Vehicle tire burst control method, electronic equipment, storage medium and vehicle

Abstract

The invention relates to the field of safe driving, in particular to a vehicle tire burst control method, electronic equipment, a storage medium and a vehicle. The vehicle tire burst control method comprises the steps that if it is determined that a first tire of a vehicle bursts, unbalance parameters of the vehicle at the current moment are obtained; the second tire is controlled to rotate towards the first tire side according to the steering angle, the second tire is a rear wheel non-burst tire, and the steering angle is determined according to the unbalance parameter. According to the invention, real-time and effective active safety control can be carried out on the vehicle, so that the safety of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of safe driving, and in particular to a vehicle tire blowout control method, electronic equipment, storage medium and vehicle. Background Art

[0002] With the development of society, the number of cars on the road continues to increase. As vehicle performance improves, speeds are also increasing. While driving brings convenience, it also raises the question of traffic safety. A tire blowout while driving often leads to traffic accidents, and in severe cases, even casualties. Because high-speed tire blowouts occur suddenly and quickly, in many cases, only passive safety measures can protect occupants. These passive safety measures are highly risky and have a low safety margin.

[0003] Therefore, a new tire blowout control strategy is needed to perform real-time and effective active safety control of the vehicle when a tire blows out, so as to improve the safety of the vehicle. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, one object of the present invention is to provide a vehicle tire blowout control method, which has the advantage of being able to perform real-time and effective active safety control on the vehicle.

[0005] According to a first aspect of an embodiment of the present invention, a vehicle tire blowout control method is provided, comprising:

[0006] If it is determined that the first tire of the vehicle has a blowout, obtaining an imbalance parameter of the vehicle at the current moment;

[0007] The second tire is controlled to rotate toward the first tire according to a steering angle, wherein the second tire is a rear non-explosive tire, and the steering angle is determined according to the imbalance parameter.

[0008] In an exemplary embodiment of the present disclosure, the imbalance parameter includes a vehicle yaw variation, and obtaining the vehicle imbalance parameter includes:

[0009] Obtaining an actual yaw angular velocity value of the vehicle collected by the vehicle body sensor at the current moment;

[0010] Obtaining the driving parameters of the vehicle at the current moment;

[0011] taking the difference between the actual yaw rate value and the target yaw rate value of the vehicle at the current moment as the vehicle yaw variation;

[0012] The target yaw rate value is obtained by inputting the driving parameters into a two-degree-of-freedom model of the vehicle.

[0013] In an exemplary embodiment of the present disclosure, the imbalance parameter further includes a first lane line offset, and the first lane line offset includes a first lane line distance offset. Acquiring the imbalance parameter of the vehicle includes:

[0014] Obtaining a first distance between the center point of the rear axle of the vehicle and the lane line at the current moment;

[0015] Obtaining a second distance between the rear axle center point and the lane line at a next moment;

[0016] The difference between the second distance and the first distance is used as the first lane line distance offset.

[0017] In an exemplary embodiment of the present disclosure, the first lane line offset further includes a first lane line angle offset, and obtaining the imbalance parameter of the vehicle includes:

[0018] Obtaining a first angle between the current moment's traveling direction of the vehicle and the lane line;

[0019] Obtaining a second angle between the driving direction and the lane line at a next moment;

[0020] The difference between the second angle and the first angle is used as the first lane line angle offset.

[0021] In an exemplary embodiment of the present disclosure, if the absolute value of the first vehicle yaw change is greater than a first preset angular velocity threshold, the steering angle is determined based on a weighted value of the first lane line distance offset and the first lane line angle offset; wherein the steering angle is positively correlated with the weighted value.

[0022] In an exemplary embodiment of the present disclosure, the steering angle is determined based on the product of the weighted value and a calibration parameter;

[0023] The calibration parameters are determined according to the operating conditions of the vehicle at the current moment.

[0024] In an exemplary embodiment of the present disclosure, the method further includes:

[0025] If the steering angle is greater than a preset steering angle threshold, the second tire is controlled to rotate toward the first tire according to the preset steering angle threshold.

