Vehicle tire burst identification method, vehicle controller, vehicle and medium

Abstract

The invention discloses a vehicle tire burst identification method, a vehicle controller, a vehicle and a medium, and relates to the technical field of vehicles. The method comprises the steps that current parameter values of vehicle operation parameters are obtained, and the vehicle operation parameters comprise at least one of the vehicle yaw velocity, the wheel speed and the wheel height; for any one of the vehicle operation parameters, determining a vehicle tire burst identification sub-result for the vehicle operation parameter according to the current parameter value of the vehicle operation parameter; and determining the vehicle tire burst identification result according to the vehicle tire burst identification sub-result. The invention provides a method for accurately identifying whether a tire of a vehicle is punctured or not.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a vehicle tire blowout identification method, a vehicle controller, a vehicle, and a computer-readable storage medium. Background Art

[0002] When a vehicle is driving at high speed, it may burst due to road conditions, tire wear and / or aging. The consequences of a tire burst when the vehicle is driving at high speed are very serious. Statistics show that the number of deaths caused by tire bursts when driving at high speed accounts for 49% of the number of deaths and 64% of the number of injuries in highway accidents.

[0003] Therefore, in order to improve vehicle driving safety and protect the lives and property of drivers and passengers, how to accurately identify whether a vehicle has a tire blowout has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] One object of the present application is to provide a new technical solution for vehicle tire blowout identification.

[0005] According to a first aspect of the present application, a vehicle tire blowout identification method is provided, comprising:

[0006] Acquire a current parameter value of a vehicle operating parameter, wherein the vehicle operating parameter includes at least one of a vehicle yaw rate, a wheel speed, and a wheel height;

[0007] For any one of the vehicle operating parameters, determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter;

[0008] The vehicle tire blowout identification result is determined according to the vehicle tire blowout identification sub-result.

[0009] Optionally, the vehicle operating parameters also include a sideslip angle of the vehicle's center of mass.

[0010] Optionally, the vehicle operating parameters also include at least one of the vehicle roll angle, the wheel vertical force load for any wheel, the wheel lateral stiffness for any wheel, the wheel longitudinal stiffness for any wheel and the wheel rolling radius for any wheel.

[0011] Optionally, the vehicle operating parameters include: vehicle yaw rate, wheel speed and wheel height.

[0012] Optionally, determining the vehicle tire blowout identification result according to the vehicle tire blowout identification sub-result includes:

[0013] The vehicle tire blowout identification sub-result is determined according to the weight corresponding to each vehicle tire blowout identification sub-result, wherein the tire blowout identification sub-results corresponding to different vehicle operating parameters have different weights, and the weight corresponding to the identification sub-results of no tire blowout corresponding to different vehicle operating parameters is 0.

[0014] Optionally, before obtaining the current parameter value of the vehicle operating parameter, the method further includes:

[0015] Acquiring an operating parameter acquisition capability of the vehicle, wherein the operating parameter acquisition capability is used to characterize the operating parameters that the vehicle can acquire;

[0016] According to the operating parameter acquisition capability, a vehicle operating parameter matching the operating parameter acquisition capability is determined.

[0017] Optionally, the vehicle operating parameter includes a vehicle yaw angular velocity, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0018] Get the vehicle's current speed and current steering wheel angle;

[0019] Determining a standard yaw rate of the vehicle according to the current vehicle speed and the current steering wheel angle;

[0020] A vehicle tire blowout identification sub-result for the vehicle yaw rate is determined according to the current yaw rate and the standard yaw rate.

[0021] Optionally, determining a vehicle tire blowout identification sub-result for the vehicle yaw angular velocity according to the current yaw angular velocity and the standard yaw angular velocity includes:

[0022] When the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than a first preset deviation, for the wheels on either side, a wheel height change trend of the front wheels in a first time period is obtained, and a wheel height change trend of the rear wheels on the same side is obtained in a second time period that is later than the first time period by a first preset time length, and an end time of the first time period is the current time;

[0023] In a case where the wheel height change trend of the front wheel is inconsistent with the wheel height change trend of the rear wheel on the same side, the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is determined to be a tire blowout.

[0024] Optionally, determining a vehicle tire blowout identification sub-result for the vehicle yaw angular velocity according to the current yaw angular velocity and the standard yaw angular velocity includes:

[0025] When the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than a first preset deviation, for any wheel, obtaining a wheel speed change trend in a third time period, where the third time period is a time period of a second preset time length from the current moment;

[0026] When the wheel speed variation trend of at least one wheel indicates that the vehicle wheel speed first increases and then decreases to the wheel speed at a moment before the current moment, the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is determined to be a tire blowout.

[0027] Optionally, the vehicle operating parameter includes a wheel speed, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0028] For any wheel, when the current wheel speed is greater than the current wheel speeds of the remaining wheels and the deviation from the current wheel speeds of the remaining wheels is greater than a second preset deviation, the vehicle tire blowout identification sub-result for the wheel speed is determined to be a tire blowout.

[0029] Optionally, the vehicle operating parameter includes wheel height, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0030] For any wheel, obtaining a wheel height of the wheel in a fourth time period, determining a vibration frequency domain of the wheel according to the wheel height in the fourth time period, wherein a starting time of the fourth time period is the current time;

[0031] When the vibration frequency domain is within the tire blowout vibration frequency domain, the vehicle tire blowout identification sub-result for the wheel speed is determined to be a tire blowout.

[0032] Optionally, the vehicle operating parameter includes wheel height, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0033] For each wheel, according to the current wheel height of the wheel, determine the wheel height change trend of the wheel relative to the previous moment;

[0034] When the wheel height variation trend of the wheel is consistent with the wheel height variation trend of the wheel after the vehicle tire bursts, it is determined that the vehicle tire burst identification sub-result for the wheel height is a tire burst.

