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 vehicle tire burst identification method comprises the steps that under the condition that a vehicle has the possibility of tire burst, preset operation is executed; acquiring a first operation parameter value of the vehicle under the condition of executing the preset operation; according to the first operation parameter value, whether the vehicle has a flat tire or not is determined, and the first operation parameter value is an operation parameter value which is changed due to the flat tire of the vehicle under the condition that the preset operation is executed. The method can accurately determine whether the tire of the 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, a tire blowout may occur due to road conditions, tire wear and / or aging, etc. The consequences of a tire blowout when the vehicle is driving at high speed are very serious.

[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] When there is a possibility of tire blowout, execute the preset operation;

[0007] Acquire a first operating parameter value of the vehicle when performing the preset operation;

[0008] It is determined whether the vehicle has a tire blowout according to the first operating parameter value, wherein the first operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle when the preset operation is performed.

[0009] Optionally, the method, before performing a preset operation when there is a possibility of tire blowout in the vehicle, includes:

[0010] Acquire a second operating parameter value of the vehicle, where the second operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle;

[0011] Whether the vehicle has a possibility of a tire blowout is determined according to the second operating parameter value.

[0012] Optionally, the preset operation is an operation of applying a yaw moment of a preset amplitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period.

[0013] Optionally, determining whether the vehicle has a tire blowout according to the first operating parameter value includes:

[0014] When the yaw angular velocity change value is greater than a preset threshold, it is determined that the vehicle has a tire burst.

[0015] Optionally, the second operating parameter value includes any combination of a steering wheel angle change value within a second preset time period, a wheel speed change value within a second preset time period, a yaw angular velocity change value within a second preset time period, a lateral acceleration change value within the second preset time period, and a roll angular velocity change value within the second preset time period.

[0016] Optionally, determining whether the vehicle has a possibility of a tire blowout according to the second operating parameter value includes:

[0017] determining whether the steering wheel angle change value within the second preset time period is greater than a preset steering wheel angle change value;

[0018] In the case where the steering wheel angle change value in the second preset time period is less than or equal to the preset steering wheel angle change value, determining whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than a preset speed difference value, whether the yaw angular velocity change value in the second preset time period is greater than a preset yaw angular velocity change value, whether the lateral acceleration change value in the second preset time period is greater than a preset lateral acceleration change value, and whether the roll angular velocity change value in the second preset time period is greater than a preset roll angular velocity change value;

[0019] When the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset difference, the yaw angular velocity change value in the second preset time period is greater than the preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

[0020] Optionally, the method further comprises:

[0021] In the case where the steering wheel angle change value in the second preset time period is greater than the preset steering wheel angle change value, determining whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference value, whether the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and whether the roll angle velocity change value in the second preset time period is greater than the preset roll angle velocity change value;

[0022] When the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

[0023] 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.

[0024] According to a third aspect of the present application, a vehicle is provided, comprising the vehicle controller as described in the second aspect.

[0025] 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.

[0026] In the present application, a method for identifying a tire blowout of a vehicle is provided. The method performs a preset operation when the vehicle has a possibility of a tire blowout. On this basis, an operating parameter value of the vehicle that changes due to a tire blowout when the preset operation is performed is obtained, that is, a first operating parameter value. Further, whether the vehicle has a tire blowout is determined based on the first operating parameter value. That is, the present application provides a method for further verifying whether the vehicle has a real tire blowout by actively controlling the vehicle when the vehicle has a possibility of a tire blowout. That is, a method that can accurately determine whether the vehicle has a tire blowout is provided.

[0027] 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

[0028] 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.

[0029] Figure 1 It is a flow chart of a vehicle tire blowout identification method provided by the present application;

[0030] Figure 2 It is a schematic diagram of the yaw rate response of a vehicle provided by the present application;

[0031] Figure 3 It is a structural schematic diagram of a vehicle controller provided by this application. DETAILED DESCRIPTION

[0032] 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.

[0033] 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.

[0034] 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 part of the specification.

[0035] 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.

[0036] 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.