[0026] In an exemplary embodiment of the present disclosure, after controlling the second tire to rotate, the method further includes:

[0027] Obtaining a second vehicle yaw change or a second lane line deviation;

[0028] If the second vehicle yaw change is greater than a second preset angular velocity threshold or the second lane line offset is greater than a preset change threshold, adjusting the hydraulic torque of the third tire to a target hydraulic torque value;

[0029] The third tire is the front wheel on the non-flat tire side, the target hydraulic torque value is determined according to the weighted value, and the target hydraulic torque value is positively correlated with the weighted value.

[0030] In an exemplary embodiment of the present disclosure, the method further includes:

[0031] If the absolute value is less than or equal to the first preset angular velocity threshold, and the lane line recognition result does not include the lane line, the steering angle is determined based on the absolute value; wherein the steering angle is positively correlated with the absolute value.

[0032] In an exemplary embodiment of the present disclosure, determining that a first tire of the vehicle has punctured includes:

[0033] Obtaining a first tire pressure value detected by a tire pressure sensor on the first tire at a previous moment;

[0034] obtaining a second tire pressure value detected by the tire pressure sensor at a third moment, where the third moment is a moment adjacent to the previous moment and before the previous moment;

[0035] If the difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold, it is determined that the first tire has burst.

[0036] According to a second aspect of the present disclosure, there is provided an electronic device, including:

[0037] processor;

[0038] a memory for storing instructions executable by the processor;

[0039] The processor is configured to execute the instructions to implement the vehicle tire blowout control method as described in any one of the first aspects.

[0040] According to a third aspect of the present invention, a computer-readable storage medium is provided. When instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device can execute the vehicle tire blowout control method as described in any one of the first aspects.

[0041] According to a fourth aspect of the present invention, a vehicle is provided, comprising the electronic device according to the second aspect.

[0042] In summary, the vehicle tire blowout control method provided by the present disclosure obtains the current vehicle imbalance parameter upon determining a first tire blowout; and controls the second tire to rotate toward the first tire according to the steering angle, where the second tire is a rear tire that has not blown out, and the steering angle is determined based on the imbalance parameter. This enables real-time and effective active safety control of the vehicle, thereby improving vehicle safety.

[0043] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 is a flow chart of a vehicle tire blowout control method provided according to an exemplary embodiment;

[0045] Figure 2 is a schematic diagram of a lane line offset acquisition process provided according to an exemplary embodiment;

[0046] Figure 3 A schematic diagram of a tire blowout control according to an exemplary embodiment is provided. Figure 1 ;

[0047] Figure 4 A schematic diagram of a tire blowout control according to an exemplary embodiment is provided. Figure 2 ;

[0048] Figure 5 is a block diagram of a vehicle tire blowout control device provided according to an exemplary embodiment;

[0049] Figure 6 is a schematic diagram of a storage medium provided according to an exemplary embodiment;

[0050] Figure 7 is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0051] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0052] The following describes the electric suction lock control method of the embodiment of the present invention with reference to the accompanying drawings. Figure 1 As shown, the above-mentioned vehicle tire blowout control method may include the following steps:

[0053] S1. If it is determined that the first tire of the vehicle has a blowout, obtaining an imbalance parameter of the vehicle at the current moment;

[0054] S2. Control the second tire to rotate toward the first tire according to the steering angle, wherein the second tire is a rear non-explosive tire, and the steering angle is determined according to the imbalance parameter.

[0055] In summary, the vehicle tire blowout control method provided by the present disclosure obtains the current vehicle imbalance parameter upon determining a first tire blowout; and controls the second tire to rotate toward the first tire according to the steering angle, where the second tire is a rear tire that is not blown out, and the steering angle is determined based on the imbalance parameter. This enables real-time and effective active safety control of the vehicle, thereby improving vehicle safety.

[0056] In conjunction with specific embodiments, Figure 1 Each step is described in detail:

[0057] In step S1 , if it is determined that a first tire of the vehicle has burst, an imbalance parameter of the vehicle at the current moment is obtained.

