pressure.

[0101] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: when it is determined that the vehicle is in an unstable state, a preset first boost rate is used as the boost rate of the initial braking pressure; when it is determined that the vehicle is in a stable state, a preset second boost rate is used as the boost rate of the initial braking pressure, wherein the second boost rate is greater than the first boost rate.

[0102] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: acquiring the vehicle's speed signal and the steering wheel's angle signal, and determining the vehicle's target yaw angle based on the speed signal and the angle signal; acquiring the sensing signal detected by the yaw angle sensor on the vehicle, and determining the vehicle's actual yaw angle based on the sensing signal.

[0103] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: acquiring the tire pressure of the wheels in the vehicle as monitored in real time by the tire pressure sensor; determining that any wheel is a wheel in the target state when the tire pressure of any wheel is less than a set tire pressure threshold, or when the rate of decrease of the tire pressure of any wheel is greater than a set speed threshold.

[0104] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, performs the following steps:

[0105] When a wheel in the target state is detected among the wheels of the vehicle, the current braking pressure on the vehicle is reduced until the current braking pressure is reduced to the initial braking pressure.

[0106] Determine the position of the wheel in the vehicle in the target state, and determine the target braking wheel based on the position of the wheel in the target state;

[0107] Based on the initial braking pressure, the braking pressure on the target braking wheel is increased until the braking pressure on the target braking wheel reaches the target braking pressure, and the vehicle is controlled to enter a pressure holding state.

[0108] In one embodiment, when the computer program is executed by a processor, it further performs the following steps: when the position of the wheel in the target state is a target position, determining that the target position is located in a loop in the vehicle, the loop being determined by the diagonal of the vehicle; and designating a wheel on another loop relative to the target loop as a target braking wheel.

[0109] In one embodiment, when the computer program is executed by a processor, it further performs the following steps: acquiring a target yaw angle and an actual yaw angle of the vehicle; determining the state of the vehicle based on the target yaw angle and the actual yaw angle; and determining at least one of an initial braking pressure and a boosting rate of the initial braking pressure based on the state of the vehicle, the boosting rate representing how quickly the braking pressure is increased on the target braking wheel.

[0110] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: when the actual yaw angle is greater than or equal to the target yaw angle, the vehicle is determined to be in an unstable state; when the actual yaw angle is less than the target yaw angle, the vehicle is determined to be in a stable state.

[0111] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: when it is determined that the vehicle is in an unstable state, a preset first braking pressure is used as the initial braking pressure; when it is determined that the vehicle is in a stable state, a preset second braking pressure is used as the initial braking pressure, wherein the second braking pressure is greater than the first braking pressure.

[0112] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: when it is determined that the vehicle is in an unstable state, a preset first boost rate is used as the boost rate of the initial braking pressure; when it is determined that the vehicle is in a stable state, a preset second boost rate is used as the boost rate of the initial braking pressure, wherein the second boost rate is greater than the first boost rate.

[0113] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: acquiring the vehicle's speed signal and the steering wheel's angle signal, and determining the vehicle's target yaw angle based on the speed signal and the angle signal; acquiring the sensing signal detected by the yaw angle sensor on the vehicle, and determining the vehicle's actual yaw angle based on the sensing signal.

[0114] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: acquiring the tire pressure of the wheels in the vehicle as monitored in real time by the tire pressure sensor; determining that any wheel is a wheel in the target state when the tire pressure of any wheel is less than a set tire pressure threshold, or when the rate of decrease of the tire pressure of any wheel is greater than a set speed threshold.

[0115] The relevant user personal information that may be involved in the various embodiments of this application 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.

[0116] 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.

[0117] 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.

[0118] 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 application 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 application 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 application 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.

[0119] 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.