[0037] This solution provides a method for identifying a vehicle tire blowout, which can further verify whether the vehicle has a real tire blowout when the vehicle tire blowout is estimated based on the vehicle's operating parameter values. That is, it provides a method that can accurately determine whether the vehicle has a tire blowout. Figure 1 As shown, the vehicle tire blowout identification method provided in the present application includes the following steps S110 to S130.

[0038] Step S110, when there is a possibility of tire blowout of the vehicle, a preset operation is performed.

[0039] In the present application, the possibility of a tire blowout for a vehicle refers to the estimation of a tire blowout for the vehicle based on the operating parameter values ​​of the vehicle, that is, when the tire blowout for the vehicle is estimated based on the operating parameter values ​​of the vehicle, the possibility of a tire blowout for the vehicle is determined. For example, when the tire blowout for the vehicle is determined based on the traditional tire blowout identification method, the possibility of a tire blowout for the vehicle is determined.

[0040] The preset operation is an operation that can make the changes of certain operating parameter values ​​of the vehicle significantly different under the two working conditions of tire blowout and no tire blowout. Among them, the aforementioned certain operating parameter values ​​that change significantly differently are recorded as first operating parameter values ​​in this application. On this basis, when there is a possibility of tire blowout in the vehicle, the preset operation is performed. Further, based on the following step S120, the first operating parameter value is obtained.

[0041] Step S120, obtaining a first operating parameter value of the vehicle when executing a preset operation.

[0042] The first operating parameter is an operating parameter value that changes due to a tire blowout of the vehicle when a preset operation is performed.

[0043] In one embodiment of the present application, when a yaw moment is applied to the vehicle, the two-degree-of-freedom motion equation of the vehicle is as follows:

[0044]

[0045] Among them, ω is the vehicle yaw rate, β is the vehicle center of mass sideslip angle, δ is the vehicle front wheel turning angle, K f is the equivalent cornering stiffness of the vehicle front axle, K r is the equivalent cornering stiffness of the rear axle of the vehicle, a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, I Z is the vehicle's moment of inertia, m is the vehicle's mass, ΔM Z is the vehicle yaw moment, is the vehicle slip angular acceleration, is the vehicle yaw angular acceleration.

[0046] In the case of a tire blowout, the cornering stiffness of the wheel with the blowout will be greatly reduced, and the equivalent cornering stiffness of the axis where the wheel with the blowout is located will also decrease. Based on the above formula 1, the two-degree-of-freedom equation of the vehicle can be expressed as the following formula 2:

[0047]

[0048] Among them, ω b is the yaw rate of the vehicle with a flat tire, β b is the sideslip angle of the vehicle with a flat tire, K fb is the equivalent cornering stiffness of the front axle of the vehicle with a tire blowout, K rb is the equivalent cornering stiffness of the rear axle of the vehicle with a tire blowout, is the side slip angle acceleration of the vehicle with a flat tire, is the yaw angular acceleration of the vehicle with a tire blowout.

[0049] Based on the above formula 1 and formula 2, it can be known that when a yaw moment is applied to a vehicle with a flat tire and a normal vehicle respectively, the yaw angular velocity changes of the vehicle with a flat tire and the vehicle without a flat tire are obviously different due to the reduction of the equivalent cornering stiffness of the axle of the vehicle with a flat tire.

[0050] In one example, vehicles A and B of the same model are taken as the research objects. Both vehicles A and B are traveling in a straight line at a speed of 80 km / h. At the 5th second, the left front wheel of vehicle A has a tire blowout. The same pulse yaw moment with an amplitude of 1000 Nm is applied to vehicles A and B respectively. The yaw angular velocity response of the vehicle is as follows: Figure 2 Specifically, before and after the pulse yaw moment is applied, the yaw angular velocity change value of vehicle A is Δω z1 =1.73deg / s, the yaw rate change of vehicle B is Δω z2=0.64 deg / s. That is, under the impulse additional yaw moment excitation, the yaw angular velocity change of the tire-punctured vehicle A is significantly greater than the yaw angular velocity change of the tire-unpunctured vehicle B.