[0058] In an exemplary embodiment of the present disclosure, the determining that a first tire of the vehicle has punctured includes:

[0059] S111, obtaining a first tire pressure value detected by a tire pressure sensor on the first tire at a previous moment;

[0060] S112: Obtain a second tire pressure value detected by the tire pressure sensor at the third moment, where the third moment is a moment adjacent to the previous moment and before the previous moment;

[0061] S113: If the difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold, determine that the first tire has burst.

[0062] In an exemplary embodiment of the present disclosure, each tire of a vehicle is equipped with a tire pressure sensor to monitor its tire pressure in real time. For any tire on the vehicle, if the tire pressure detected by the tire pressure sensor at the previous moment T1 is P1, and the tire pressure detected by the tire pressure sensor at the third moment (i.e., the moment before that) T0 is P0, then the tire is considered to have a blowout if P1 - P0 >= a preset tire pressure threshold P.

[0063] Based on the above content, in an exemplary embodiment of the present disclosure, the imbalance parameter includes a first vehicle yaw variation, and the above-mentioned obtaining of the vehicle imbalance parameter includes:

[0064] S121, obtaining an actual yaw angular velocity value of the vehicle collected by the vehicle body sensor at the current moment;

[0065] S122, obtaining the driving parameters of the vehicle at the current moment;

[0066] S123: Taking the difference between the actual yaw rate value and the target yaw rate value of the vehicle at the current moment as the first vehicle yaw variation.

[0067] The target yaw rate value is obtained by inputting the driving parameters into a two-degree-of-freedom model of the vehicle, that is, the driving parameters are input into the two-degree-of-freedom model of the vehicle to obtain the target yaw rate value.

[0068] In an exemplary embodiment of the present disclosure, the driving parameter may be a driving parameter such as vehicle speed and acceleration, which is not specifically limited in this embodiment. In an exemplary embodiment of the present disclosure, the vehicle two-degree-of-freedom model may adopt an existing vehicle two-degree-of-freedom model calculation formula, which is also not specifically limited in this embodiment.

[0069] In an exemplary embodiment of the present disclosure, driving parameters such as vehicle speed and acceleration are substituted into the vehicle's two-degree-of-freedom model calculation formula to obtain the vehicle's target yaw rate value ψ1 at the current time T2. Furthermore, the difference (ψ0 - ψ1) between the actual yaw rate value ψ0 captured by the vehicle body sensor at the current time T2 and the target yaw rate value ψ1 is calculated. This difference (ψ0 - ψ1) is the first vehicle yaw variation.

[0070] Based on the above, in an exemplary embodiment of the present disclosure, the imbalance parameter includes a first lane line offset, and the first lane line offset includes a first lane line distance offset. The above-mentioned acquisition of the vehicle imbalance parameter includes:

[0071] S131. Obtaining a first distance between the center point of the rear axle of the vehicle and the lane line at the current moment;

[0072] S132. Obtain a second distance between the rear axle center point and the lane line at a next moment;

[0073] S133: Use the difference between the second distance and the first distance as the first lane line distance offset.

[0074] In an exemplary embodiment of the present disclosure, the distance between the center point of the vehicle's rear axle and the lane line can be obtained from an Advanced Driving Assistance System (ADAS). ADAS utilizes various sensors installed on the vehicle (millimeter-wave radar, lidar, monocular and binocular cameras, and satellite navigation) to sense the surrounding environment at all times while the vehicle is in motion, collect data, and perform identification, detection, and tracking of static and dynamic objects. Combined with navigation and map data, ADAS performs systematic calculations and analysis, thereby alerting the driver to potential dangers in advance and effectively improving driving comfort and safety.

[0075] In an exemplary embodiment of the present disclosure, the ADAS system may capture an image of the road on which the car is traveling through a camera, then identify lane lines from the image, and then determine the distance between the center point of the vehicle's rear axle and the lane lines in combination with map data of the vehicle's current position.

[0076] In an exemplary embodiment of the present disclosure, for example Figure 2 As shown, when it is determined that the left rear tire of the vehicle has a flat tire, the first distance between the center point of the rear axle of the vehicle and the lane line at the current moment T2 is d1, and the second distance between the center point of the rear axle of the vehicle and the lane line at the next moment T3 is d2, then the first lane line distance offset is d2-d1.