[0035] Optionally, the vehicle operating parameter includes a vehicle center of mass sideslip angle, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0036] When a deviation between a current center-of-mass sideslip angle of the vehicle and a standard center-of-mass sideslip angle is greater than a third preset deviation, a vehicle tire blowout identification sub-result for the vehicle center-of-mass sideslip angle is determined to be a tire blowout.

[0037] Optionally, the vehicle operating parameter includes a wheel vertical force load, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0038] For each wheel, according to the current wheel vertical force load of the wheel, determine the change trend of the vertical force load of the wheel relative to the previous moment;

[0039] When the change trend of the vertical force load of the wheel is consistent with the change trend of the vertical force load of the wheel between the wheels after the vehicle tire bursts, the vehicle tire burst identification sub-result for the wheel vertical force load is determined to be a tire burst.

[0040] Optionally, the vehicle operating parameter includes a vehicle roll angle, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0041] When the current vehicle roll angle of the vehicle is greater than a preset angle, the vehicle tire blowout identification sub-result for the vehicle roll angle is determined to be a tire blowout.

[0042] Optionally, the vehicle operating parameter includes any one of a wheel lateral stiffness, a wheel longitudinal stiffness, and a wheel rolling radius, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes:

[0043] When any one of the current wheel lateral stiffness, the current wheel longitudinal stiffness, and the current wheel rolling radius corresponding to a wheel has a decreasing trend relative to a previous moment, the vehicle tire blowout identification sub-result for the corresponding vehicle operating parameter is determined to be a tire blowout.

[0044] Optionally, before obtaining the current parameter value of the vehicle operating parameter, the method further includes:

[0045] Obtaining the type of the road surface on which the vehicle is currently traveling;

[0046] When the current driving road surface type is the target road surface type, a current parameter value of a vehicle operating parameter is obtained.

[0047] According to a second aspect of the present application, a vehicle controller is provided, comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute a method as described in any one of the first aspects.

[0048] According to a third aspect of the present application, a vehicle is provided, comprising the vehicle controller as described in the second aspect.

[0049] According to a fourth aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method according to any one of the first aspects is implemented.

[0050] The present application provides a method for identifying a vehicle tire blowout, the method comprising: obtaining the current parameter value of a vehicle operating parameter, the vehicle operating parameter comprising: at least one of the vehicle yaw angular velocity, wheel speed, and wheel height; for any one of the vehicle operating parameters, determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to the current parameter value of the vehicle operating parameter; and determining a vehicle tire blowout identification result according to the vehicle tire blowout identification sub-result. Based on this method, it is possible to accurately identify whether a vehicle has a tire blowout through vehicle operating parameters of various dimensions. That is, the present application provides a method for accurately identifying whether a vehicle has a tire blowout.

[0051] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0053] Figure 1 It is a flow chart of a vehicle tire blowout identification method provided by the present application;

[0054] Figure 2 It is a structural schematic diagram of a vehicle controller provided by this application. DETAILED DESCRIPTION

[0055] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0056] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present application, its application, or uses.

[0057] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0058] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0059] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0060] The present application provides a method for identifying a vehicle tire blowout, such as Figure 1 As shown, the method includes the following steps S110 to S130.

[0061] Step S110, obtaining current parameter values ​​of vehicle operating parameters, where the vehicle operating parameters include: at least one of the vehicle yaw rate, wheel speed, and wheel height.

[0062] In one embodiment of the present application, a yaw rate sensor is provided on the vehicle, and the current yaw rate of the vehicle is obtained based on the yaw rate sensor. Based on the same principle, the current wheel speed of each wheel of the vehicle and the current wheel height of each wheel can be obtained.

[0063] It should be noted that since the suspension height is used to reflect the wheel height, based on this, the above wheel height is actually the suspension height. On this basis, the wheel height of each wheel of the vehicle can be obtained through the suspension height sensor of the vehicle.

[0064] In one embodiment of the present application, the vehicle operating parameters also include the vehicle's center of mass sideslip angle.

[0065] In one embodiment of the present application, the vehicle operating parameters also include at least one of the vehicle roll angle, the wheel vertical force load for any wheel, the wheel lateral stiffness for any wheel, the wheel longitudinal stiffness for any wheel and the wheel rolling radius for any wheel.

[0066] Step S120: for any one of the vehicle operating parameters, determine a vehicle tire blowout identification sub-result for the vehicle operating parameter according to the current parameter value of the vehicle operating parameter.

[0067] In the present application, tire blowout identification of corresponding dimensions is performed for the current parameter value of each operating parameter in the above step S110.

[0068] Step S130, determining a vehicle tire blowout identification result according to the vehicle tire blowout identification sub-result.

[0069] In the present application, the final vehicle tire blowout identification result is determined by combining the vehicle tire blowout identification sub-results for each vehicle operating parameter. In this way, the vehicle tire blowout identification result can be accurately determined by combining various operating parameters.

[0070] In one embodiment of the present application, the above step S130 may be specifically implemented as follows: when the majority of the vehicle tire blowout identification sub-results are tire blowouts, determining that the vehicle tire blowout identification result is tire blowout.

[0071] In another embodiment of the present application, the specific implementation of the above step S130 may be: different weights are assigned to the vehicle tire blowout identification sub-results for different vehicle operating parameters, and when the sum of the weights of the vehicle tire blowout identification sub-results for all vehicle operating parameters for tire blowout is greater than a preset weight, the vehicle tire blowout identification result is determined to be a tire blowout. The preset weight is the minimum cumulative weight corresponding to the tire blowout identification sub-result when the vehicle has a tire blowout.

