Vehicle tire burst identification method and device, computer equipment and storage medium

Abstract

The invention relates to the technical field of vehicles, and discloses a vehicle tire burst identification method and device, computer equipment and a storage medium, and the method comprises the steps: obtaining the wheel speed data of a tire of a target vehicle in a preset time period; calculating a wheel speed change rate and a two-side wheel speed ratio of a front axle and a rear axle of the vehicle according to the wheel speed data, judging whether the target vehicle has a tire burst risk or not based on the wheel speed change rate and the two-side wheel speed ratio, and obtaining a judgment result; acquiring an acquisition strategy corresponding to the judgment result, and acquiring tire pressure data of a current tire of the target vehicle according to the acquisition strategy; and according to the tire pressure data, determining position information of a tire burst event of the target vehicle, and generating corresponding tire burst prompt information based on the position information. The problems that in an existing tire burst recognition technology, recognition is not accurate enough, and tire burst is judged without comprehensively considering the wheel speed change and the tire pressure change rate are solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method, device, computer equipment and storage medium for identifying a vehicle tire blowout. Background Art

[0002] A tire blowout is a sudden and dangerous situation that can cause the tire to lose pressure instantly, which in turn affects the stability and handling of the vehicle. After a tire blowout, the deflated tire will not only cause the vehicle to be unbalanced, but also make the vehicle easily deviate due to the sudden increase in rolling resistance. In addition, the panic of the driver at the moment of a tire blowout can easily lead to wrong operation, thus causing more serious traffic accidents.

[0003] At present, the existing technology for identifying tire blowouts mainly relies on direct TPMS and indirect TPMS systems, but both have significant shortcomings. The direct TPMS system is limited by battery life, has a low sampling frequency, and is slow to respond, and cannot capture signals in time within the golden control time after a tire blowout. The indirect TPMS system cannot detect the actual tire pressure, has low sensitivity, and is prone to misjudgment. Although there are some optimization solutions, the solutions have shortcomings and disadvantages such as increasing system power consumption, shortening service life, or complex calculations and prone to false alarms. Summary of the invention

[0004] In view of this, the embodiments of the present invention provide a method, device, computer equipment and storage medium for identifying a vehicle tire blowout to solve the problem that the existing tire blowout identification technology is not accurate enough and does not comprehensively consider the wheel speed change and tire pressure change rate to judge the tire blowout.

[0005] In a first aspect, an embodiment of the present invention provides a method for identifying a vehicle tire blowout, the method comprising:

[0006] Obtaining wheel speed data of tires of a target vehicle within a preset time period;

[0007] Calculating the wheel speed change rate and the wheel speed ratio of both sides of the front and rear axles of the vehicle according to the wheel speed data, and determining whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio of both sides to obtain a determination result;

[0008] Acquire a collection strategy corresponding to the determination result, and collect tire pressure data of the current tire of the target vehicle according to the collection strategy;

[0009] The position information of the target vehicle where the tire blowout event occurs is determined according to the tire pressure data, and corresponding tire blowout prompt information is generated based on the position information.

[0010] Further, the calculating the wheel speed change rate and the wheel speed ratio of both sides of the front and rear axles of the vehicle according to the wheel speed data includes:

[0011] Extracting a first speed, a second speed, a third speed, and a fourth speed from the wheel speed data, wherein the first speed corresponds to the wheel speed of the left front wheel, the second speed corresponds to the wheel speed of the right front wheel, the third speed corresponds to the wheel speed of the left rear wheel, and the fourth speed corresponds to the wheel speed of the right rear wheel;

[0012] calculating the wheel speed change rates of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel based on the first speed, the second speed, the third speed, and the fourth speed;

[0013] A first ratio of the first speed to the second speed and a second ratio of the third speed to the fourth speed are calculated, and the first ratio and the second ratio are used as the wheel speed ratios on both sides.

[0014] Further, the determining whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio on both sides to obtain a determination result includes:

[0015] determining a maximum change rate among the wheel speed change rates, and comparing the maximum change rate with a first threshold;

[0016] If the maximum change rate exceeds the first threshold, the difference between the first ratio and the second ratio of the wheel speed ratios on both sides is calculated; the difference is compared with the second threshold, and if the difference is not equal to the second threshold, the result of the determination is that the target vehicle has a risk of tire blowout;

[0017] If the maximum change rate does not exceed the first threshold, or the difference is equal to the second threshold, the determination result is that there is no risk of tire blowout for the target vehicle.

[0018] Further, the acquiring a collection strategy corresponding to the determination result, and acquiring tire pressure data of the current tire of the target vehicle according to the collection strategy, includes:

[0019] If the determination result is that there is a risk of tire blowout, a high-frequency acquisition strategy is acquired, wherein the high-frequency acquisition strategy includes a first sampling frequency and a first sending frequency;

[0020] collecting raw tire pressure data at the first sampling frequency, and sending the raw tire pressure data to the motion domain controller of the target vehicle at the first sending frequency;

[0021] The original tire pressure data received by the motion domain controller is used as the tire pressure data.

[0022] Further, the acquiring a collection strategy corresponding to the determination result, and collecting tire pressure data of the current tire of the target vehicle according to the collection strategy, includes:

[0023] If the determination result is that there is no risk of tire blowout, a low-frequency acquisition strategy is acquired, wherein the low-frequency acquisition strategy includes a second sampling frequency and a second sending frequency;

[0024] collecting original tire pressure data of the current tire of the target vehicle according to the second sampling frequency, and sending the original tire pressure data to the motion domain controller of the target vehicle according to the second sending frequency;

[0025] The original tire pressure data received by the motion domain controller is used as the tire pressure data.

[0026] Further, after sending the original tire pressure data to the motion domain controller of the target vehicle according to the first sending frequency, the method further includes:

[0027] monitoring a duration for which the raw tire pressure data is sent at the first sending frequency;

[0028] When the duration reaches a preset duration, the low-frequency acquisition strategy is restored, the original tire pressure data of the current tire of the target vehicle is collected according to the second sampling frequency corresponding to the low-frequency acquisition strategy, and the original tire pressure data is sent to the motion domain controller of the target vehicle according to the second sending frequency corresponding to the low-frequency acquisition strategy.