[0077] In an exemplary embodiment of the present disclosure, the first lane line offset further includes a first lane line angle offset, and obtaining the imbalance parameter of the vehicle includes:

[0078] S141. Obtain a first angle between the current driving direction of the vehicle and the lane line;

[0079] S142: Obtain a second angle between the driving direction and the lane line at a next moment;

[0080] S143: Use the difference between the second angle and the first angle as the first lane line angle offset.

[0081] Similarly, the angle between the vehicle's driving direction and the lane line can be obtained from the ADAS. In an exemplary embodiment of the present disclosure, for example Figure 2 As shown, when it is determined that the left rear tire of the vehicle has a flat tire, the first angle between the vehicle's driving direction and the lane line at the current moment T2 is Φ0, and the first angle between the vehicle's driving direction and the lane line at the next moment T3 is Φ1, then the first lane line angle offset is Φ1-Φ0.

[0082] Based on the above content, in an exemplary embodiment of the present disclosure, if the absolute value of the first vehicle yaw change is greater than a first preset angular velocity threshold, the steering angle is determined based on a weighted value of the first lane line distance offset and the first lane line angle offset; wherein, the steering angle is positively correlated with the weighted value, that is, the larger the weighted value K is, the larger the steering angle α is.

[0083] In an exemplary embodiment of the present disclosure, if the absolute value of the difference (ψ0-ψ1) between the actual yaw rate value ψ0 and the target yaw rate value ψ1, |ψ0-ψ1|, is greater than a first preset angular velocity threshold ψ, the steering angle α of the second tire is determined based on a weighted value of the first lane line distance offset d2-d1 and the first lane line angle offset Φ1-Φ0. Specifically, the weighted value may satisfy the following formula:

[0084] K=a*| d2-d1|+b*|Φ1-Φ0|; (1)

[0085] Wherein, K represents the weighted value, a represents the weight of the first lane line distance offset, and b represents the first lane line angle offset.

[0086] Based on the above, in an exemplary embodiment of the present disclosure, the steering angle is determined based on the product of the weighted value and a calibration parameter; wherein the calibration parameter is determined based on the operating condition of the vehicle at the current moment. That is, the above method further includes:

[0087] S31, obtaining the operating condition of the vehicle at the current moment;

[0088] S32, determining calibration parameters corresponding to the working condition;

[0089] S33, calculating the product of the calibration parameter and the weighted value;

[0090] S34. Determine a steering angle of the second tire according to the product to control the second tire to rotate toward the first tire.

[0091] In an exemplary embodiment of the present disclosure, the vehicle's operating condition can be determined based on the vehicle's throttle state and brake signal. The vehicle's operating conditions include acceleration, braking, and coasting. Acceleration has the largest calibration coefficient, followed by coasting, and braking has the smallest. Furthermore, after determining the calibration coefficient c, the product c*K of the calibration parameter and the weighted value is calculated, and then the steering angle α of the second tire is determined based on the product c*K. The steering angle α is positively correlated with the product c*K. That is, the larger the product c*K, the larger the steering angle α.

[0092] Based on the above content, in an exemplary embodiment of the present disclosure, the above method further includes:

[0093] In step S2, the second tire is controlled to rotate toward the first tire according to the steering angle.

[0094] In an exemplary embodiment of the present disclosure, for example Figure 3 As shown in FIG, the first tire (i.e., the flat tire) is the left rear tire of the vehicle, and the second tire is the right rear tire. Then the right rear tire is controlled to rotate toward the first tire side (i.e., the left side) by an angle α.

[0095] S4. If the steering angle is greater than a preset steering angle threshold, control the second tire to rotate toward the first tire according to the preset steering angle threshold.

[0096] For example Figure 3 As shown, when the first tire (i.e., the flat tire) is the left rear tire of the vehicle, if the steering angle α determined according to the product c*K or the weighted value K is greater than the preset steering angle threshold β (i.e., the maximum rotatable angle of the wheel), the right rear tire is rotated by an angle β toward the first tire side (i.e., the left side).