[0072] The present application provides a method for identifying a vehicle tire blowout, the method comprising: obtaining the current parameter value of a vehicle operating parameter, the vehicle operating parameter comprising: at least one of the vehicle yaw angular velocity, wheel speed, and wheel height; for any one of the vehicle operating parameters, determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to the current parameter value of the vehicle operating parameter; and determining a vehicle tire blowout identification result according to the vehicle tire blowout identification sub-result. Based on this method, it is possible to accurately identify whether a vehicle has a tire blowout through vehicle operating parameters of various dimensions. That is, the present application provides a method for accurately identifying whether a vehicle has a tire blowout.

[0073] In one embodiment of the present application, the vehicle operation parameters include: vehicle yaw rate, wheel speed and wheel height. On this basis, in one embodiment of the present application, the above step S130 can be specifically implemented by the following step S130-1.

[0074] Step S130-1, determining the vehicle tire blowout identification sub-result according to the weight corresponding to each vehicle tire blowout identification sub-result, wherein the tire blowout identification sub-results corresponding to different vehicle operating parameters have different weights, and the weight corresponding to the identification sub-results of no tire blowout corresponding to different vehicle operating parameters is 0.

[0075] In the present application, for a vehicle operation parameter, it includes an identification sub-result of a non-flat tire and an identification sub-result of a flat tire. For a vehicle operation parameter, the weight corresponding to the identification sub-result of a non-flat tire included therein is set to 0, and the corresponding weight is set for the identification sub-result of a flat tire included therein based on experience or experiments. On this basis, the specific implementation of the above step S130-1 can be: accumulating the weight corresponding to each flat tire identification sub-result, comparing the accumulated weight with a preset weight, and if the accumulated weight is greater than or equal to the preset weight, determining that the flat tire identification result is a flat tire.

[0076] In one example, the weight of the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is set to 0.3, the weight of the vehicle tire blowout identification sub-result for the wheel speed is set to 0.3, and the weight of the vehicle tire blowout identification sub-result for the wheel height is set to 0.2. Taking the preset weight as 0.8 as an example, if the vehicle identification sub-result for the vehicle yaw angular velocity is a tire blowout, the vehicle identification sub-result for the vehicle wheel speed is a tire blowout, and the vehicle identification sub-result for the vehicle wheel height is not a tire blowout, at this time the sum of the weights of the vehicle tire blowout identification sub-results for all the vehicle operating parameters is 0.3+0.3=0.6, which is less than 0.8, and it is determined that the vehicle tire blowout result is not a tire blowout.

[0077] In one embodiment of the present application, when the vehicle operating parameters include the vehicle yaw rate, the above step S120 is specifically implemented through the following steps S11 to S13.

[0078] Step S11, obtaining the current vehicle speed and the current steering wheel angle of the vehicle.

[0079] In one embodiment of the present application, a vehicle speed sensor is provided on the vehicle, and the current vehicle speed is acquired based on the vehicle speed sensor. Based on the same principle, the current steering wheel angle of the vehicle is acquired.

[0080] Step S12, determining a standard yaw rate of the vehicle according to the current vehicle speed and the current steering wheel angle.

[0081] In the present application, when the vehicle has no flat tire, there is a mapping relationship between the vehicle speed, the steering wheel angle and the yaw rate. That is, when the vehicle speed and the steering wheel angle are fixed, the yaw rate is fixed. Therefore, the current ideal yaw rate when the vehicle has no flat tire can be determined based on the current vehicle speed and the current steering wheel angle. In the present application, the current ideal yaw rate when the vehicle has no flat tire is recorded as the standard yaw rate.

[0082] It should be noted that, when the vehicle has no tire blowout, the mapping relationship between the vehicle speed, the steering wheel angle and the yaw angular velocity can be obtained in advance based on experience or experiments and stored in the vehicle.

[0083] Step S13: determining a vehicle tire blowout identification sub-result for the vehicle yaw rate according to the current yaw rate and the standard yaw rate.

[0084] In one embodiment of the present application, when the deviation between the current yaw rate and the standard yaw rate is greater than a first preset deviation, the vehicle tire blowout identification sub-result for the vehicle yaw rate is determined to be a tire blowout. The first preset deviation is the maximum deviation between the current yaw rate and the standard yaw rate allowed when the vehicle has no tire blowout.

[0085] In another embodiment of the present application, the deviation between the current yaw rate and the standard yaw angle is greater than the first preset deviation due to two reasons. The first reason is that the vehicle has a flat tire. The second reason is that the wheel runs over a pothole or encounters a crosswind. In order to determine which of the two reasons causes the deviation between the current yaw rate and the standard yaw angle to be greater than the first preset deviation, so as to accurately determine the vehicle flat tire identification sub-result for the vehicle yaw rate, the above step S13 can be specifically implemented in any of the following two ways.

[0086] In the first way, the above step S13 is implemented by the following steps S131 and S132.

[0087] Step S131, when the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than the first preset deviation, for the wheels on either side, the wheel height change trend of the front wheels in a first time period is obtained, and the wheel height change trend of the rear wheels on the same side in a second time period that is a first preset time length after the first preset time period is obtained, and the end time of the first time period is the current time.

[0088] Step S132: when the wheel height change trend of the front wheel is inconsistent with the wheel height change trend of the rear wheel on the same side, determine that the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is a tire blowout.

[0089] In the present application, the first time period is a time period with the current time as the end time and the second preset time period as the duration. The second preset time period is the duration of the vehicle running over the pothole, which can be set based on experience. Exemplarily, the second preset time period is 2s.