[0029] Further, the determining the location information of the target vehicle where the tire blowout event occurs according to the tire pressure data includes:

[0030] Analyzing the tire pressure data to obtain a tire pressure value corresponding to each tire;

[0031] Calculating a tire pressure change rate of each tire according to the tire pressure value, and determining a target tire corresponding to a maximum tire pressure change rate from the tire pressure change rates;

[0032] comparing the maximum tire pressure change rate with a third threshold, and determining that a tire blowout event occurs in the target tire if the maximum tire pressure change rate exceeds the third threshold;

[0033] The position identifier of the target tire is obtained, and the position information of the tire blowout event is determined based on the position identifier.

[0034] In a second aspect, an embodiment of the present invention provides a vehicle tire blowout identification device, the device comprising:

[0035] An acquisition module, used to acquire wheel speed data of tires of a target vehicle within a preset time period;

[0036] a calculation module, configured to calculate a wheel speed change rate and a wheel speed ratio of both sides of the front and rear axles of the vehicle according to the wheel speed data, and determine whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio of both sides to obtain a determination result;

[0037] A collection module, used to obtain a collection strategy corresponding to the determination result, and collect tire pressure data of the current tire of the target vehicle according to the collection strategy;

[0038] The determination module is used to determine the location information of the target vehicle where the tire blowout event occurs according to the tire pressure data, and generate corresponding tire blowout prompt information based on the location information.

[0039] In a third aspect, an embodiment of the present invention provides a computer device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0040] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the method of the first aspect or any corresponding embodiment thereof.

[0041] The method provided in the embodiment of the present application has the following beneficial effects:

[0042] The method provided in the embodiment of the present application provides basic data support for subsequent tire blowout identification by continuously monitoring and recording the wheel speed data of the tire. The calculation of the wheel speed change rate and the wheel speed ratio on both sides of the front and rear axles can reflect the rolling state of the tire and the stability of the vehicle's driving. Through the comprehensive analysis of these two indicators, it is possible to preliminarily determine whether the vehicle has a risk of tire blowout, and provide guidance for the subsequent tire pressure data collection. Adjusting the tire pressure data collection strategy according to the preliminary judgment results can make more effective use of limited resources. When it is determined that there is a risk of tire blowout, the sampling frequency is increased to ensure that accurate tire pressure information is obtained at critical moments. Through precise analysis of tire pressure data, the specific location of the tire blowout event can be determined, providing the driver with clear tire blowout prompt information. This not only helps the driver to respond quickly, but also provides key information for subsequent vehicle stability control, thereby improving the safety performance of the vehicle after a tire blowout. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0044] Figure 1 is a schematic flow chart of a method for identifying a vehicle tire blowout according to an embodiment of the present invention;

[0045] Figure 2 is a schematic structural diagram of a vehicle tire blowout identification system according to an embodiment of the present invention;

[0046] Figure 3 is a working flow chart of a vehicle tire blowout identification system according to an embodiment of the present invention;

[0047] Figure 4 is a structural block diagram of a device for identifying a vehicle tire blowout according to an embodiment of the present invention;

[0048] Figure 5 It is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0050] According to an embodiment of the present invention, a method, apparatus, computer device and storage medium for identifying a tire blowout of a vehicle are provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0051] In this embodiment, a method for identifying a vehicle tire blowout is provided. Figure 1 FIG. 1 is a flow chart of a method for identifying a vehicle tire blowout according to an embodiment of the present invention. Figure 1 As shown, the process includes the following steps:

[0052] Step S11, obtaining wheel speed data of tires of the target vehicle within a preset time period.

[0053] In the embodiment of the present application, the wheel speed collection module in the vehicle tire blowout identification system collects the wheel speed information of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the target vehicle in real time within a preset time period. Specifically, the wheel speed collection module transmits the collected rotation speed signals of each wheel (including wheel speed data at normal tire pressure sampling frequency and transmission frequency) to the motion domain controller module through the CAN bus for wheel speed comparison, so as to find the wheel with the largest wheel speed change rate within a certain period of time, and provide a basis for judging whether the vehicle has a tire blowout.

[0054] Step S12, calculating the wheel speed change rate and the wheel speed ratio of the front and rear axles of the vehicle according to the wheel speed data, and determining whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio to obtain a determination result.

[0055] In the embodiment of the present application, first, the rotation speeds corresponding to different wheels are extracted from the wheel speed data, including the rotation speeds of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel. Secondly, the wheel speed change rate of each wheel and the wheel speed ratio of the front and rear axles of the vehicle are calculated based on these rotation speeds. Finally, by determining the maximum change rate in the wheel speed change rate and comparing it with the first threshold, and calculating the difference between the two ratios in the wheel speed ratio on both sides when the maximum change rate exceeds the first threshold and comparing it with the second threshold, it is comprehensively determined whether the target vehicle has a risk of tire blowout, thereby obtaining a corresponding determination result.

[0056] In the embodiment of the present application, the wheel speed change rate and the wheel speed ratio of the front and rear axles of the vehicle are calculated according to the wheel speed data, including the following steps A1-A3:

[0057] Step A1, extracting the first speed, the second speed, the third speed and the fourth speed from the wheel speed data, wherein the first speed corresponds to the wheel speed of the left front wheel, the second speed corresponds to the wheel speed of the right front wheel, the third speed corresponds to the wheel speed of the left rear wheel, and the fourth speed corresponds to the wheel speed of the right rear wheel.

[0058] Specifically, in the process of identifying a tire blowout, the wheel speed data obtained from the wheel speed acquisition module is first distinguished and extracted. The wheel speeds corresponding to different wheel positions are named as different speed variables. The first speed specifically refers to the wheel speed data of the left front wheel, the second speed represents the wheel speed data of the right front wheel, the third speed represents the wheel speed data of the left rear wheel, and the fourth speed represents the wheel speed data of the right rear wheel. This extraction operation is to enable accurate analysis and calculation of the wheel speeds of different wheels in the future, such as calculating the wheel speed change rate and the wheel speed ratio on both sides.