[0097] Based on the above content, in an exemplary embodiment of the present disclosure, after controlling the second tire to rotate, the method further includes:

[0098] S51, obtaining a second vehicle yaw change or a second lane line offset;

[0099] S52: If the second vehicle yaw variation is greater than a second preset angular velocity threshold or the second lane line offset is greater than a preset variation threshold, adjust the hydraulic torque of the third tire to the target hydraulic torque value.

[0100] Wherein, the third tire is the front wheel on the non-flat tire side, the target hydraulic torque value is determined according to the weighted value; and the target hydraulic torque value is positively correlated with the weighted value;

[0101] In an exemplary embodiment of the present disclosure, the second vehicle yaw variation is obtained in a manner similar to the first vehicle yaw variation, and the second lane line offset is obtained in a manner similar to the second lane line offset, which will not be repeated here in this embodiment.

[0102] Similarly, the second lane line offset includes a second lane line distance offset and / or a second lane line angle offset. If the second lane line distance offset is greater than a preset distance threshold or the second lane line angle offset is greater than a preset angle threshold, the second lane line offset is determined to be greater than the preset offset threshold. Furthermore, if the second vehicle yaw change is greater than a second preset angular velocity threshold or the second lane line offset is greater than a preset offset threshold, the target hydraulic torque value of the third tire is determined based on the weighted value K or the product c*K, wherein the target hydraulic torque value is positively correlated with the weighted value K or the product c*K. That is, the larger the weighted value K or the product c*K, the greater the target hydraulic torque value.

[0103] For example Figure 4 As shown, the first tire (i.e., the flat tire) is the left rear tire of the vehicle, and the third tire is the right front tire. Then, a pressure F1 is applied to the right front tire to adjust the hydraulic torque of the right front tire to the target hydraulic torque value.

[0104] For example Figure 4 As shown, if the first tire (i.e., the punctured tire) is the right front tire of the vehicle, and the second tire is the right rear tire, then the right rear tire is controlled to rotate toward the first tire (i.e., the left side) by an angle α or an angle β. If the first tire (i.e., the punctured tire) is the right front tire of the vehicle, and the third tire is the left front tire, then pressure F1 is applied to the left front tire to adjust the hydraulic torque of the left front tire to the target hydraulic torque value.

[0105] Based on the above content, in an exemplary embodiment of the present disclosure, if the absolute value is less than or equal to the first preset angular velocity threshold, and the lane line recognition result does not include the lane line, the steering angle of the second tire is determined based on the absolute value; wherein, the steering angle is positively correlated with the absolute value.

[0106] In an exemplary embodiment of the present disclosure, if |ψ0-ψ1| is less than or equal to a first preset angular velocity threshold ψ and the ADAS fails to identify a lane line in the camera image of the road the vehicle is traveling on, the steering angle α of the second tire is determined based on |ψ0-ψ1|. The steering angle α is positively correlated with |ψ0-ψ1|. That is, the greater |ψ0-ψ1|, the greater the steering angle α.

[0107] In summary, the vehicle tire blowout control method provided by the present disclosure, on the one hand, can calculate the steering angle of the rear non-blowout tire when determining that the vehicle has a tire blowout, and control the rear non-blowout tire to rotate toward the side of the blowout tire according to the steering angle, so as to timely suppress the trend of vehicle instability; on the other hand, there is no need to reduce braking or feedback and other stability controls on the vehicle, thereby avoiding the vehicle deceleration or frustration caused by stability controls such as reduced braking or feedback, making the vehicle smoother after a tire blowout and reducing the driver's tension; thirdly, the steering angle of the rear non-blowout tire is determined by the obtained lane line offset, so that the offset control is more precise.

[0108] After introducing the vehicle tire burst control method according to the exemplary embodiment of the present invention, Figure 5 A vehicle tire burst control device according to an exemplary embodiment of the present invention will be described.