[0090] The first preset time length is the time length required for the vehicle to pass the distance between the front wheel and the rear wheel on the same side. In one example, taking the vehicle speed as 80 km / s and the axle length as 3 m, the first preset time length can be 0.135 s.

[0091] The first time period and the second time period usually have the same duration.

[0092] Based on the definition of the first preset time length and the relationship between the first time period and the second time period, it can be known that the wheel height change trend of the front wheel in the first time period and the wheel height change trend of the rear wheel on the same side in the second time period are the wheel height change trends at the same driving position. On this basis, if the wheel height change trend of the front wheel on either side in the first time period is the same as the wheel height change trend of the rear wheel in the second time period, it means that the wheel on that side has run over a pothole or the vehicle has encountered a crosswind, resulting in a deviation between the current yaw rate and the standard yaw rate being greater than the first preset deviation.

[0093] On the contrary, if there is a wheel on one side, the wheel height change trend of the front wheel in the first time period is different from the wheel height change trend of the rear wheel in the second time period, this means that a tire blowout of the vehicle causes the deviation between the current yaw angular velocity and the standard yaw angular velocity to be greater than the first preset deviation.

[0094] Based on the above content, when the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than the first preset deviation, if the wheel height change trend of the front wheel is inconsistent with the wheel height change trend of the rear wheel on the same side, the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is determined to be a tire blowout.

[0095] In the second way, the above step S13 is implemented through the following steps S133 and S134.

[0096] Step S133, when the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than the first preset deviation, for any wheel, the wheel speed change trend in a third time period is obtained, and the third time period is a time period of a second preset time length from the current moment.

[0097] Step S134, when there is a wheel speed change trend of at least one wheel indicating that the vehicle wheel speed first increases and then decreases to the wheel speed at a moment before the current moment, determining that the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is a tire blowout.

[0098] In the present application, when a wheel of a vehicle runs over a pothole, the wheel speed of the wheel will suddenly increase and then return to the previous wheel speed, that is, reduce the wheel speed of the moment before the current moment. Therefore, when the wheel speed change trend of at least one wheel indicates that the wheel speed of the vehicle first increases and then decreases to the wheel speed of the moment before the current moment, it means that the vehicle has run over a pothole, resulting in the deviation of the current yaw angular velocity from the standard yaw angular velocity being greater than the first preset deviation.

[0099] Based on the above content, when the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than the first preset deviation, if there is a wheel speed change trend of at least one wheel, indicating that the vehicle wheel speed first increases and then decreases to the wheel speed at the moment before the current moment, then the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is determined to be a tire blowout.

[0100] Regarding the above step S120, when the vehicle operating parameters include wheel speed, the above step S120 is specifically implemented through the following step S21.

[0101] Step S21, for any wheel, when the current wheel speed is greater than the current wheel speeds of the remaining wheels and the deviation from the current wheel speeds of the remaining wheels is greater than a second preset deviation, determine that the vehicle tire blowout identification sub-result for the wheel speed is a tire blowout.

[0102] The second preset deviation is the maximum deviation of wheel speeds between wheels when the vehicle has no tire blowout, and can be determined based on experience or experiments.

[0103] In the present application, when a vehicle has a flat tire, the wheel speed of the flat wheel will be significantly higher than the wheel speeds of other wheels. Based on this, for any wheel, when the current wheel speed of the wheel is greater than the current wheel speeds of the other wheels, and the deviation between the current wheel speed of the wheel and the current wheel speed of the other wheels is greater than a second preset deviation, the wheel flat tire identification sub-result for the wheel speed is determined to be a flat tire. Furthermore, it is also possible to determine which wheel has a flat tire.

[0104] Regarding the above step S120, when the vehicle operating parameters include wheel speed, the above step S120 is specifically implemented through the following steps S31 and S32.

[0105] Step S31: for any wheel, the wheel height of the wheel in a fourth time period is obtained, and the vibration frequency domain of the wheel is determined according to the wheel height in the fourth time period.

[0106] The starting time of the fourth time period is the current time.

[0107] Step S32, when the vibration frequency domain is within the tire blowout vibration frequency domain range, determining the vehicle tire blowout identification sub-result for the wheel speed as a tire blowout.

[0108] In the present application, when a vehicle has a flat tire, the isotropic stiffness properties of the flat tire wheel will change dramatically, and the vibration frequency domain will also be significantly different. Therefore, it is possible to determine whether the vehicle has a flat tire based on the vibration frequency domain of the wheel.

[0109] On the basis of the above content, for any wheel, the wheel height of the wheel in the fourth time period is obtained. According to the obtained wheel height and the corresponding time, Fourier transform is performed to obtain the vibration frequency domain of the wheel in the fourth time period. If the vibration frequency domain of the wheel belongs to the tire blowout vibration frequency domain range, it means that the wheel has a tire blowout, that is, the vehicle tire blowout identification result for the wheel speed is a tire blowout.

[0110] The frequency domain range of the tire blowout vibration can be obtained based on experience or experiment. The duration corresponding to the fourth time period is the vibration duration of the tire blowout wheel after the tire blowout, which can be set based on experience.

[0111] Regarding the above step S120, when the vehicle operating parameters include wheel speed, the above step S120 can be specifically implemented by the following steps S41 and S42.

[0112] Step S41, for each wheel, according to the current wheel height of the wheel, determine the wheel height change trend relative to the previous moment.