[0059] Step A2, calculating the wheel speed change rates of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel based on the first speed, the second speed, the third speed, and the fourth speed.

[0060] Specifically, the wheel speed change rate refers to the ratio of the change in wheel speed within a certain time period to the initial wheel speed, multiplied by the inverse of time. In a time period, the initial wheel speed v1 and the final wheel speed v2 are recorded. From this, the change in wheel speed can be calculated as v2-v1. The wheel speed change rate calculation formula is as follows:

[0061]

[0062] Among them, η is the wheel speed change rate, Δt is the time period; v1 is the value of the speed at the starting time; v2 is the value of the speed at the ending time.

[0063] Therefore, for the left front wheel (corresponding to the first speed), the right front wheel (corresponding to the second speed), the left rear wheel (corresponding to the third speed) and the right rear wheel (corresponding to the fourth speed), the same method is used to calculate the respective wheel speed change rates. The wheel speed change of the four wheels in a specific time period can be obtained by calculation.

[0064] It should be noted that when a wheel of a vehicle has a flat tire, the wheel speed will change significantly in a short period of time, and calculating the wheel speed change rate can quickly detect abnormalities. Calculating the four wheels separately can more accurately identify the problem wheel and improve the accuracy and speed of flat tire identification. If the wheel speed change rate is greater than the preset threshold, there is a risk of flat tire, which requires further judgment and processing, such as activating the tire pressure sensor to collect tire pressure more frequently to confirm whether there is a flat tire. This design can detect the risk of flat tires in time while the vehicle is driving, warn the driver, reduce the probability of safety accidents such as rollover and tail swing, and improve vehicle safety.

[0065] Step A3, calculating a first ratio of the first speed to the second speed, and a second ratio of the third speed to the fourth speed, and using the first ratio and the second ratio as the wheel speed ratios on both sides.

[0066] Specifically, the first ratio is obtained by dividing the left front wheel speed by the right front wheel speed, which reflects the relationship between the left and right wheel speeds of the front axle of the vehicle; the ratio of the left rear wheel speed to the right rear wheel speed is the second ratio, which reflects the relationship between the left and right wheel speeds of the rear axle. Calculating the ratio can analyze the difference in the running state of the left and right wheels when the vehicle is driving. During normal driving, the wheel speeds on both sides are close, and the ratio is close to 1. When a tire blows out, the wheel speed changes greatly, and the ratio deviates from the normal range. Analyzing the wheel speed ratio on both sides of the front and rear axles can preliminarily determine the location of the tire blowout and provide accurate information for subsequent processing, such as prompting the approximate location during a tire blowout warning, allowing the driver to respond quickly to ensure safety.

[0067] In the embodiment of the present application, determining whether the target vehicle has a risk of tire blowout based on the wheel speed change rate and the wheel speed ratio on both sides, and obtaining a determination result, includes the following steps B1-B3:

[0068] Step B1, determining a maximum change rate among the wheel speed change rates, and comparing the maximum change rate with a first threshold value.

[0069] Specifically, the maximum change rate is first determined from the wheel speed change rates of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel. The maximum change rate represents the most drastic change in wheel speed among the four wheels. The maximum change rate is then compared with a preset first threshold value, which is determined based on a large amount of experimental data and actual experience and is used to determine whether the vehicle has a risk of tire blowout. If the maximum change rate is greater than the first threshold value, it means that the vehicle's wheel speed changes abnormally and there is a risk of tire blowout.

[0070] In addition, the first threshold value can be set according to the driving environment and driving state, and different first threshold values ​​can be set for different types of vehicles and different driving conditions. For example, when it is detected that the driving environment of the vehicle is a high-speed road condition, or the driving state is a high-speed driving, the first threshold value is automatically adjusted to a relatively low value to more sensitively detect the risk of tire blowout. For vehicles driving at low speeds, the first threshold value can be appropriately increased to avoid misjudgment.

[0071] Step B2, if the maximum change rate exceeds the first threshold, calculate the difference between the first ratio and the second ratio of the wheel speed ratios on both sides; compare the difference with the second threshold, if the difference is not equal to the second threshold, the determination result is that the target vehicle has a risk of tire blowout.

[0072] Specifically, when the maximum rate of change exceeds the first threshold, it means that the vehicle wheel speed changes abnormally drastically, and there may be a risk of tire blowout. At this time, the difference between the first ratio and the second ratio in the wheel speed ratio on both sides is calculated, and the difference reflects the degree of difference in the relationship between the wheel speeds on the left and right sides of the front and rear axles of the vehicle. The difference is compared with the second threshold, which is determined based on a large amount of experimental data and actual experience, and is used to more accurately judge the risk of tire blowout. If the difference is not equal to the second threshold, it means that the relationship between the wheel speeds on the left and right sides of the front and rear axles of the vehicle is large, and it is determined that the target vehicle is at risk of tire blowout.

[0073] In addition, the second threshold can be dynamically adjusted according to different vehicle types and driving conditions. The implementation method includes: first, determine the vehicle type (heavy, light, special) according to the total weight, load capacity and other parameters of the vehicle. For special types of vehicles, specific adjustment rules can be set. Secondly, judge the road conditions (good road conditions, complex road conditions) on which the vehicle is currently traveling through on-board sensors and map data. Thirdly, judge the driving state of the vehicle through parameters such as the vehicle's speed, acceleration, and steering angle. Finally, for heavy vehicles driving under complex road conditions, the second threshold is reduced by a certain proportion; for light vehicles driving under good road conditions, the second threshold is increased by a certain proportion. If the vehicle is in a stable driving state, the second threshold can be increased to ensure that the tire blowout risk alarm is not easily triggered under normal driving conditions.