[0109] refer to Figure 5 As shown, a vehicle tire blowout control method 50 according to an exemplary embodiment of the present invention may include:

[0110] The imbalance parameter acquisition module 501 acquires the imbalance parameter of the vehicle at the current moment if it is determined that the first tire of the vehicle has blown out;

[0111] The tire steering control module 502 is configured to control the second tire to rotate toward the first tire according to the steering angle, wherein the second tire is a rear non-explosive tire, and the steering angle is determined according to the imbalance parameter.

[0112] In an exemplary embodiment of the present disclosure, the imbalance parameter includes a vehicle yaw variation, and the imbalance parameter acquisition module includes:

[0113] an actual yaw angular velocity value acquiring unit, configured to acquire an actual yaw angular velocity value of the vehicle collected by the vehicle body sensor at the current moment;

[0114] A driving parameter acquisition unit, configured to acquire the driving parameters of the vehicle at the current moment;

[0115] a vehicle yaw variation determination unit, configured to use a difference between the actual yaw angular velocity value and the target yaw angular velocity value of the vehicle at the current moment as the vehicle yaw variation;

[0116] The target yaw rate value is obtained by inputting the driving parameters into a two-degree-of-freedom model of the vehicle.

[0117] In an exemplary embodiment of the present disclosure, the imbalance parameter further includes a first lane line offset, the first lane line offset includes a first lane line distance offset, and the imbalance parameter acquisition module includes:

[0118] A first distance acquisition unit, configured to acquire a first distance between the center point of the rear axle of the vehicle and the lane line at the current moment;

[0119] a second distance acquiring unit, configured to acquire a second distance between the center point of the rear axle and the lane line at a next moment;

[0120] The first lane line distance offset determining unit is configured to use the difference between the second distance and the first distance as the first lane line distance offset.

[0121] In an exemplary embodiment of the present disclosure, the first lane line offset further includes a first lane line angle offset, and the imbalance parameter acquisition module includes:

[0122] A first angle obtaining unit, configured to obtain a first angle between the current driving direction of the vehicle and the lane line;

[0123] A second angle obtaining unit, configured to obtain a second angle between the driving direction and the lane line at a next moment;

[0124] The first lane line angle offset determining unit is configured to use the difference between the second angle and the first angle as the first lane line angle offset.

[0125] In an exemplary embodiment of the present disclosure, if the absolute value of the first vehicle yaw change is greater than a first preset angular velocity threshold, the steering angle is determined based on a weighted value of the first lane line distance offset and the first lane line angle offset; wherein the steering angle is positively correlated with the weighted value.

[0126] In an exemplary embodiment of the present disclosure, the steering angle is determined based on the product of the weighted value and a calibration parameter;

[0127] The calibration parameters are determined according to the operating conditions of the vehicle at the current moment.

[0128] In an exemplary embodiment of the present disclosure, the tire steering control module further includes:

[0129] The tire steering control unit is configured to control the second tire to rotate toward the first tire according to the preset steering angle threshold if the steering angle is greater than a preset steering angle threshold.

[0130] In an exemplary embodiment of the present disclosure, the apparatus further includes:

[0131] A hydraulic torque adjustment module, the hydraulic torque adjustment module comprising:

[0132] a second vehicle yaw variation obtaining unit, configured to obtain a second vehicle yaw variation or a second lane line deviation after controlling the second tire to rotate;

[0133] a hydraulic torque adjustment unit, configured to adjust the hydraulic torque of the third tire to a target hydraulic torque value if the second vehicle yaw change is greater than a second preset angular velocity threshold or the second lane line offset is greater than a preset change threshold;

[0134] The third tire is the front wheel on the non-flat tire side, the target hydraulic torque value is determined according to the weighted value, and the target hydraulic torque value is positively correlated with the weighted value.

[0135] In an exemplary embodiment of the present disclosure, if the absolute value is less than or equal to the first preset angular velocity threshold, and the lane line recognition result does not include the lane line, the steering angle of the second tire is determined based on the absolute value; wherein, the steering angle is positively correlated with the absolute value.

[0136] In an exemplary embodiment of the present disclosure, the imbalance parameter acquisition module includes:

[0137] a first tire pressure value acquiring unit, configured to acquire a first tire pressure value detected by the tire pressure sensor on the first tire at a previous moment;

[0138] a second tire pressure value acquiring unit, configured to acquire a second tire pressure value detected by the tire pressure sensor at a third moment, wherein the third moment is a moment adjacent to the previous moment and before the previous moment;

[0139] The tire blowout determining unit is configured to determine that the first tire has blown out if a difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold.

