Vehicle control method and related product

Abstract

A vehicle control method and related products relate to the technical field of vehicles, and the method comprises the following steps: under the condition that a tire of a first wheel of a vehicle bursts and the required braking force of the vehicle is greater than a braking force threshold value, determining the distributed braking force of the first wheel, the distributed braking force being used for indicating the distributed braking force of the wheels, the distributed braking force of the first wheel is smaller than the required braking force, so that deviation, drifting and even rollover of the vehicle can be effectively prevented under the working condition of tire burst of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method and related products. Background Technology

[0002] Stability control of vehicles in the event of sudden and serious malfunctions has long been a core issue of concern in the automotive industry. Tire blowouts, as a common and dangerous situation, can cause vehicles to lose stability instantly, leading to traffic accidents. During a tire blowout, the tire's rolling radius changes abruptly, grip drops sharply, and the vehicle's dynamic characteristics undergo drastic and asymmetrical changes, making it highly susceptible to severe veering, fishtailing, or even rollover.

[0003] How to reduce the safety risks of vehicles under tire blowout conditions is a problem that engineers in the automotive engineering field urgently need to solve. Summary of the Invention

[0004] This application provides a vehicle control method and related products that effectively reduce instability in the event of a tire blowout and improve vehicle safety.

[0005] Firstly, embodiments of this application provide a vehicle control method capable of controlling a vehicle comprising multiple wheels. For ease of description, some of the following solutions use a vehicle control device as an exemplary execution subject; in specific embodiments, the subject executing the method may be other devices or modules.

[0006] The vehicle control method includes: the vehicle control device determines that the first wheel of the vehicle has suffered a tire blowout, and the first wheel belongs to multiple wheels. If the required braking force is greater than a braking force threshold, the vehicle control device determines the distributed braking force to the first wheel, and the distributed braking force to the first wheel is less than the required braking force.

[0007] Braking force refers to the force generated by the braking system during vehicle braking, used to impede vehicle movement or reduce speed; it is the core force for vehicle deceleration and stopping. Demand braking force is the initial braking force value generated for the wheels, representing the required braking force based on the braking operation. Distributed braking force is the actual braking force value actually distributed to the wheels after adjustment by the vehicle control device based on the vehicle's operating conditions (such as a tire blowout). In other words, distributed braking force indicates the actual braking force distributed to the wheels. The braking force threshold is a safety threshold used to limit the distributed braking force of the blown-out wheel in situations with high braking force output posing a safety risk. Optionally, the braking force threshold can be a preset value or a user-defined value. This braking force threshold can be 0.

[0008] In the event of a tire blowout, the driver or other control system will typically apply the brakes. Once braking is applied, the braking force is applied to the wheels, causing the vehicle to slow down. A certain range of braking force can help reduce speed and avoid the risk of a blowout, but excessive braking force can worsen the loss of wheel control. Especially when the driver depresses the brake pedal at a large angle, it is difficult to intervene through electronic feedback or assistance functions, making it highly susceptible to vehicle instability in the event of a tire blowout.

[0009] In this embodiment, a braking force threshold is set for the braking force generated by the braking system based on the vehicle's required braking force. When the required braking force exceeds the braking force threshold, the braking force distribution of the blown tire is controlled to be lower than the required braking force. This effectively avoids wheel lock-up caused by applying excessive braking force after a tire blowout, reduces vehicle instability in the event of a tire blowout, and improves vehicle safety.

[0010] Furthermore, the distribution of braking force is typically handled by traditional braking systems, such as hydraulic braking systems. When a driver panics and slams on the brakes, these systems execute commands without restraint, transferring excessive braking force to the wheels and further exacerbating the loss of control. In the above solution, the vehicle control unit, after generating the required braking force, limits the distribution of that force based on its magnitude and the electro-mechanical braking (EMB) system. Thus, the generation and limitation of the required braking force are decoupled. This solution does not disrupt the original logic for determining the required braking force, is compatible with existing braking force determination schemes, and reduces adaptation difficulty and cost.

[0011] For example, the vehicle control device is a controller in the first vehicle, such as an advanced driving assistant system (ADAS), an autonomous driving system (ADS), a mobile data center (MDC) (or autonomous driving domain controller), a vehicle domain controller (VDC), a cockpit domain controller (CDC), or a component within the controller, such as a chip.