[0051] Based on the above content, it can be known that in one embodiment of the present application, the preset operation is an operation of applying a yaw moment of a preset magnitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period. The first preset time period is a time period of a first preset duration from the moment when the preset operation is performed.

[0052] The preset amplitude may be set based on experience, for example, 1000 Nm. The yaw moment may be exemplarily a pulsed yaw moment. The first preset duration is 0.2 s.

[0053] It should be noted that the present application does not limit the size of the preset amplitude, the specific form of the yaw moment, and the duration corresponding to the first preset time period. In addition, the operation of applying the preset amplitude yaw moment to the vehicle as the preset operation may be performed by, but not limited to, controlling the drive actuator, brake actuator, or steering actuator of the vehicle, performing differential braking, differential driving, pulse steering, or combined control, etc. Also, the yaw angular velocity of the vehicle may be obtained in real time according to the yaw angular velocity sensor, and further, the yaw angular velocity change value within the first preset time period may be determined according to the yaw angular velocity obtained in real time by the yaw angular velocity sensor within the first preset time period.

[0054] Step S130, determining whether the vehicle has a tire blowout according to the first operating parameter value.

[0055] In one embodiment of the present application, when the preset operation is to apply a yaw moment of a preset amplitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period, the above-mentioned step S130 is specifically implemented as the following step S131.

[0056] Step S131: When the yaw rate change value is greater than a preset threshold, it is determined that the vehicle has a tire blowout.

[0057] In this embodiment, the preset threshold is the maximum value of the yaw rate change value of the vehicle within the first preset time period after the preset operation is performed without a tire blowout, and can be set based on experience or experiments. In one example, the value range of the preset threshold can be [0.8, 2] deg / s. It should be noted that the value of the preset threshold is related to the vehicle model.

[0058] Corresponding to the above step S131, when the yaw angular velocity change value within the first preset time period is less than or equal to the preset threshold, it is determined that the vehicle has no tire blowout.

[0059] In the present application, a method for identifying a tire blowout of a vehicle is provided. The method performs a preset operation when the vehicle has a possibility of a tire blowout. On this basis, an operating parameter value of the vehicle that changes due to a tire blowout when the preset operation is performed is obtained, that is, a first operating parameter value. Further, whether the vehicle has a tire blowout is determined based on the first operating parameter value. That is, the present application provides a method for further verifying whether the vehicle has a real tire blowout by actively controlling the vehicle when the vehicle has a possibility of a tire blowout. That is, a method that can accurately determine whether the vehicle has a tire blowout is provided.

[0060] In one embodiment of the present application, the tire blowout identification method provided by the present application further includes the following steps S111 and S112 for determining whether the vehicle has a possibility of a tire blowout before the above step S110.

[0061] Step S111, obtaining a second operating parameter value of the vehicle.

[0062] The second operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle.

[0063] In the present application, any operating parameter value that changes due to a tire blowout can be used as the second operating parameter value. That is, the second operating parameter value is not limited in the present application.

[0064] In one embodiment of the present application, the second operating parameter value includes any combination of a steering wheel angle change value within a second preset time period, a wheel speed change value within a second preset time period, a yaw angular velocity change value within a second preset time period, a lateral acceleration change value within the second preset time period, and a roll angular velocity change value within the second preset time period.

[0065] Step S112: determining whether the vehicle has a possibility of a tire blowout according to the second operating parameter value.

[0066] In one embodiment of the present application, when the second operating parameter value includes the steering wheel angle change value within the second preset time period, the wheel speed change value within the second preset time period, the yaw angular velocity change value within the second preset time period, the lateral acceleration change value within the second time period and the roll angular velocity change value within the second preset time period, the above-mentioned step S112 is specifically implemented by the following steps S1121 to S1123.

[0067] Step S1121, determining whether the steering wheel angle change value within the second preset time period is greater than a preset steering wheel angle change amount.