[0140] Since the functional modules of the vehicle tire blowout control device according to the embodiment of the present invention are the same as those in the above-mentioned vehicle tire blowout control method according to the embodiment of the present invention, they will not be described in detail here.

[0141] After introducing the vehicle tire burst control method and vehicle tire burst control device according to the exemplary embodiment of the present invention, the following is a reference to Figure 6 The storage medium according to the exemplary embodiment of the present invention is described. Figure 6 As shown, a program product 600 for implementing the above method according to an embodiment of the present invention is described. The program product 600 may be a portable compact disc read-only memory (CD-ROM) and include program code, and may be run on a device such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, a readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0142] The program product may be implemented in any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or component, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0143] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium that can transmit, propagate, or transfer a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0144] The program code that comprises on the readable medium can be transmitted with any appropriate medium, including but not limited to wireless, wired, optical cable, RF etc., or above-mentioned any suitable combination.Can write the program code that is used to carry out the operation of the present invention with any combination of one or more programming languages, described programming language comprises object-oriented programming language-such as Java, C++ etc., also comprises conventional procedural programming language-such as " C " language or similar programming language.Program code can be executed completely on user computing device, partly on user computing device, partly on remote computing device, or execute completely on remote computing device or server.In the situation that relates to remote computing device, remote computing device can be connected to user computing device by the network of any kind, including local area network (LAN) or wide area network (WAN), perhaps, can be connected to external computing device (for example, utilizing Internet service provider to connect by Internet).

[0145] After introducing the storage medium of the exemplary embodiment of the present invention, next, reference is made to Figure 7 An electronic device according to an exemplary embodiment of the present invention is described.

[0146] Figure 7 The electronic device 70 shown is only an example and should not limit the functionality and scope of use of the embodiments of the present invention.

[0147] like Figure 7 As shown, the electronic device 70 is in the form of a general-purpose computing device. The components of the electronic device 70 may include but are not limited to: the at least one processing unit 710 mentioned above, the at least one storage unit 720 mentioned above, a bus 730 connecting different system components (including the storage unit 720 and the processing unit 710), and a display unit 740. The storage unit stores program code, and the program code can be executed by the processing unit 710, so that the processing unit 710 performs the steps according to various exemplary embodiments of the present invention described in the "Exemplary Method" section above. For example, the processing unit 710 may perform the following steps: Figure 1 Steps S1 to S3 shown in FIG.

[0148] The storage unit 720 may include a volatile storage unit, such as a random access memory unit (RAM) 5201 and / or a cache memory unit 7202, and may further include a read-only memory unit (ROM) 5203. The storage unit 720 may also include a program / utility 7204 having a set (at least one) of program modules 7205. Such program modules 7205 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data. Each of these examples or some combination thereof may include the implementation of a network environment.

[0149] The bus 730 may include a data bus, an address bus, and a control bus.

[0150] The electronic device 70 can also communicate with one or more external devices 80 (e.g., a keyboard, pointing device, Bluetooth device, etc.), and such communication can be performed via an input / output (I / O) interface 750. The electronic device 70 also includes a display unit 740, which is connected to the input / output (I / O) interface 750 for display. Furthermore, the electronic device 70 can communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network such as the Internet) via a network adapter 760. As shown, the network adapter 760 communicates with other modules of the electronic device 70 via a bus 730. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with the electronic device 70, including but not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems. It should be noted that although the above detailed description mentions several modules or submodules of the vehicle tire blowout control device, this division is merely exemplary and not mandatory. In fact, according to the embodiment of the present invention, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided into multiple units / modules to be embodied.

[0151] In an exemplary embodiment of the present invention, a vehicle is also provided, comprising: Figure 5 The vehicle's tire blowout control device, or Figure 7 Electronic devices shown.