[0113] In the present application, the wheel height is collected at a certain time interval. The wheel height collection time of the previous wheel at the current moment is recorded as the previous moment in the above step S41. The wheel height change trend of the wheel in the above step S41 relative to the previous moment is: unchanged, higher or lower. Based on step S41, the wheel height change trend of each wheel relative to the previous moment can be determined.

[0114] Step S42, when the wheel height variation trend of the wheel is consistent with the wheel height variation trend of the wheel after the vehicle tire bursts, determining the vehicle tire burst identification sub-result for the wheel height as a tire burst.

[0115] In the present application, after a tire bursts, the wheel height of the wheel with the burst tire becomes lower, that is, the wheel height change trend is to become lower. At the same time, the vehicle tends to the wheel with the burst tire, so the wheel height change trend of the diagonal wheel of the burst tire wheel is to become higher. Based on this, the wheel height change trend of the wheels of the vehicle after a tire burst is: the wheel height change trend of one wheel becomes lower, and the wheel height change trend of the diagonal wheel of the wheel is to become higher.

[0116] Furthermore, after a tire bursts, the weight of the vehicle body tends to the tire-bursting wheel, causing the wheel height of the non-diagonal wheel, i.e., the adjacent wheel, to also decrease, but the degree of decrease is lower than the degree of decrease of the wheel height of the tire-bursting wheel. Therefore, the wheel height change trend of the vehicle after a tire burst can also be: the wheel height change trend of one wheel decreases, the wheel height change trend of the diagonal wheel of the wheel increases, and the wheel height change trend of the adjacent wheel (i.e., the non-diagonal wheel) of the wheel decreases, but the degree of decrease is lower than the degree of decrease of the wheel height of the wheel.

[0117] In combination with the above content, when the wheel height change trend of the wheel determined based on the above step S42 is consistent with the wheel height change trend of the wheel after the vehicle tire burst, the vehicle tire burst identification sub-result for the wheel height is determined to be a tire burst.

[0118] Regarding the above step S120, when the vehicle operating parameters include the vehicle center of mass sideslip angle, the above step S120 can also be specifically implemented through the following step S51.

[0119] Step S51, when the deviation between the current center of mass sideslip angle of the vehicle and the standard center of mass sideslip angle is greater than a third preset deviation, determining the vehicle tire blowout identification sub-result for the vehicle center of mass sideslip angle as a tire blowout.

[0120] In the present application, the standard center of mass side slip angle is the center of mass side slip angle of the vehicle when the vehicle has no tire blowout. The standard center of mass side slip angle is usually 0. The third preset deviation is the deviation value between the current center of mass side slip angle and the standard center of mass side slip angle allowed when the vehicle has no tire blowout. The third preset deviation is usually 2°. Based on this, when the deviation between the current center of mass side slip angle of the vehicle and the standard center of mass side slip angle is greater than the third preset deviation, the vehicle tire blowout identification sub-result for the vehicle center of mass side slip angle is determined to be a tire blowout.

[0121] Regarding the above step S120, when the vehicle operating parameters include the wheel vertical force load, the above step S120 can be specifically implemented through the following steps S61 and S62.

[0122] Step S61, for each wheel, according to the current wheel vertical force load of the wheel, determining the change trend of the vertical force load of the wheel relative to the previous moment.

[0123] The specific implementation of the above step S61 is the same as that of the above step S41, which will not be repeated here.

[0124] Step S62, when the change trend of the wheel vertical force load is consistent with the change trend of the wheel vertical force load between the wheels after the vehicle tire bursts, determine the vehicle tire burst identification sub-result for the wheel vertical force load as tire burst.

[0125] In the present application, after a tire bursts, the vertical force load of the tire bursting wheel increases, that is, the vertical force load changes in a trend of increasing. At the same time, the vehicle tends to the tire bursting wheel, so the vertical force load of the diagonal wheel of the tire bursting wheel tends to decrease. Based on this, the vertical force load of the wheels of the vehicle after a tire burst is as follows: the vertical force load of one wheel tends to increase, and the vertical force load of the diagonal wheel of the wheel tends to decrease.

[0126] Furthermore, after a tire bursts, the weight of the vehicle body tends to the tire-bursting wheel, causing the non-diagonal wheel of the wheel, i.e., the adjacent wheel, to also increase in vertical force load change trend, but the increase degree is less than the increase degree of the vertical force load of the tire-bursting wheel. Therefore, after a tire bursts, the vertical force load change trend of the wheel can also be: the vertical force load change trend of one wheel increases, the vertical force load change trend of the diagonal wheel of the wheel decreases, and the vertical force load change trend of the adjacent wheel of the wheel (i.e., the non-diagonal wheel) increases, but the increase degree is less than the increase degree of the vertical force load of the wheel.

[0127] In combination with the above content, when the vertical force load variation trend of the wheel determined based on the above step S62 is consistent with the vertical force load variation trend of the wheel after the vehicle tire bursts, the vehicle tire burst identification sub-result for the vertical force load is determined to be a tire burst.

[0128] Regarding the above step S120, when the vehicle operating parameters include the vehicle roll angle, the above step S120 can be specifically implemented by the following step S71.

[0129] Step S71, when the current vehicle roll angle of the vehicle is greater than a preset angle, determining the vehicle tire blowout identification sub-result for the vehicle roll angle as a tire blowout.

[0130] In the present application, the preset angle is the maximum vehicle roll angle allowed when the vehicle has no tire blowout, which can be determined based on experience or experiment. Based on this, if the current vehicle roll angle of the vehicle is greater than the preset angle, the vehicle tire blowout identification sub-result for the vehicle roll angle is determined to be a tire blowout.

[0131] Regarding the above step S120, in the case where the vehicle operating parameters include any one of the wheel lateral stiffness, the wheel longitudinal stiffness, and the wheel rolling radius, the above step S120 can also be specifically implemented through the following step S81.