[0012] In some solutions, the core of the required braking force lies in the unmodified original braking command in the vehicle control logic. Regardless of whether the source is the pedal signal, the autonomous driving algorithm, or system fault protection, it ultimately manifests as the generated initial braking force value. Compared to traditional solutions that rely on brake pedal travel to determine the required braking force, this solution decouples the braking force distribution process from the generation process in different braking force generation scenarios. After obtaining the required braking force in various scenarios, the braking force can be limited, enriching the feasible scenarios of the control method.

[0013] In some situations, the required braking force originates from the driver's actions (such as pressing the brake pedal or engaging the parking brake). Different actions correspond to different initial braking force values. In other situations, the required braking force originates from system commands. For example, this system could be the aforementioned vehicle control device, which determines that braking is required in the current operating condition and generates relevant commands and corresponding initial braking force values. This is particularly suitable for autonomous driving scenarios, ensuring that the autonomous driving system can safely and stably execute braking strategies even after a tire blowout, avoiding the risk of loss of control being exacerbated by programmed forceful braking. In still other situations, the required braking force originates from the hardware structure. For example, in a redundant braking system, motor reverse drag (or kinetic energy recovery) will also generate required braking force and has a corresponding initial braking force value even without driver operation or system commands.

[0014] To further adjust the vehicle's posture and avoid safety risks, in one possible implementation, the braking force of wheels other than the wheel with the blown tire is limited. This method includes, but is not limited to, the following operations: the vehicle control device determines the distributed braking force of the wheels other than the first wheel based on the position of the first wheel. Addressing the asymmetric impact of the blowout location on vehicle dynamics, the braking force of other non-blowout wheels (such as wheels other than the first wheel in the vehicle) is finely controlled, making the overall vehicle braking force distribution more consistent with the actual stability requirements of the vehicle, thereby more effectively resisting instability trends such as veering and fishtailing caused by a blowout. Furthermore, the vehicle control device can determine the distributed braking force of each wheel other than the first wheel.

[0015] Furthermore, the required braking force is the same for each of the vehicle's multiple wheels. This means that the initial braking force value of each wheel is consistent, and the required braking force of other wheels can be adjusted based on the limitation of the required braking force of the wheel with the blown tire, using the specific position of the other wheels to ensure the stability of the vehicle's posture.

[0016] In one possible implementation, the braking force distributed to the first wheel is less than that distributed to all other wheels besides the first wheel. This minimizes the braking load on the most vulnerable wheel with the blown tire, prioritizing preventing it from locking up and preserving steering capability as much as possible to stabilize the vehicle's attitude and ensure driving safety. For example, the braking force distributed to the first wheel is 10%-30% of the required braking force.

[0017] Considering the change in grip caused by tire deformation after a tire blowout, which may lead to increased friction on the first wheel, in one possible implementation, the distributed braking force of the second wheel is greater than that of the first wheel. The other wheels include the second wheel, which is a coaxial wheel of the first wheel. The distributed braking force of the second wheel can be based on pre-calibration. For example, the distributed braking force of the second wheel is greater than that of the first wheel, but less than N times the distributed braking force of the first wheel, where N is a positive integer greater than 1 and less than or equal to 5. Applying a weaker braking force than that to the non-blowout wheel coaxial with the blown tire balances the difference in braking force between the left and right sides of the axle, effectively preventing the vehicle from swerving or veering sharply due to excessive braking on one side, thus improving the vehicle's directional stability. By pre-calibrating the distributed braking force of the second wheel, the rationality and adaptability of the limiting strategy are ensured, enabling it to cope with different vehicle models and operating conditions.

[0018] In addition to calibration, the distributed braking force of the second wheel can also be determined based on the distributed braking force of the first wheel. In one possible implementation, the other wheels include the second wheel, which is a coaxial wheel of the first wheel, and the distributed braking force of the second wheel is related to the distributed braking force of the first wheel.

[0019] Optionally, the distributed braking force of the second wheel is determined based on the distributed braking force of the first wheel and the change in friction caused by a tire blowout. The change in friction can be preset / calibrated or determined in real time based on factors such as road conditions and vehicle speed.

[0020] Optionally, the braking force distributed to the second wheel is 50%-70% of the required braking force.