[0074] In addition, the risk of tire blowout can be further determined by combining parameters such as vehicle acceleration, steering angle, and braking status. If the wheel speed changes abnormally and the vehicle has abnormal acceleration, steering angle changes, or braking abnormalities, it can be more certain that the vehicle has a risk of tire blowout. The specific implementation method includes: when it is detected that the maximum change rate exceeds the first threshold and the difference between the wheel speed ratios on both sides is not equal to the second threshold, start monitoring parameters such as acceleration, steering angle, and braking status; if the acceleration change of the vehicle exceeds the set acceleration threshold, record the acceleration abnormality at this time; check the data of the steering angle sensor, if the steering angle change exceeds the set steering angle threshold, it means that the steering system of the vehicle may be affected by the tire blowout; continuously monitor the braking status parameters, if the brake pedal pressure increases abnormally, the braking distance becomes significantly longer, or the brake disc temperature increases abnormally, it indicates that the vehicle's braking system may have problems, which may also be caused by a tire blowout; make a comprehensive judgment based on the abnormal conditions of parameters such as acceleration, steering angle, and braking status. If multiple parameters are abnormal at the same time, or abnormalities occur successively in a short period of time, it can be more certain that the vehicle has a risk of tire blowout.

[0075] Step B3: If the maximum rate of change does not exceed the first threshold, or the difference is equal to the second threshold, the determination result is that the target vehicle does not have a tire blowout risk.

[0076] Specifically, when the maximum wheel speed change rate does not exceed the preset first threshold, and the difference in wheel speed ratios on both sides is exactly equal to (or close to) the second threshold within the allowable tolerance range, it can be determined that the target vehicle currently has no risk of tire blowout. On this basis, if the conclusion that there is no risk of tire blowout is established, the reasons behind it can be further explored. If the vehicle is in a stable driving state, the current wheel speed characteristic data should be recorded, including but not limited to the average wheel speed and wheel speed fluctuation range.

[0077] If the data deviation is suspected to be caused by sensor error, data filtering algorithms (such as Kalman filtering) and verification methods (such as comparison with historical data) should be used to correct the data. To this end, it is necessary to access the vehicle's historical driving database to retrieve wheel speed changes and wheel speed ratio data under similar driving conditions. By comparing the current data with the historical data, if the two are consistent or similar, it can be further confirmed that there is no risk of tire blowout.

[0078] At the same time, historical abnormal data can be analyzed to identify driving conditions that may cause tire blowout risks, such as sharp turns at high speeds, long periods of high-speed driving, etc., and to issue warnings to drivers under these specific conditions. In addition, communication should be established with the vehicle stability control system (such as ESC / ESP) to obtain vehicle driving stability information. If the system reports that the vehicle is driving stably, it can serve as an auxiliary basis to support the judgment that there is no risk of tire blowout.

[0079] During the monitoring process, you should also pay attention to abnormal alarm information from other safety systems (such as ABS, TCS, etc.). If there is any abnormality, you should consider this information comprehensively to fully assess the risk of tire blowout. According to the comprehensive assessment results, if there is a potential risk of tire blowout, you should take preventive measures in time, such as reducing the speed and avoiding violent driving.

[0080] Finally, continuously monitor vehicle wheel speed data and other relevant sensor data, and regularly update the tire blowout risk assessment algorithm and threshold settings to ensure that they can adapt to changes in vehicle usage environment and driving habits.

[0081] Step S13, obtaining a collection strategy corresponding to the determination result, and collecting tire pressure data of the current tire of the target vehicle according to the collection strategy.

[0082] In an embodiment of the present application, if the result of the determination is that the target vehicle is at risk of a tire blowout, the acquisition strategy should be to activate the tire pressure sensor to collect tire pressure data of each vehicle at a higher frequency and send it to the motion domain controller for a certain period of time. In this way, more accurate tire pressure information can be quickly obtained in the case of a suspected tire blowout, so as to promptly confirm whether a tire blowout has actually occurred. If the result of the determination is that the target vehicle is not at risk of a tire blowout, the acquisition strategy is to allow the wheel speed sensor to collect tire pressure at a low frequency in normal energy-saving mode and send the data to the motion domain controller module. This method reduces the power consumption of the system while ensuring normal operation monitoring of the vehicle.

[0083] In the embodiment of the present application, step S13 includes the following steps C1-C3:

[0084] Step C1: if the determination result is that there is a risk of tire blowout, a high-frequency acquisition strategy is acquired, wherein the high-frequency acquisition strategy includes a first sampling frequency and a first sending frequency.

[0085] Specifically, if the judgment result shows that the target vehicle has a risk of tire blowout, a high-frequency acquisition strategy is obtained, wherein the first sampling frequency and the first sending frequency in the high-frequency acquisition strategy are higher standards than the acquisition frequency under normal working conditions, ensuring that the collected data can be quickly sent to the motion domain controller so that abnormal tire pressure changes can be judged in a timely manner. In addition, multiple different high-risk levels can be set, and each high-risk level corresponds to a different combination of the first sampling frequency and the first sending frequency. For situations with higher risks, higher sampling and sending frequencies are used to more closely monitor tire pressure changes.

[0086] Step C2: collecting original tire pressure data at a first sampling frequency, and sending the original tire pressure data to a motion domain controller of the target vehicle at a first sending frequency.

[0087] Specifically, when it is determined that the target vehicle has a risk of tire blowout, the original tire pressure data is collected at the first sampling frequency. High-frequency sampling can obtain more data points in a short time and more accurately monitor tire pressure changes. For example, if the first sampling frequency is 100Hz, it can collect 100 data points per second to capture rapidly changing tire pressure in a timely manner. At the same time, the data is sent to the motion domain controller at the first sending frequency. The high sending frequency ensures fast data transmission for analysis and processing. The motion domain controller can more accurately determine the tire blowout and determine the location by combining other information.

[0088] Step C3: using the original tire pressure data received by the motion domain controller as tire pressure data.