[0152] Furthermore, although the operations of the method of the present invention are described in a particular order in the accompanying drawings, this does not require or imply that these operations must be performed in this particular order, or that all illustrated operations must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

[0153] Although the spirit and principles of the present invention have been described with reference to several specific embodiments, it should be understood that the present invention is not limited to the specific embodiments of the invention, and the division into various aspects does not mean that the features of these aspects cannot be combined to benefit. Such division is only for the convenience of expression. The present invention is intended to cover various modifications and equivalent arrangements included in the spirit and scope of the appended claims.

Claims

1. A vehicle tire blowout control method, characterized in that: include: If it is determined that the first tire of the vehicle has a blowout, obtaining an imbalance parameter of the vehicle at the current moment; The second tire is controlled to rotate toward the first tire according to a steering angle, wherein the second tire is a rear non-explosive tire, and the steering angle is determined according to the imbalance parameter.

2. The method according to claim 1, characterized in that The imbalance parameter includes a vehicle yaw variation, and obtaining the vehicle imbalance parameter includes: Obtaining an actual yaw angular velocity value of the vehicle collected by the vehicle body sensor at the current moment; Obtaining the driving parameters of the vehicle at the current moment; taking the difference between the actual yaw rate value and the target yaw rate value of the vehicle at the current moment as the vehicle yaw variation; The target yaw rate value is obtained by inputting the driving parameters into a two-degree-of-freedom model of the vehicle.

3. The method according to claim 2, characterized in that The imbalance parameter further includes a first lane line offset, and the first lane line offset includes a first lane line distance offset. Acquiring the imbalance parameter of the vehicle includes: Obtaining a first distance between the center point of the rear axle of the vehicle and the lane line at the current moment; Obtaining a second distance between the rear axle center point and the lane line at a next moment; The difference between the second distance and the first distance is used as the first lane line distance offset.

4. The method according to claim 3, characterized in that The first lane line offset also includes a first lane line angle offset, and obtaining the imbalance parameter of the vehicle includes: Obtaining a first angle between the current moment's traveling direction of the vehicle and the lane line; Obtaining a second angle between the driving direction and the lane line at a next moment; The difference between the second angle and the first angle is used as the first lane line angle offset.

5. The method according to claim 4, characterized in that If the absolute value of the first vehicle yaw change is greater than a first preset angular velocity threshold, the steering angle is determined based on a weighted value of the first lane line distance offset and the first lane line angle offset; wherein the steering angle is positively correlated with the weighted value.

6. The method according to claim 5, characterized in that The steering angle is determined based on the product of the weighted value and a calibration parameter; The calibration parameters are determined according to the operating conditions of the vehicle at the current moment.

7. The method according to claim 6, characterized in that The method further comprises: If the steering angle is greater than a preset steering angle threshold, the second tire is controlled to rotate toward the first tire according to the preset steering angle threshold.

8. The method according to any one of claims 5 to 7, characterized in that After controlling the second tire to rotate, the method further includes: Obtaining a second vehicle yaw change or a second lane line deviation; If the second vehicle yaw change is greater than a second preset angular velocity threshold or the second lane line offset is greater than a preset change threshold, adjusting the hydraulic torque of the third tire to a target hydraulic torque value; The third tire is the front wheel on the non-flat tire side, the target hydraulic torque value is determined according to the weighted value, and the target hydraulic torque value is positively correlated with the weighted value.

9. The method according to claim 5, characterized in that If the absolute value is less than or equal to the first preset angular velocity threshold, and the lane line recognition result does not include the lane line, the steering angle is determined based on the absolute value; wherein the steering angle is positively correlated with the absolute value.

10. The method according to any one of claims 1 to 7 or 9, characterized in that Determining a first tire blowout of the vehicle includes: Obtaining a first tire pressure value detected by a tire pressure sensor on the first tire at a previous moment; obtaining a second tire pressure value detected by the tire pressure sensor at a third moment, where the third moment is a moment adjacent to the previous moment and before the previous moment; If the difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold, it is determined that the first tire has burst.

11. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the vehicle tire blowout control method according to any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that When the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to execute the vehicle tire burst control method according to any one of claims 1 to 10.

13. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 11.

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