[0021] Considering that the optimal solution for a vehicle under tire blowout conditions is continuous deceleration until it comes to a stop, the braking force distributed to the second wheel must take into account both vehicle braking and axle balance, while the braking force distributed to the other wheels must also ensure the vehicle's deceleration efficiency. In one possible implementation, the other wheels also include a third wheel, which is a wheel that is not on the same axle or side as the first wheel. The braking force distributed to the third wheel is greater than that distributed to the first wheel, and also greater than that distributed to the second wheel. In the above implementation, the third wheel can be a diagonal wheel of the first wheel. By applying a relatively higher braking force to the diagonal wheel, more effective longitudinal deceleration of the entire vehicle can be provided, and the yaw moment generated by its braking can help counteract the vehicle's rotational tendency caused by the tire blowout, thereby enhancing the vehicle's yaw stability.

[0022] Optionally, the braking force distributed to the third wheel is 80%-100% of the required braking force.

[0023] Considering the potential for vehicle skidding and yaw caused by a tire blowout, in one possible implementation, the other wheels include a fourth wheel. The braking force distributed to the fourth wheel is related to the vehicle's yaw rate, and its distribution does not exceed the required braking force. In this implementation, there is no upper limit (not exceeding the required braking force) on the braking force of the wheel on the same side as the blown tire (i.e., the fourth wheel), but it is dynamically adjusted based on the vehicle's yaw rate (e.g., yaw rate deviation). For example, in cases of severe yaw, the distributed braking force of the fourth wheel is increased to stabilize the vehicle's posture. The distributed braking force of the fourth wheel may change in real time, providing the main longitudinal deceleration force while dynamically fine-tuning its braking force based on the vehicle's real-time yaw attitude deviation (e.g., whether skidding occurs). This allows the vehicle to obtain sufficient deceleration while simultaneously correcting its direction of travel in real time, significantly improving the overall stability and controllability of the vehicle after a tire blowout and preventing rollover.

[0024] The vehicle's yaw rate is measured using various parameters, including but not limited to: yaw rate, steering wheel angle, lateral acceleration, yaw angle, and yaw moment. In one possible implementation, the yaw rate includes the vehicle's yaw rate, and the method includes, but is not limited to, the following operation: the vehicle control unit determines the distribution of braking force to the fourth wheel based on the deviation between the vehicle's yaw rate and the desired yaw rate.

[0025] Optionally, the vehicle control device inputs the vehicle yaw rate and the desired yaw rate into a corresponding yaw controller, such as a proportional-integral-differential (PID) controller, to obtain the distributed braking force to the fourth wheel. Accordingly, the yaw controller has preset calibration parameters and determines the corresponding result based on the input data. This provides a stable, reliable, and widely applicable dynamic adjustment method for adjusting yaw conditions under tire blowout conditions. Alternatively, the vehicle control device inputs the deviation between the vehicle yaw rate and the desired yaw rate into the yaw controller to obtain the distributed braking force to the fourth wheel.

[0026] Optionally, based on the characteristics of the yaw controller, the vehicle control device inputs data to the yaw controller at the first time to obtain the distributed braking force of the fourth wheel at the second time. The first time is adjacent to the second time and is located before the second time. The above operation is repeated to realize the dynamic adjustment of the fourth wheel.

[0027] Alternatively, the vehicle's yaw rate can be determined by a gyroscope in the vehicle.

[0028] Under normal circumstances, a vehicle's braking force output relies on a hydraulic braking system (HBS), which is typically controlled manually by the driver (e.g., by pressing a hydraulic pedal). Therefore, in this embodiment, the vehicle control device can control the braking force of each wheel based on a braking control system linked to the hydraulic braking system (or other braking schemes). In one possible implementation, the vehicle further includes a braking control system, and the above method includes, but is not limited to, the following operation: the vehicle control device sends a first command to the braking control system, the first command instructing the braking control system to brake based on the distributed braking force. This braking control system features fast response and individual wheel control. Based on this, the aforementioned refined graded braking force distribution strategy is reliably and efficiently implemented, ensuring the rapid and accurate execution of control commands.

[0029] Optionally, the braking control system includes an electro-mechanical brake (EMB) system.

[0030] In one possible implementation, the vehicle control device can determine that the first wheel has blown out based on one or more parameters involved in the blowout condition. Exemplarily, the method includes, but is not limited to, the following operations: the vehicle control device acquires wheel parameter information for each wheel of the vehicle, wherein the wheel parameter information includes, but is not limited to, tire pressure information and / or wheel speed information. By utilizing existing vehicle sensor information (wheel speed, tire pressure), the blowout event and its location can be quickly and accurately identified, providing a timely and reliable basis for subsequent targeted braking intervention.