[0132] Step S81, when any one of the current wheel lateral stiffness, the current wheel longitudinal stiffness, and the current wheel rolling radius corresponding to a wheel has a decreasing trend relative to the previous moment, determine that the vehicle tire blowout identification sub-result for the corresponding vehicle operating parameter is a tire blowout.

[0133] In the present application, in the case of a vehicle tire blowout, the lateral stiffness, longitudinal height, and rolling radius of the tire blowout wheel are reduced. On this basis, if there is a wheel whose current wheel lateral stiffness corresponding to the previous moment has a trend of decreasing relative to the previous moment, the vehicle tire blowout identification sub-result for the wheel lateral stiffness is determined to be a tire blowout. If there is a wheel whose current wheel longitudinal stiffness corresponding to the previous moment has a trend of decreasing relative to the previous moment, the vehicle tire blowout identification sub-result for the wheel longitudinal stiffness is determined to be a tire blowout. If there is a wheel whose current wheel rolling radius corresponding to the previous moment has a trend of decreasing relative to the previous moment, the vehicle tire blowout identification sub-result for the wheel rolling radius is determined to be a tire blowout.

[0134] In one embodiment of the present application, the vehicle tire blowout identification method provided in the embodiment of the present application further includes the following steps S110 - 1 and S110 - 2 before the above step S110 .

[0135] Step S110-1, obtaining the type of road surface the vehicle is currently traveling on.

[0136] In one embodiment of the present application, the current driving road type may be determined based on a road image captured by a vehicle driving recorder.

[0137] Alternatively, the driver indicates in advance the type of the current driving road surface.

[0138] Alternatively, the type of road surface the vehicle is currently traveling on is determined based on the current position of the vehicle.

[0139] Alternatively, the type of the road surface the vehicle is currently traveling on is determined based on the operating parameters of the vehicle that reflect the type of the road surface. For this method, the operating parameters that reflect the type of the road surface the vehicle is traveling on may be wheel height or yaw angular velocity. On this basis, when the corresponding variance of wheel height is too large, it indicates that the type of the road surface the vehicle is currently traveling on is a high-frequency shaking road surface. Similarly, when the yaw angular velocity of the vehicle is amplified, it also indicates that the type of the road surface the vehicle is currently traveling on is a high-frequency shaking road surface.

[0140] Step S110 - 2 , when the current driving road surface type is the target road surface type, obtain the current parameter value of the vehicle operating parameter.

[0141] In the present application, the target road surface type is the road surface type that requires the vehicle tire blowout recognition function to be enabled.

[0142] In one embodiment of the present application, the target type may be a type other than a high-frequency shaking road surface, because it is easy to misidentify when performing tire blowout identification on a high-frequency shaking road surface.

[0143] In the present application, the above step S110 is performed only when the current driving road surface type is the target road surface type. For example, the above step S110 is performed only when the current driving road surface type is other than the high-frequency jitter road surface to identify the vehicle tire blowout. In this way, the problem of misidentification can be avoided.

[0144] In one embodiment of the present application, the tire blowout identification method provided in the embodiment of the present application further includes the following steps S110 - 3 and S110 - 4 before the above step S110 .

[0145] Step S110 - 3 , obtaining the vehicle's operating parameter acquisition capability.

[0146] Among them, the operating parameter acquisition capability represents the operating parameters that the vehicle can obtain.

[0147] In one embodiment of the present application, the operating parameter acquisition capability can be directly represented by the operating parameters that the vehicle can acquire. Also, the operating parameter acquisition capability can be pre-input into the vehicle by the vehicle developer, etc. For example, the developer stores the vehicle yaw rate, wheel speed, and wheel height identifiers at the storage location of the operating parameter acquisition capability in the vehicle storage unit.

[0148] Alternatively, the operating parameter acquisition capability can be obtained based on the vehicle configuration information. The vehicle configuration information includes the sensors installed on the vehicle. The operating parameters that can be collected can be determined based on the type of sensor. For example, the vehicle configuration information includes: yaw rate sensor, wheel height sensor, wheel speed sensor, center of mass side slip angle sensor. On this basis, the operating parameter acquisition capability is specifically: yaw rate, wheel height, wheel speed, center of mass side slip angle can be obtained.

[0149] Step S110 - 4 , determining the vehicle operating parameters that match the operating parameter acquisition capability based on the operating parameter acquisition capability.

[0150] In the present application, the operating parameters that can be obtained by the vehicle are determined according to the operating parameter acquisition capability. On this basis, the above step S110 is performed to obtain the current parameter values ​​of some (including some and all) of the vehicle operating parameters that can be obtained by the vehicle. That is to say, in the present application, different tire blowout identification methods can be selected according to the different operating parameter acquisition capabilities of the vehicle.

[0151] For the embodiments shown in the above steps S110-3 and S110-4, the vehicle tire blowout identification method provided in the present application is combined with the vehicle's operating parameter acquisition capability to obtain the current parameter values ​​of the vehicle's operating parameters, which can improve the compatibility of the vehicle tire blowout identification method provided in the present application with the vehicle.

[0152] In combination with the above content, in an example of the present application, if the vehicle's operating parameter acquisition capability includes: vehicle yaw rate, wheel speed and wheel height, then based on the above step S110, at least one of the vehicle's current yaw rate, current wheel speed and current wheel height is acquired (for example, the current yaw rate, current wheel speed and current wheel height are acquired, or the current yaw rate and current wheel speed are acquired). Further, based on the above step S120, the corresponding tire blowout identification sub-result is determined.