[0068] In the present application, the second preset time period is a time period of a second preset time length before and before the current moment. Also, when the yaw rate change value is accurate, the yaw rate change value and the steering wheel angle change value are in a certain positive proportional mapping relationship, and the maximum steering wheel angle change value when the yaw rate change value is accurate is recorded as the preset steering wheel angle change value.

[0069] It should be noted that the second preset time duration can be set based on experience, such as 1 second. Also, the steering wheel angle of the vehicle can be obtained in real time according to the steering wheel angle sensor, and further, the steering wheel angle change value within the second preset time period can be determined according to the steering wheel angle obtained in real time by the steering wheel angle sensor within the second preset time period.

[0070] If the steering wheel angle change value within the second preset time period is less than or equal to the preset steering wheel angle change value, it means that the yaw rate change value within the second preset time period is accurate, and the yaw rate change value within the second preset time period can be combined to determine whether the vehicle has a possibility of a tire blowout. On this basis, it is determined whether the vehicle has a possibility of a tire blowout based on the following steps S1122 and S1123.

[0071] Step S1122, when the steering wheel angle change value within the second preset time period is less than or equal to the preset steering wheel angle change value, determine whether the difference between the wheel speed change value within the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference, whether the yaw angular velocity change value within the second preset time period is greater than the preset yaw angular velocity change value, whether the lateral acceleration change value within the second preset time period is greater than the preset lateral acceleration change value, and whether the roll angular velocity change value within the second preset time period is greater than the preset roll angular velocity change value.

[0072] Step S1123, when the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than a preset difference, the yaw angular velocity change value in the second preset time period is greater than a preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is greater than a preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than a preset roll angular velocity change value, it is determined that the vehicle has a possibility of a tire blowout.

[0073] In one embodiment of the present application, the method for determining the wheel speed change value within the second time period, the vehicle speed change value within the second time period, the yaw angular velocity change value within the second time period, the lateral acceleration change value within the second time period, and the roll angular velocity change value within the second time period in the above step S1122 may be the same as the method for determining the steering wheel angle change value within the second time period.

[0074] In the present application, when the vehicle has no flat tire, the wheel speed and the vehicle speed are consistent. When the vehicle has a flat tire, there is a deviation between the wheel speed of the flat tire wheel and the vehicle speed. On this basis, the preset speed difference is the maximum speed difference between the wheel speed and the vehicle speed when the vehicle has no flat tire. It should be noted that, since the vehicle usually has multiple wheels, such as four wheels, therefore, the determination in the above step S1122 whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference, specifically, for each wheel, determining whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference.

[0075] When the vehicle has no tire burst, the yaw rate change value, lateral acceleration change value and roll rate change value of the vehicle have upper limits. Therefore, when the vehicle has no tire burst, the maximum yaw rate change value of the vehicle is used as the preset yaw rate change value in step S1122, the maximum lateral acceleration change value of the vehicle is used as the preset lateral acceleration change value in step S1122, and the maximum roll rate change value of the vehicle is used as the preset roll rate change value in step S1122.

[0076] In combination with the above content, when the difference between the wheel speed change value within the second time period corresponding to at least one wheel and the vehicle speed change value in the second time period is greater than the preset difference, the yaw angular velocity change value within the second preset time period is greater than the preset yaw angular velocity change value, the lateral acceleration change value within the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value within the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

[0077] Corresponding to the above step S1123, if at least one of the following conditions is met: the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is less than or equal to the preset difference value, the yaw angular velocity change value in the second preset time period is less than or equal to the preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is less than or equal to the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is less than or equal to the preset roll angular velocity change value, it is determined that the vehicle has no possibility of a tire blowout.

[0078] On the basis of the above step S1121, if the steering wheel angle change value in the second preset time period is greater than the preset steering wheel angle change value, it means that the yaw rate change value in the second preset time period is inaccurate, that is, the yaw rate change value in the second preset time period is not used to determine whether the vehicle has a possibility of a tire blowout. On this basis, it is determined whether the vehicle has a possibility of a tire blowout based on the following steps S1124 and S1125.