[0031] Optionally, the vehicle control device determines that the first wheel has blown out based on the aforementioned wheel parameter information. For example, a blowout can be determined when the tire pressure information indicates a sudden change in the tire pressure value of the first wheel. More specifically, a blowout can be determined when the tire pressure information indicates that the tire pressure value of the first wheel is 0 or below a tire pressure safety threshold. The tire pressure safety threshold can be a predefined value.

[0032] For example, wheel parameter information includes wheel speed information. Wheel speed information can reflect the wheel's real-time speed, speed change value, speed change rate, etc. In a tire blowout condition, wheel deformation causes a sudden change in grip, resulting in a sudden change in the wheel's real-time speed or speed change value. As one possible implementation, the vehicle control device can determine that the first wheel has blown out if the wheel parameter information of the first wheel meets a first condition. The first condition includes, but is not limited to: a speed deviation value greater than or equal to a first threshold, the speed deviation value belonging to the wheel speed information, and / or, a deviation duration greater than or equal to a second threshold, the deviation duration belonging to the wheel speed information. The first and second thresholds can be preset.

[0033] In one possible implementation, the vehicle control method further includes: a vehicle control device determining the vehicle's required braking force. Exemplarily, the vehicle control device may determine the vehicle's required braking force based on a braking force reference value generated under scenarios such as driver operation, autonomous driving algorithm control, or system fault protection. Optionally, the vehicle's required braking force includes the required braking force corresponding to each wheel, and the required braking force corresponding to each wheel in the vehicle is the same. Therefore, the process of determining the vehicle's required force is the process of determining the required braking force corresponding to each wheel (e.g., the first wheel, the second wheel, the third wheel, or the fourth wheel).

[0034] Optionally, the vehicle control device determines the required braking force of the vehicle based on driver operation. For example, the vehicle control device acquires brake pedal information and determines the required braking force of the vehicle based on the brake pedal information. The brake pedal information is generated based on driver operation and indicates relevant information about the brake pedal, such as pedal travel and depressor rate.

[0035] In the event of a tire blowout, besides the vehicle control system distributing braking force, the driver's response is also crucial. For example, when dealing with a tire blowout, the driver should apply the brakes intermittently to gradually reduce the vehicle's speed until it stops. However, in an emergency, a panicked driver might slam on the brakes, which is detrimental to the vehicle and could worsen the skidding or even cause it to roll over. To prevent such driver errors, in one possible implementation, the vehicle control system can identify the error and perform relevant actions (such as ignoring the command generated by the error) and execute the method provided in the embodiments of this application.

[0036] In the event of a tire blowout, forcefully pressing the brake pedal constitutes a misoperation. In one possible implementation, the vehicle control unit can identify whether the driver forcefully pressed the brake pedal during a tire blowout. The method further includes: the vehicle control unit determining the driver's braking intention based on brake pedal information, the braking intention indicating whether it was a misoperation.

[0037] In this implementation, the vehicle's required braking force is generated by the driver pressing the brake pedal. Therefore, the magnitude of the required braking force can be used to determine whether it is a case of accidental braking. For example, if the required braking force exceeds a braking force threshold, the driver's braking intention is determined to be accidental braking. Real-time sensing of the intensity of the driver's or system's braking intention (the magnitude of the vehicle's required braking force) provides a direct basis for determining whether it belongs to a "high-intensity accidental braking" scenario (such as using a braking force threshold to measure whether it is a high-intensity braking).

[0038] In one possible implementation, the vehicle control method further includes: a vehicle control device determining the driver's braking intention based on brake pedal information. Wherein, if the brake pedal information satisfies a second condition, the braking intention is used to indicate accidental brake application. The second condition includes, but is not limited to: a pedal depress speed greater than or equal to a third threshold, the pedal depress speed belonging to the brake pedal information, and / or, a pedal depress distance greater than or equal to a fourth threshold, the pedal depress distance belonging to the brake pedal information.

[0039] Furthermore, in the event that the driver's braking intention is mistakenly applied to the brakes, the aforementioned steps for determining the distribution of braking force to the first wheel are performed to ensure driving safety.