[0089] Specifically, the raw tire pressure data received by the motion domain controller is used as tire pressure data. Tire pressure data usually has a certain structure to accurately convey tire status information. Tire pressure data may include: real-time tire pressure value, which is used to represent the current air pressure inside the tire, such as a specific value in "bar"; timestamp, which is used to record the time when the tire pressure data is collected so that the motion domain controller can analyze the changes in tire pressure over time; wheel position identification, which is used to clarify which wheel of the vehicle the tire pressure data corresponds to, such as the left front wheel, right rear wheel, etc., so that it can be quickly and accurately located when determining the location of the tire blowout. Through such a structure, the motion domain controller can more effectively use the tire pressure data for subsequent analysis and processing, and combine it with information such as wheel speed changes to accurately determine whether the vehicle has a tire blowout and determine the specific location of the tire blowout, providing protection for the safe operation of the vehicle.

[0090] In the embodiment of the present application, step S13 further includes the following steps D1-D3:

[0091] Step D1: If the determination result is that there is no risk of tire blowout, a low-frequency acquisition strategy is obtained, wherein the low-frequency acquisition strategy includes a second sampling frequency and a second sending frequency.

[0092] Specifically, the low-frequency acquisition strategy is enabled when it is determined that the vehicle has no risk of tire blowout. The purpose is to ensure basic monitoring and reduce system power consumption, so as to achieve low-power operation under normal working conditions. It includes a lower second sampling frequency and a second sending frequency. Low-frequency sampling meets the basic tire pressure monitoring needs during normal driving, and reduces data collection to reduce sensor load and energy consumption. Low sending frequency reduces the amount of data transmitted, and reduces the system communication burden and power consumption. Unlike the high-frequency acquisition strategy, the low-frequency acquisition strategy pays more attention to energy saving and stability, reducing vehicle energy consumption while ensuring the continuous operation of the system, and providing an economical and reliable tire pressure monitoring method for normal vehicle driving.

[0093] Step D2, collecting the original tire pressure data of the current tire of the target vehicle according to the second sampling frequency, and sending the original tire pressure data to the motion domain controller of the target vehicle according to the second sending frequency.

[0094] Specifically, when the target vehicle does not detect the risk of a tire blowout or has completed high-frequency acquisition, the tire pressure sensor will revert to low-frequency acquisition mode. The specific process is as follows: the tire pressure sensor collects the original tire pressure data of the target vehicle's current tire at the second sampling frequency (i.e., low-frequency sampling frequency, such as 1 / 8Hz); the collected original tire pressure data will be sent to the target vehicle's motion domain controller at the second sending frequency (i.e., low-frequency sending frequency, such as 1 / 80Hz). Low-frequency transmission ensures that data can still be transmitted to the motion domain controller when necessary, while reducing the frequency and energy consumption of data transmission.

[0095] Step D3: using the original tire pressure data received by the motion domain controller as tire pressure data.

[0096] Specifically, under the low-frequency acquisition strategy, when the motion domain controller receives the original tire pressure data, this data is also used as tire pressure data for subsequent analysis and processing.

[0097] In an embodiment of the present application, after sending the raw tire pressure data to the motion domain controller of the target vehicle at the first sending frequency, the method also includes: monitoring the duration of the raw tire pressure data being sent at the first sending frequency; when the duration reaches a preset duration, restoring the low-frequency acquisition strategy, acquiring the raw tire pressure data of the current tire of the target vehicle at a second sampling frequency corresponding to the low-frequency acquisition strategy, and sending the raw tire pressure data to the motion domain controller of the target vehicle at the second sending frequency corresponding to the low-frequency acquisition strategy.

[0098] Specifically, in order to avoid energy consumption problems caused by continuous high-frequency data collection and transmission and to ensure that the system can return to normal low-power operation when there is no continuous risk of tire blowout, it is necessary to monitor the duration of the original tire pressure data being sent at the first sending frequency. If the duration reaches the preset duration, it means that there is no further confirmation of a tire blowout during this period of time, or the risk of a tire blowout has been reduced. At this time, the low-frequency collection strategy is restored, the original tire pressure data of the current tire of the target vehicle is collected at the second sampling frequency, and the data is sent to the motion domain controller at the second sending frequency. In this way, while ensuring basic tire pressure monitoring, the system power consumption can be reduced to achieve low-power operation under normal working conditions.

[0099] In addition, the preset duration can be dynamically adjusted according to the actual driving conditions of the vehicle. The vehicle's sensor system collects data such as the vehicle's driving speed and road condition information (whether the road conditions are bad can be determined through vibration sensors, etc.) in real time. Continuously monitor the transmission of tire pressure data at the first transmission frequency and record the start time. If it is detected that the vehicle's driving speed is high (such as exceeding a certain threshold, which can be set to 100 kilometers per hour) and the road condition information is displayed as bad (such as the vibration amplitude exceeds a specific value), the preset duration will be extended to 1.5 times the original; if the vehicle's driving speed is low and the road conditions are stable (the vibration amplitude is within a small range), the preset duration will be shortened to 0.8 times the original.

[0100] Step S14, determining the location information of the target vehicle where the tire blowout event occurs according to the tire pressure data, and generating corresponding tire blowout prompt information based on the location information.

[0101] In the embodiment of the present application, in the identification of a vehicle tire blowout, the motion domain controller determines the location of the tire blowout based on the tire pressure data. When the tire pressure change rate of a certain vehicle is greater than the third threshold, the tire pressure change rate of the four wheels in the current cycle and the previous cycle is compared to determine the tire blowout wheel. Based on this location information, tire blowout prompt information is generated, such as prompting the driver of the tire blowout wheel through instrument lights and voice, and prompting surrounding vehicles to avoid by double flashes, thereby reducing the risk of secondary accidents.

[0102] In addition to informing the driver of the location of the flat tire, it can also provide the driver with suggested operating tips, such as slowing down and keeping the direction stable, and display the flat tire situation on the instrument display screen, including the tire pressure change trend and cause analysis. The flat tire prompt information can also be combined with the vehicle navigation system to mark the flat tire location on the navigation map, provide information on nearby repair stations, and plan a safe driving route based on the flat tire location and driving route to avoid traffic congestion and dangerous situations.