[0120] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When a wheel in the target state is detected among the wheels of the vehicle, the current braking pressure on the vehicle is reduced until the current braking pressure is reduced to the initial braking pressure. Determine the position of the wheel in the vehicle in the target state, and determine the target braking wheel based on the position of the wheel in the target state; The braking pressure on the target braking wheel is increased based on the initial braking pressure until the braking pressure on the target braking wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state. After detecting the presence of a wheel in the target state among the vehicle's wheels, the method further includes: Obtain the target yaw angle and the actual yaw angle of the vehicle; The state of the vehicle is determined based on the target yaw angle and the actual yaw angle; Determine at least one of the initial braking pressure and the boosting rate of the initial braking pressure based on the state of the vehicle, wherein the boosting rate characterizes how quickly the braking pressure is adjusted to the target braking wheel. The step of determining the pressure increase rate of the initial braking pressure based on the vehicle's state includes: When the vehicle is determined to be in an unstable state, the preset first boost rate is used as the boost rate of the initial braking pressure. When the vehicle is determined to be in a stable state, a preset second boost rate is used as the boost rate of the initial braking pressure, and the second boost rate is greater than the first boost rate.

2. The method according to claim 1, characterized in that, Determining the target braking wheel based on the position of the wheel in the target state includes: When the position of the wheel in the target state is the target position, the loop in the vehicle is determined to be the target position, and the loop is determined by the diagonal of the vehicle; The wheel on the other circuit relative to the circuit is used as the target braking wheel.

3. The method according to claim 1, characterized in that, Determining the vehicle's state based on the target yaw angle and the actual yaw angle includes: When the actual yaw angle is greater than or equal to the target yaw angle, the vehicle is determined to be in an unstable state. When the actual yaw angle is less than the target yaw angle, the vehicle is determined to be in a stable state.

4. The method according to claim 1, characterized in that, Determining the initial braking pressure based on the vehicle's state includes: When the vehicle is determined to be in an unstable state, a preset first braking pressure is used as the initial braking pressure. When the vehicle is determined to be in a stable state, a preset second braking pressure is used as the initial braking pressure, and the second braking pressure is greater than the first braking pressure.

5. The method according to claim 1, characterized in that, The process of obtaining the target yaw angle and the actual yaw angle of the vehicle includes: Acquire the vehicle's speed signal and steering wheel angle signal, and determine the vehicle's target yaw angle based on the speed signal and the angle signal; The sensor signal detected by the yaw angle sensor on the vehicle is acquired, and the actual yaw angle of the vehicle is determined based on the sensor signal.

6. The method according to any one of claims 1 to 5, characterized in that, Before detecting the presence of a wheel in the target state among the vehicle's wheels, the method further includes: The tire pressure of the wheels in the vehicle is obtained in real time as monitored by the tire pressure sensor; When the tire pressure of any wheel is less than a set tire pressure threshold, or when the rate of decrease of the tire pressure of any wheel is greater than a set speed threshold, the wheel is determined to be the wheel in the target state.

7. A vehicle control device, characterized in that, The device includes: The monitoring braking module is used to reduce the current braking pressure on the vehicle when a wheel in a target state is detected, until the current braking pressure is reduced to the initial braking pressure. The target wheel determination module is used to determine the position of the wheel in the target state within the vehicle, and to determine the target braking wheel based on the position of the wheel in the target state. The control module is used to increase the braking pressure on the target braking wheel based on the initial braking pressure until the braking pressure on the target braking wheel reaches the target braking pressure, so as to control the vehicle to enter the pressure holding state. The device further includes a vehicle state determination module for acquiring the target yaw angle and the actual yaw angle of the vehicle; determining the state of the vehicle based on the target yaw angle and the actual yaw angle; and determining at least one of the initial braking pressure and the boosting rate of the initial braking pressure based on the state of the vehicle, wherein the boosting rate characterizes how quickly the braking pressure is adjusted to the target braking wheel. The device further includes a boost rate determination module, which is used to use a preset first boost rate as the boost rate of the initial braking pressure when the vehicle is determined to be in an unstable state; and to use a preset second boost rate as the boost rate of the initial braking pressure when the vehicle is determined to be in a stable state, wherein the second boost rate is greater than the first boost rate.

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.

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