[0040] Effectively identifying irrational and violent braking actions (misoperation) by drivers due to panic caused by tire blowouts is one of the key conditions for triggering this set of protective braking intervention strategies. This avoids unnecessary restrictions during normal braking and only limits braking force in cases of misoperation.

[0041] For example, pedal depress speed represents the urgency of the driver's braking operation, while pedal travel represents the force of the braking. Based on the urgency and force of the driver's braking operation, it can be determined whether the driver's braking intention is accidental. By grasping the driver's sense of urgency through pedal depress speed, the driver's psychological state (such as braking intention) can be determined accurately and efficiently using only brief information (such as the pedal depress speed and pedal travel mentioned above).

[0042] In one possible implementation, the method further includes: the vehicle control device acquiring the degree of driving risk of the vehicle. Based on the degree of driving risk, the vehicle control device determines the response time for distributing braking force to each wheel of the vehicle; the higher the degree of driving risk, the shorter the response time.

[0043] In the above implementation, the vehicle control device intelligently adjusts the urgency of braking intervention dynamically according to the real-time status of the vehicle (such as high-speed straight driving, which carries a high risk). It activates protective measures as quickly as possible under the highest-risk conditions, maximizing the initiative in stable control and increasing the intelligence of the vehicle and the richness of response decisions in various scenarios.

[0044] Considering that vehicle driving risks originate from the external environment or vehicle condition, in one possible implementation, the degree of vehicle driving risk can be measured based on the vehicle condition. For example, the vehicle condition may include one or more vehicle-related parameters, such as steering wheel angle and vehicle speed. In one possible implementation, the vehicle control device acquires risk-related information, including steering wheel angle information and / or vehicle speed information. Based on the risk-related information, the vehicle control device determines the degree of vehicle driving risk.

[0045] For example, when steering wheel angle information indicates that the steering wheel is in a turning state (e.g., the steering wheel angle value is not 0), the risk of a tire blowout is extremely high. The vehicle's posture is already unstable or prone to tilting when turning; a tire blowout would obviously exacerbate this instability, thus resulting in a high level of driving risk. As another example, a high level of driving risk is determined when the wheels are traveling at high speeds.

[0046] In the event of a tire blowout, to ensure vehicle safety, the vehicle needs to be controlled by the system / driver to gradually decelerate. In one possible implementation, the method further includes: the vehicle control device outputting a first warning message to indicate a first tire blowout. This first warning message can be delivered via voice, text, image display, vibration, etc. The vehicle control device promptly and clearly informs the driver of the tire blowout hazard, alleviating their panic. Optionally, the vehicle control device controls a display device to output the first warning message; the display device includes, but is not limited to, a display screen, a head-up display (HUD), and a lighting module.

[0047] In one possible implementation, the above method includes, but is not limited to, the following operations: the vehicle control device outputs a second prompt message, which prompts the driver to take appropriate actions in response to a tire blowout. The vehicle control device guides the driver to take correct actions (such as maintaining steering) through visual guidance (e.g., HUD, voice) to avoid human error exacerbating the danger. Optionally, the vehicle control device controls a display device and / or an interactive device to output the second prompt message, the interactive device including a voice interactive device, such as a microphone, audio player, etc.

[0048] In one possible implementation, the above method includes, but is not limited to, the following operations: the vehicle control device outputs a third warning message to other vehicles to alert them of the tire blowout. The vehicle control device warns vehicles behind and around it by outputting the third warning message (such as activating hazard lights), reducing the risk of secondary collisions. Optionally, the vehicle control device controls the lighting module to output the third warning message.

[0049] In one possible implementation, the above method includes, but is not limited to, the following operation: the vehicle control device sends the vehicle's location information. In the event of a serious malfunction (tire blowout), the vehicle control device sends out a distress signal and accurately reports its location, significantly shortening rescue waiting time and improving the rescue efficiency of drivers and passengers, which is especially crucial in cases of injury or entrapment.

[0050] Secondly, embodiments of this application provide a vehicle control device for performing the method as described in any of the first aspects.

[0051] In one possible design, the vehicle control unit includes at least a processing unit.

[0052] The processing unit is used to determine that the first wheel of a vehicle has blown out. The vehicle includes multiple wheels, and the first wheel belongs to multiple wheels.

[0053] The processing unit is also configured to determine the allocated braking force of the first wheel when the required braking force of the vehicle is greater than the braking force threshold. The allocated braking force is used to indicate the braking force allocated to the wheel, and the allocated braking force of the first wheel is less than the required braking force.