[0103] In the embodiment of the present application, determining the location information of the target vehicle where a tire blowout occurs according to tire pressure data includes the following steps E1-E4:

[0104] Step E1, analyzing tire pressure data to obtain the tire pressure value corresponding to each tire.

[0105] Specifically, after receiving the tire pressure data from the tire pressure acquisition module, the motion domain controller parses and processes it to extract the specific tire pressure value corresponding to each tire. For example, through specific data format parsing, the tire pressure values ​​of the left front wheel, right front wheel, left rear wheel and right rear wheel can be distinguished. It can also be combined with the vehicle's positioning system, driving status monitoring system, etc. to provide more contextual information for the tire pressure value of each tire, which helps to more accurately judge the tire status.

[0106] Step E2, calculating the tire pressure change rate of each tire according to the tire pressure value, and determining the target tire corresponding to the maximum tire pressure change rate from the tire pressure change rates.

[0107] Specifically, by calculating the tire pressure change rate of each tire, the change in tire pressure can be more intuitively reflected. Based on the tire pressure value obtained by analysis, the change rate of the tire pressure between the current cycle and the previous cycle is calculated. Then, the largest tire pressure change rate is found from these change rates, and the corresponding tire is determined as the target tire. Similarly, according to factors such as the vehicle's driving speed and road conditions, the time period for calculating the tire pressure change rate can be automatically adjusted to adapt to different driving conditions. The tire pressure change rate on multiple time scales can also be considered to better capture the slow change trend of tire pressure.

[0108] Step E3, comparing the maximum tire pressure change rate with a third threshold value, if the maximum tire pressure change rate exceeds the third threshold value, it is determined that a tire blowout event occurs in the target tire.

[0109] Specifically, by comparing the maximum tire pressure change rate with the preset third threshold, it can be determined whether the target tire has a blowout. If the maximum tire pressure change rate exceeds the third threshold, it means that the tire pressure changes abnormally and a blowout has occurred. The third threshold is automatically adjusted according to factors such as the vehicle model, load, and driving environment. Combined with the vehicle's acceleration sensor, vibration sensor and other data, a comprehensive judgment is made as to whether the tire has a blowout.

[0110] Step E4, obtaining the location identifier of the target tire, and determining the location information of the tire blowout event based on the location identifier.

[0111] Specifically, the target tire where the tire blowout occurred is determined, and by obtaining its location identifier, the location where the tire blowout occurred can be accurately determined. The location identifier can be a pre-set tire number or other information that can clearly identify the tire location. In addition, it can also be integrated with the vehicle navigation system. The tire blowout location information is displayed in real time on the vehicle navigation screen, and the driver is provided with nearby maintenance site information and safe driving advice. A tire blowout event database is established to record the location information, time, vehicle status and other data of each tire blowout event, which is convenient for data analysis and troubleshooting, and provides a basis for vehicle maintenance and improvement.

[0112] In this embodiment, a vehicle tire blowout identification system is provided. Figure 2 is a schematic diagram of the structure of a vehicle tire blowout identification system according to an embodiment of the present invention. Figure 2 As shown, the system includes: a wheel speed acquisition module 100, a motion domain controller module 200, a tire pressure acquisition module 300, and a tire blowout prompt module 400.

[0113] The wheel speed acquisition module 100 is used to obtain wheel speed data of the target vehicle's tires within a preset time period, including the wheel speed data of the left front wheel, the wheel speed data of the right front wheel, the wheel speed data of the left rear wheel, and the wheel speed data of the right rear wheel. Specifically, the module includes:

[0114] The left front wheel speed sensor 101 is used to obtain the wheel speed data of the left front wheel of the target vehicle;

[0115] The right front wheel speed sensor 102 is used to obtain the wheel speed data of the right front wheel of the target vehicle;

[0116] The left rear wheel speed sensor 103 is used to obtain the wheel speed data of the left rear wheel of the target vehicle;

[0117] The right rear wheel speed sensor 104 is used to obtain the wheel speed data of the right rear wheel of the target vehicle.

[0118] The motion domain controller module 200 is used to process and judge the wheel speed data acquired by the wheel speed acquisition module 100 to obtain a judgment result. The module includes:

[0119] The wheel speed calculation unit 201 is used to calculate the wheel speed change rate and the wheel speed ratio of both sides of the front and rear axles of the vehicle based on the wheel speed data provided by the wheel speed acquisition module 100;

[0120] The tire blowout judgment unit 202 is used to judge whether the target vehicle has a tire blowout risk according to the wheel speed change rate and the wheel speed ratio on both sides provided by the wheel speed calculation unit 201. At the same time, the tire blowout judgment unit 202 also judges whether the vehicle has a tire blowout event according to the tire pressure change rate calculated by the tire pressure calculation unit 203;

[0121] The tire pressure calculation unit 203 is used to calculate the tire pressure change rate according to the tire pressure data collected by the tire pressure collection module 300.

[0122] The tire pressure collection module 300 is used to collect the tire pressure data of the current tire of the target vehicle according to the collection strategy corresponding to the determination result. The module includes:

[0123] The activation unit 301 is used to activate or adjust the working mode of the tire pressure sensor 302 according to the instruction of the motion domain controller module 200. If the judgment result is that there is a risk of tire blowout, the high-frequency acquisition strategy is activated; if the judgment result is that there is no risk of tire blowout, the low-frequency acquisition strategy is maintained or switched;

[0124] The tire pressure sensor 302 is used to collect the original tire pressure data of the current tire of the target vehicle in real time, and send the data to the motion domain controller module 200 according to the set sampling frequency and sending frequency;

[0125] The tire pressure control unit 303 is used to receive the determination result of the tire blowout determination unit 202 and trigger the tire pressure control mechanism when a tire blowout event is confirmed.

[0126] The tire blowout warning module 400 is used to determine the location information of the target vehicle where the tire blowout event occurs according to the tire pressure data, and to generate corresponding tire blowout warning information based on the location information.