[0153] In another example of the present application, if the vehicle's operating parameter acquisition capability includes: vehicle yaw rate, wheel speed, wheel height, and vehicle center of mass sideslip angle, then based on the above step S110, at least one of the vehicle's current yaw rate, current wheel speed, current wheel height, and current center of mass sideslip angle is acquired (for example, the current yaw rate, current wheel speed, current wheel height, and current center of mass sideslip angle are acquired, and for example, the current yaw rate, current wheel speed, and current center of mass sideslip angle are acquired). Further, the corresponding tire blowout identification sub-result is determined based on the above step S120.

[0154] In another example of the present application, if the vehicle's operating parameter acquisition capability includes: vehicle yaw rate, wheel speed, wheel height, vehicle center of mass sideslip angle, vehicle roll angle, wheel vertical force load for any wheel, wheel lateral stiffness for any wheel, wheel longitudinal stiffness for any wheel, and wheel rolling radius for any wheel, then based on the above step S110, at least one of the vehicle's current yaw rate, current wheel speed, current wheel height, current center of mass sideslip angle, vehicle roll angle, wheel vertical force load for any wheel, wheel lateral stiffness for any wheel, wheel longitudinal stiffness for any wheel, and wheel rolling radius for any wheel is acquired (for example, the vehicle's current yaw rate, current wheel speed, current wheel height, current center of mass sideslip angle, vehicle roll angle, wheel vertical force load for any wheel, wheel lateral stiffness for any wheel, wheel longitudinal stiffness for any wheel, and wheel rolling radius for any wheel are acquired). Further, the corresponding tire blowout identification sub-result is determined based on the above step S120.

[0155] The present application also provides a vehicle controller 200, such as Figure 2 As shown, it includes a memory 210 and a processor 220, the memory 210 is used to store computer instructions, and the processor 220 is used to call the computer instructions from the memory 210 to execute any one of the above-mentioned vehicle tire blowout identification methods.

[0156] The present application also provides a vehicle, which includes the vehicle controller 200 provided in the above embodiment.

[0157] In one embodiment of the present application, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a hybrid vehicle of an oil and an electric vehicle, or a hybrid vehicle of an automobile and an electric vehicle.

[0158] The present application also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements a method according to any one of the above-mentioned vehicle tire blowout identification methods.

[0159] The present application may be a system, a method and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for causing a processor to implement various aspects of the present application.

[0160] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples of computer-readable storage media (a non-exhaustive list) include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punch card or a raised structure in a groove on which instructions are stored, and any suitable combination of the foregoing. As used herein, a computer-readable storage medium is not to be interpreted as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through a wire.

[0161] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, optical fiber transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing / processing device.

[0162] The computer program instructions for performing the operation of the present application can be assembler instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages, such as Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. Computer-readable program instructions can be executed completely on a user's computer, partially on a user's computer, executed as an independent software package, partially on a user's computer, partially on a remote computer, or completely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, using an Internet service provider to connect through the Internet). In some embodiments, by using the state information of a computer-readable program instruction to personalize an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA) or a programmable logic array (PLA), the electronic circuit can execute a computer-readable program instruction, thereby realizing various aspects of the present application.

[0163] Various aspects of the present application are described herein with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present application. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer-readable program instructions.

[0164] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device that implements the functions / actions specified in one or more boxes in the flowchart and / or block diagram is generated. These computer-readable program instructions can also be stored in a computer-readable storage medium, and these instructions cause the computer, programmable data processing device, and / or other equipment to work in a specific manner, so that the computer-readable medium storing the instructions includes a manufactured product, which includes instructions for implementing various aspects of the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0165] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operating steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0166] The flowchart and block diagram in the accompanying drawings show the possible architecture, function and operation of the system, method and computer program product according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a part of a module, program segment or instruction, and the part of the module, program segment or instruction contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of the boxes in the block diagram and / or flowchart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that it is equivalent to implement it by hardware, implement it by software, and implement it by combining software and hardware.

[0167] The embodiments of the present application have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements to the technology in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the present application is defined by the appended claims.

Claims

1. A vehicle tire blowout identification method, characterized in that: include: Acquire a current parameter value of a vehicle operating parameter, wherein the vehicle operating parameter includes at least one of a vehicle yaw rate, a wheel speed, and a wheel height; For any one of the vehicle operating parameters, determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter; The vehicle tire blowout identification result is determined according to the vehicle tire blowout identification sub-result.

2. The method according to claim 1, characterized in that The vehicle operating parameters also include the vehicle center of mass sideslip angle.

3. The method according to claim 1 or 2, characterized in that: The vehicle operating parameters also include at least one of the vehicle roll angle, the wheel vertical force load for any wheel, the wheel lateral stiffness for any wheel, the wheel longitudinal stiffness for any wheel and the wheel rolling radius for any wheel.

4. The method according to claim 1, characterized in that: The vehicle operating parameters include: vehicle yaw rate, wheel speed and wheel height.

5. The method according to claim 4, characterized in that Determining the vehicle tire blowout identification result according to the vehicle tire blowout identification sub-result includes: The vehicle tire blowout identification sub-result is determined according to the weight corresponding to each vehicle tire blowout identification sub-result, wherein the tire blowout identification sub-results corresponding to different vehicle operating parameters have different weights, and the weight corresponding to the identification sub-results of no tire blowout corresponding to different vehicle operating parameters is 0.

6. The method according to claim 1, characterized in that The method further includes, before obtaining the current parameter value of the vehicle operating parameter: Acquiring an operating parameter acquisition capability of the vehicle, wherein the operating parameter acquisition capability is used to characterize the operating parameters that the vehicle can acquire; According to the operating parameter acquisition capability, a vehicle operating parameter matching the operating parameter acquisition capability is determined.