[0054] Regarding the processing unit described in the second aspect and any possible implementation, the steps it performs can be referred to the corresponding implementations in the first aspect.

[0055] Optionally, the vehicle control device may also include, but is not limited to, other units, such as a communication unit. For example, the communication unit is used to acquire wheel parameter information of each wheel of the vehicle. Even more exemplary, the communication unit is also used to transmit the vehicle's position information.

[0056] For the technical effects of the second aspect and any possible implementation, please refer to the description of the technical effects corresponding to the first aspect and the corresponding implementation.

[0057] Optionally, in the vehicle control device described in the second aspect above and any possible embodiment:

[0058] In one implementation, the vehicle control device is a vehicle control equipment. When the vehicle control device is a vehicle control equipment, the communication unit can be a transceiver or an input / output interface; the processing unit can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0059] In another implementation, the vehicle control device is a chip (system) or circuit used in vehicle control equipment. When the vehicle control device is a chip (system) or circuit used in vehicle control equipment, the communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; the processing unit can be at least one processor, processing circuit, or logic circuit.

[0060] Thirdly, embodiments of this application provide a vehicle control device including a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the methods described in the first aspect and any of the possible implementations. Optionally, the vehicle control device further includes a memory. Optionally, the vehicle control device further includes a communication interface, and the processor is coupled to the communication interface.

[0061] Fourthly, embodiments of this application provide a chip, including: logic circuitry and a communication interface. The communication interface is used to receive or send information; the logic circuitry is used to receive or send information through the communication interface, causing the chip to execute the methods described in the first aspect and any of the possible implementations.

[0062] Fifthly, embodiments of this application provide a computer-readable storage medium for storing a computer program (also referred to as code or instructions); when the computer program is run on a computer, the methods described in the first aspect and any possible implementation are implemented.

[0063] Sixthly, embodiments of this application provide a computer program product, the computer program product comprising: a computer program (also referred to as code or instructions); and, when the computer program is run, causing a computer to perform the methods described in the first aspect and any possible implementation thereof.

[0064] In a seventh aspect, embodiments of this application provide a terminal that includes at least one vehicle control device as described in the second aspect, or the vehicle control device as described in the third aspect, or the chip as described in the fourth aspect.

[0065] Optionally, the terminal also includes a braking control system for controlling the distribution of braking force among multiple wheels of the terminal.

[0066] Optionally, the terminal further includes a light-transmitting component, through which light emitted from the vehicle control device or display system forms a virtual image in front of the terminal. For example, the light-transmitting component may be a windshield.

[0067] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0068] Optionally, the terminal is used to implement the method described in the first aspect and any possible implementation.

[0069] Furthermore, in the process of performing the method described in the first aspect and any possible implementation above, the processes related to sending and / or receiving information in the above methods can be understood as the process of the processor outputting information, and / or the process of the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) so that the transceiver can transmit it. After the information is output by the processor, it may need to undergo other processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before being input to the processor.

[0070] Based on the above principles, for example, the information sent mentioned in the aforementioned method can be understood as information output by the processor. Similarly, the information received can be understood as information received by the processor from input.

[0071] Optionally, unless otherwise specified, or unless they contradict their actual function or internal logic in the relevant description, the operations of the processor, such as transmitting, sending, and receiving, can be more generally understood as processor output and receiving, input, and other operations.

[0072] Optionally, in performing the methods described in the first aspect and any possible implementation above, the processor may be a processor specifically designed to perform these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on different chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0073] In one possible implementation, at least one of the aforementioned memories is located outside the device.

[0074] In yet another possible implementation, at least one of the aforementioned memories is located within the device.

[0075] In another possible implementation, a portion of the memory of the at least one memory is located inside the device, while another portion is located outside the device.