[0079] Step S1124, when the steering wheel angle change value within the second preset time period is greater than the preset steering wheel angle change value, determine whether the difference between the wheel speed change value within the second time period and the vehicle speed change value within the second preset time period is greater than the preset speed difference, whether the lateral acceleration change value within the second preset time period is greater than the preset lateral acceleration change value, and whether the roll angular velocity change value within the second preset time period is greater than the preset roll angular velocity change value.

[0080] Step S1125, when the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

[0081] Corresponding to the above step S1125, if any of the following conditions is not satisfied: the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset difference value, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle does not have the possibility of a tire blowout.

[0082] It should be noted that the preset steering wheel angle change value, preset speed difference value, preset yaw angular velocity change value, preset lateral acceleration change value and preset roll angular velocity change value in the above steps can be determined based on experience or experiments. In one example, the range of the preset steering wheel angle change value can be [80,100] deg / s 2 , the preset speed difference value range can be [0.2,0.5]m / s 2 The preset yaw rate change value range can be [1,3]deg / s 2 The preset lateral acceleration change value range can be [0.4, 0.6] m / s 2 The preset roll velocity change value range can be [0.8,2]deg / s 2 .

[0083] The present application also provides a vehicle controller 300, such as Figure 3 As shown, it includes a memory 310 and a processor 320, the memory 310 is used to store computer instructions, and the processor 320 is used to call the computer instructions from the memory 310 to execute any one of the above-mentioned vehicle tire blowout identification methods.

[0084] The present application also provides a vehicle, which includes the vehicle controller 300 provided in the above embodiment.

[0085] 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.

[0086] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program implements any one of the above-mentioned vehicle tire blowout identification methods.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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: When there is a possibility of tire blowout, execute the preset operation; Acquire a first operating parameter value of the vehicle when performing the preset operation; It is determined whether the vehicle has a tire blowout according to the first operating parameter value, wherein the first operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle when the preset operation is performed.

2. The method according to claim 1, characterized in that The method, before executing a preset operation when a vehicle has a possibility of a tire blowout, includes: Acquire a second operating parameter value of the vehicle, where the second operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle; Whether the vehicle has a possibility of a tire blowout is determined according to the second operating parameter value.

3. The method according to claim 1, characterized in that The preset operation is an operation of applying a yaw moment of a preset magnitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period.

4. The method according to claim 3, characterized in that: The step of determining whether the vehicle has a tire burst according to the first operating parameter value includes: When the yaw angular velocity change value is greater than a preset threshold, it is determined that the vehicle has a tire burst.

5. The method according to claim 2, characterized in that: The second operating parameter value includes any combination of a steering wheel angle change value within a second preset time period, a wheel speed change value within a second preset time period, a yaw angular velocity change value within a second preset time period, a lateral acceleration change value within a second preset time period, and a roll angular velocity change value within a second preset time period.

6. The method according to claim 5, characterized in that Determining whether the vehicle has a possibility of a tire blowout according to the second operating parameter value includes: determining whether the steering wheel angle change value within the second preset time period is greater than a preset steering wheel angle change value; In the case where the steering wheel angle change value in the second preset time period is less than or equal to the preset steering wheel angle change value, determining whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than a preset speed difference value, whether the yaw angular velocity change value in the second preset time period is greater than a preset yaw angular velocity change value, whether the lateral acceleration change value in the second preset time period is greater than a preset lateral acceleration change value, and whether the roll angular velocity change value in the second preset time period is greater than a preset roll angular velocity change value; When the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset difference, the yaw angular velocity change value in the second preset time period is greater than the preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

7. The method according to claim 6, characterized in that The method further comprises: In the case where the steering wheel angle change value in the second preset time period is greater than the preset steering wheel angle change value, determining whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference value, whether the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and whether the roll angle velocity change value in the second preset time period is greater than the preset roll angle velocity change value; When the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

8. A vehicle controller, characterized in that: The system 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 7.

9. A vehicle, characterized in that: Comprising a vehicle controller as claimed in claim 8.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, which implements the method according to any one of claims 1 to 7 when executed by a processor.

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