7. The method according to claim 1, characterized in that The vehicle operating parameter includes a vehicle yaw rate, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes: Get the vehicle's current speed and steering wheel angle; Determining a standard yaw rate of the vehicle according to the current vehicle speed and the current steering wheel angle; A vehicle tire blowout identification sub-result for the vehicle yaw rate is determined according to the current yaw rate and the standard yaw rate.

8. The method according to claim 7, characterized in that The determining of a vehicle tire blowout identification sub-result for the vehicle yaw angular velocity according to the current yaw angular velocity and the standard yaw angular velocity comprises: When the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than a first preset deviation, for the wheels on either side, a wheel height change trend of the front wheels in a first time period is obtained, and a wheel height change trend of the rear wheels on the same side is obtained in a second time period that is later than the first time period by a first preset time length, and an end time of the first time period is the current time; In a case where the wheel height variation trend of the front wheel is inconsistent with the wheel height variation trend of the rear wheel on the same side, the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is determined to be a tire blowout.

9. The method according to claim 7, characterized in that: The determining of a vehicle tire blowout identification sub-result for the vehicle yaw angular velocity according to the current yaw angular velocity and the standard yaw angular velocity comprises: When the deviation between the current yaw angular velocity and the standard yaw angular velocity is greater than a first preset deviation, for any wheel, obtaining a wheel speed change trend in a third time period, where the third time period is a time period of a second preset time length from the current moment; When the wheel speed variation trend of at least one wheel indicates that the vehicle wheel speed first increases and then decreases to the wheel speed at a moment before the current moment, the vehicle tire blowout identification sub-result for the vehicle yaw angular velocity is determined to be a tire blowout.

10. The method according to claim 1, characterized in that The vehicle operating parameter includes a wheel speed, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes: For any wheel, when the current wheel speed is greater than the current wheel speeds of the remaining wheels and the deviation from the current wheel speeds of the remaining wheels is greater than a second preset deviation, the vehicle tire blowout identification sub-result for the wheel speed is determined to be a tire blowout.

11. The method according to claim 1, characterized in that: The vehicle operating parameter includes a wheel height, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes: For any wheel, obtaining a wheel height of the wheel in a fourth time period, determining a vibration frequency domain of the wheel according to the wheel height in the fourth time period, wherein a starting time of the fourth time period is the current time; When the vibration frequency domain is within the tire blowout vibration frequency domain, the vehicle tire blowout identification sub-result for the wheel speed is determined to be a tire blowout.

12. The method according to claim 1, characterized in that The vehicle operating parameter includes a wheel height, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes: For each wheel, according to the current wheel height of the wheel, determine the wheel height change trend of the wheel relative to the previous moment; When the wheel height variation trend of the wheel is consistent with the wheel height variation trend of the wheel after the vehicle tire bursts, it is determined that the vehicle tire burst identification sub-result for the wheel height is a tire burst.

13. The method according to claim 2, characterized in that The determining, according to the current parameter value of the vehicle operating parameter, a vehicle tire blowout identification sub-result for the vehicle operating parameter comprises: When a deviation between a current center-of-mass sideslip angle of the vehicle and a standard center-of-mass sideslip angle is greater than a third preset deviation, a vehicle tire blowout identification sub-result for the vehicle center-of-mass sideslip angle is determined to be a tire blowout.

14. The method according to claim 3, characterized in that The vehicle operating parameters include a wheel vertical force load, and determining a vehicle tire blowout identification sub-result for the vehicle operating parameters according to a current parameter value of the vehicle operating parameters includes: For each wheel, according to the current wheel vertical force load of the wheel, determine the change trend of the vertical force load of the wheel relative to the previous moment; When the change trend of the vertical force load of the wheel is consistent with the change trend of the vertical force load of the wheel between the wheels after the vehicle tire bursts, the vehicle tire burst identification sub-result for the wheel vertical force load is determined to be a tire burst.

15. The method according to claim 3, characterized in that The vehicle operation parameter includes a vehicle roll angle, and determining a vehicle tire blowout identification sub-result for the vehicle operation parameter according to a current parameter value of the vehicle operation parameter includes: When the current vehicle roll angle of the vehicle is greater than a preset angle, the vehicle tire blowout identification sub-result for the vehicle roll angle is determined to be a tire blowout.

16. The method according to claim 3, characterized in that The vehicle operating parameter includes any one of a wheel lateral stiffness, a wheel longitudinal stiffness, and a wheel rolling radius, and the determining of a vehicle tire blowout identification sub-result for the vehicle operating parameter according to a current parameter value of the vehicle operating parameter includes: When any one of the current wheel lateral stiffness, the current wheel longitudinal stiffness, and the current wheel rolling radius corresponding to a wheel has a decreasing trend relative to the previous moment, the vehicle tire blowout identification sub-result for the corresponding vehicle operating parameter is determined to be a tire blowout.

17. The method according to claim 1, characterized in that The method further includes, before obtaining the current parameter value of the vehicle operating parameter: Obtaining the type of the road surface on which the vehicle is currently traveling; When the current driving road surface type is the target road surface type, a current parameter value of a vehicle operating parameter is obtained.

18. A vehicle controller, characterized in that: The method comprises a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the method according to any one of claims 1 to 17.

19. A vehicle, characterized in that: Comprising a vehicle controller as claimed in claim 18.

20. A computer-readable storage medium, characterized in that: A computer program is stored thereon, which, when executed by a processor, implements the method according to any one of claims 1 to 17.

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