[0127] In the embodiments of the present application, Figure 3 FIG. 1 is a flowchart of a system for identifying a vehicle tire blowout according to an embodiment of the present invention, and the process includes:

[0128] First, the wheel speed data of the target vehicle within a preset time period is obtained through the wheel speed acquisition module, and then the wheel speed calculation unit calculates the wheel speed change rate of each tire and the wheel speed ratio of the front and rear axles of the vehicle based on these data. Secondly, the system determines whether the maximum wheel speed change rate within the preset period is greater than the set first threshold, and at the same time checks whether the wheel speed ratios of the front and rear axles of the vehicle are unequal. If these two conditions are met at the same time, it indicates that the vehicle may have a tire blowout risk. Thirdly, if the above conditions are met, the motion domain controller module will send an activation signal to the tire pressure acquisition module, and the tire pressure sensor will then collect the tire pressure data of the relevant tires according to the high-frequency acquisition strategy, and feed the data back to the motion domain controller module in real time. The tire pressure calculation module then calculates the tire pressure change rate based on these data. Finally, the system determines whether the tire pressure change rate exceeds the set third threshold. If it exceeds, the tire blowout judgment unit will confirm that the vehicle has a tire blowout event and determine the tire blowout location. Subsequently, the tire blowout prompt module will generate a tire blowout prompt message and call the tire pressure control unit to trigger the corresponding tire pressure control mechanism to ensure driving safety.

[0129] In this embodiment, a vehicle tire blowout identification device is also provided, which is used to implement the above-mentioned embodiments and preferred implementation modes, and the descriptions that have been made are not repeated here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0130] This embodiment provides a vehicle tire blowout identification device, such as Figure 4 As shown, including:

[0131] An acquisition module 41 is used to acquire wheel speed data of tires of a target vehicle within a preset time period;

[0132] The calculation module 42 is used to calculate the wheel speed change rate and the wheel speed ratio of the front and rear axles of the vehicle according to the wheel speed data, and determine whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio, and obtain a determination result;

[0133] The collection module 43 is used to obtain a collection strategy corresponding to the determination result, and collect tire pressure data of the current tire of the target vehicle according to the collection strategy;

[0134] The determination module 44 is used to determine the location information of the target vehicle where the tire blowout event occurs according to the tire pressure data, and generate corresponding tire blowout prompt information based on the location information.

[0135] In an optional embodiment of the present application, the calculation module 42 is used to extract the first speed, the second speed, the third speed and the fourth speed from the wheel speed data, wherein the first speed corresponds to the wheel speed of the left front wheel, the second speed corresponds to the wheel speed of the right front wheel, the third speed corresponds to the wheel speed of the left rear wheel, and the fourth speed corresponds to the wheel speed of the right rear wheel; based on the first speed, the second speed, the third speed and the fourth speed, the wheel speed change rate of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel is calculated; a first ratio of the first speed to the second speed and a second ratio of the third speed to the fourth speed are calculated, and the first ratio and the second ratio are used as the wheel speed ratios on both sides.

[0136] In an optional embodiment of the present application, the calculation module 42 is used to determine the maximum change rate in the wheel speed change rate, and compare the maximum change rate with a first threshold value; if the maximum change rate exceeds the first threshold value, the difference between the first ratio and the second ratio in the wheel speed ratios on both sides is calculated; the difference is compared with the second threshold value, and if the difference is not equal to the second threshold value, the judgment result is that the target vehicle is at risk of tire blowout; if the maximum change rate does not exceed the first threshold value, or the difference is equal to the second threshold value, the judgment result is that the target vehicle is not at risk of tire blowout.

[0137] In an optional embodiment of the present application, the acquisition module 43 is used to obtain a high-frequency acquisition strategy if the judgment result is that there is a risk of tire blowout, wherein the high-frequency acquisition strategy includes a first sampling frequency and a first sending frequency; collect original tire pressure data according to the first sampling frequency, and send the original tire pressure data to the motion domain controller of the target vehicle according to the first sending frequency; and use the original tire pressure data received by the motion domain controller as tire pressure data.

[0138] In an optional embodiment of the present application, the acquisition module 43 is used to obtain a low-frequency acquisition strategy if the judgment result is that there is no risk of tire blowout, wherein the low-frequency acquisition strategy includes a second sampling frequency and a second sending frequency; collect the original tire pressure data of the current tire of the target vehicle according to the second sampling frequency, and send the original tire pressure data to the motion domain controller of the target vehicle according to the second sending frequency; and use the original tire pressure data received by the motion domain controller as the tire pressure data.

[0139] In an optional embodiment of the present application, the device also includes: a monitoring module, which is used to monitor the duration of the original tire pressure data being sent at a first sending frequency; when the duration reaches a preset duration, the low-frequency acquisition strategy is restored, the original tire pressure data of the current tire of the target vehicle is collected at a second sampling frequency corresponding to the low-frequency acquisition strategy, and the original tire pressure data is sent to the motion domain controller of the target vehicle at the second sending frequency corresponding to the low-frequency acquisition strategy.

[0140] In an optional embodiment of the present application, a determination module 44 is used to parse tire pressure data to obtain a tire pressure value corresponding to each tire; calculate the tire pressure change rate of each tire according to the tire pressure value, and determine a target tire corresponding to a maximum tire pressure change rate from the tire pressure change rates; compare the maximum tire pressure change rate with a third threshold value, and if the maximum tire pressure change rate exceeds the third threshold value, determine that a tire blowout event has occurred in the target tire; obtain a location identifier of the target tire, and determine the location information of the tire blowout event based on the location identifier.

[0141] See also Figure 5 , Figure 5 is a schematic diagram of the structure of a computer device provided by an optional embodiment of the present invention, such as Figure 5 As shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Various components are connected to each other using different buses for communication, and can be installed on a common mainboard or installed in other ways as needed. The processor can process the instructions executed in the computer device, including instructions stored in or on the memory to display the graphical information of the GUI on an external input / output device (such as, a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system).

[0142] The processor 10 may be a central processing unit, a network processor or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be a dedicated integrated circuit, a programmable logic device or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic or any combination thereof.

[0143] The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0144] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created by the use of a computer device based on the presentation of a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely arranged relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0145] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid state drive; the memory 20 may also include a combination of the above types of memory.

[0146] The computer device further comprises a communication interface 30 for the computer device to communicate with other devices or a communication network.

[0147] The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or can be implemented as a computer code that can be recorded in a storage medium, or can be implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium through a network download, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state hard disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor, or hardware, the method shown in the above embodiment is implemented.

[0148] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A method for identifying a vehicle tire blowout, characterized in that: The method comprises: Obtaining wheel speed data of tires of a target vehicle within a preset time period; Calculating the wheel speed change rate and the wheel speed ratio of both sides of the front and rear axles of the vehicle according to the wheel speed data, and determining whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio of both sides to obtain a determination result; Acquire a collection strategy corresponding to the determination result, and collect tire pressure data of the current tire of the target vehicle according to the collection strategy; The position information of the target vehicle where the tire blowout event occurs is determined according to the tire pressure data, and corresponding tire blowout prompt information is generated based on the position information.

2. The method according to claim 1, characterized in that The calculating the wheel speed change rate and the wheel speed ratio of both sides of the front and rear axles of the vehicle according to the wheel speed data includes: Extracting a first speed, a second speed, a third speed, and a fourth speed from the wheel speed data, wherein the first speed corresponds to the wheel speed of the left front wheel, the second speed corresponds to the wheel speed of the right front wheel, the third speed corresponds to the wheel speed of the left rear wheel, and the fourth speed corresponds to the wheel speed of the right rear wheel; calculating the wheel speed change rates of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel based on the first speed, the second speed, the third speed, and the fourth speed; A first ratio of the first speed to the second speed and a second ratio of the third speed to the fourth speed are calculated, and the first ratio and the second ratio are used as the wheel speed ratios on both sides.

3. The method according to claim 1, characterized in that The determining whether the target vehicle has a risk of tire blowout based on the wheel speed change rate and the wheel speed ratio on both sides, and obtaining a determination result, includes: determining a maximum change rate among the wheel speed change rates, and comparing the maximum change rate with a first threshold; If the maximum change rate exceeds the first threshold, the difference between the first ratio and the second ratio of the wheel speed ratios on both sides is calculated; the difference is compared with the second threshold, and if the difference is not equal to the second threshold, the result of the determination is that the target vehicle has a risk of tire blowout; If the maximum change rate does not exceed the first threshold, or the difference is equal to the second threshold, the determination result is that there is no risk of tire blowout for the target vehicle.

4. The method according to claim 3, characterized in that The acquiring a collection strategy corresponding to the determination result, and acquiring tire pressure data of the current tire of the target vehicle according to the collection strategy, includes: If the determination result is that there is a risk of tire blowout, a high-frequency acquisition strategy is acquired, wherein the high-frequency acquisition strategy includes a first sampling frequency and a first sending frequency; collecting raw tire pressure data according to the first sampling frequency, and sending the raw tire pressure data to the motion domain controller of the target vehicle according to the first sending frequency; The original tire pressure data received by the motion domain controller is used as the tire pressure data.

5. The method according to claim 3, characterized in that: The acquiring a collection strategy corresponding to the determination result, and collecting tire pressure data of the current tire of the target vehicle according to the collection strategy, includes: If the determination result is that there is no risk of tire blowout, a low-frequency acquisition strategy is acquired, wherein the low-frequency acquisition strategy includes a second sampling frequency and a second sending frequency; collecting original tire pressure data of the current tire of the target vehicle according to the second sampling frequency, and sending the original tire pressure data to the motion domain controller of the target vehicle according to the second sending frequency; The original tire pressure data received by the motion domain controller is used as the tire pressure data.

6. The method according to claim 4, characterized in that After sending the original tire pressure data to the motion domain controller of the target vehicle according to the first sending frequency, the method further includes: monitoring a duration for which the raw tire pressure data is sent at the first sending frequency; When the duration reaches a preset duration, the low-frequency acquisition strategy is restored, the original tire pressure data of the current tire of the target vehicle is collected according to the second sampling frequency corresponding to the low-frequency acquisition strategy, and the original tire pressure data is sent to the motion domain controller of the target vehicle according to the second sending frequency corresponding to the low-frequency acquisition strategy.

7. The method according to claim 1, characterized in that The determining, according to the tire pressure data, the location information of the target vehicle where the tire blowout event occurs, comprises: Analyzing the tire pressure data to obtain a tire pressure value corresponding to each tire; Calculating a tire pressure change rate of each tire according to the tire pressure value, and determining a target tire corresponding to a maximum tire pressure change rate from the tire pressure change rates; comparing the maximum tire pressure change rate with a third threshold, and determining that a tire blowout event occurs in the target tire if the maximum tire pressure change rate exceeds the third threshold; The position identifier of the target tire is obtained, and the position information of the tire blowout event is determined based on the position identifier.

8. A vehicle tire blowout identification device, characterized in that: The device comprises: An acquisition module, used to acquire wheel speed data of tires of a target vehicle within a preset time period; a calculation module, configured to calculate a wheel speed change rate and a wheel speed ratio of both sides of the front and rear axles of the vehicle according to the wheel speed data, and determine whether the target vehicle has a tire blowout risk based on the wheel speed change rate and the wheel speed ratio of both sides to obtain a determination result; A collection module, used to obtain a collection strategy corresponding to the determination result, and collect tire pressure data of the current tire of the target vehicle according to the collection strategy; The determination module is used to determine the location information of the target vehicle where the tire blowout event occurs according to the tire pressure data, and generate corresponding tire blowout prompt information based on the location information.

9. A computer device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method according to any one of claims 1 to 7 by executing the computer instructions.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method according to any one of claims 1 to 7.

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