[0076] In this application, the processor and memory may also be integrated into a single device, that is, the processor and memory can be integrated together. Attached Figure Description

[0077] Figure 1 This is a functional block diagram of a vehicle provided in an embodiment of this application;

[0078] Figure 2 This is a structural diagram of the vehicle provided in the embodiments of this application;

[0079] Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0080] Figure 4 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0081] Figure 5 This is a schematic diagram of a first tire blowout provided in an embodiment of this application;

[0082] Figure 6 A schematic diagram of a braking control system provided in an embodiment of this application;

[0083] Figure 7 A schematic diagram illustrating the process of distributing braking force output, provided for an embodiment of this application;

[0084] Figure 8 This is a schematic diagram of a prompt message provided in an embodiment of this application;

[0085] Figure 9 This is a schematic diagram of the structure of another vehicle control device provided in the embodiments of this application;

[0086] Figure 10 This is a schematic diagram of another vehicle control device provided in an embodiment of this application. Detailed Implementation

[0087] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0088] For ease of understanding, the architecture and business scenarios of the terminal provided in the embodiments of this application are described below. It should be noted that the system architecture and business scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application. As system architectures evolve and new business scenarios emerge, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0089] Please see Figure 1 and Figure 2 , Figure 1 This is a functional block diagram of a vehicle provided in an embodiment of this application. Figure 2 This is a structural diagram of a vehicle provided in an embodiment of this application. The vehicle 10 includes multiple wheels (not shown in the figure), a sensor system 13, and a vehicle control device 14. Wherein:

[0090] Vehicle 10 includes multiple wheels, such as four wheels, and the drive axle may include one or more axles that can be coupled to one or all four wheels. Some embodiments of this application illustrate vehicle 10 with a first wheel, a second wheel, a third wheel, and a fourth wheel. Further, for ease of description, in a tire blowout condition, embodiments of this application refer to the blowout wheel as the first wheel, the second wheel as the coaxial wheel of the blowout wheel, the third wheel as the diagonal wheel of the blowout wheel, and the fourth wheel as the wheel on the same side as the blowout wheel. In other embodiments, vehicle 10 may also include multiple wheels other than four, such as three or six wheels. In such embodiments, the first wheel is still the blowout wheel, but the second, third, and fourth wheels can be determined based on the actual wheel distribution. For example, vehicle 10 may include six wheels, wherein the diagonal wheels of the blowout wheel (or first wheel) may include multiple wheels.

[0091] The sensor system 13 may include several sensors capable of measuring information and converting the measured information into electrical signals or other desired forms of information output. For example... Figure 1 As shown, the sensor system 13 of vehicle 10 includes, but is not limited to, the following devices: tire pressure sensor 130, image sensor 131, radar 132, lidar 133, positioning system 134, or speed sensor 135, etc. Some of these sensors are described below by way of example:

[0092] The tire pressure sensor 130 measures the tire pressure of a vehicle's wheels and is typically a pressure sensor built into the wheel. Generally, at least one pressure sensor is installed on each wheel. For example, the tire pressure sensor 130 is located at the wheel hub and can collect tire pressure data for the corresponding wheel's tire. Furthermore, the tire pressure sensor 130 has a built-in communication component, which can transmit the collected tire pressure data to the vehicle control unit 14 for data analysis and anomaly detection. Optionally, the communication component may include a wired communication component and / or a wireless communication component.

[0093] The image sensor 131 (or camera) is used to capture images, including pictures and videos.

[0094] Radar 132 and lidar 133 are devices that use electromagnetic waves (including light) for detection. They can obtain relevant information about targets in the object space by transmitting signals and receiving echoes, including one or more of the target's distance (or depth), position, angle, speed, reflectivity, and color.

[0095] The positioning system 134 is a device for acquiring location information, which can be used to achieve real-time positioning of the vehicle and provide the vehicle's geographical location information.

[0096] Speed ​​sensor 135 is used to measure speed, such as the wheel speed and vehicle speed of a vehicle.

[0097] The vehicle control device 14 is a device with computing and control capabilities, capable of controlling the vehicle 10. Specifically, it can control the operating parameters of one or more components of the vehicle. For example, the vehicle control device 14 can directly generate control commands for components in the vehicle (such as the power system, braking system, interactive devices, etc.). Furthermore, the vehicle control device can generate information for controlling the components of the vehicle, such as information that triggers the generation of a user interface, information that triggers the generation of a projection, or one or more target quantities for control operations.

[0098] The vehicle control device 14 may include one or more processors, which can be used to execute programs or instructions corresponding to programs to achieve corresponding functions. In one implementation, the processor may include circuitry with instruction read and execute capabilities, such as an arithmetic logic unit (ALU), processor core, central processing unit (CPU), microprocessor, microcontroller unit (MCU), graphics processing unit (GPU), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logic of hardware circuitry, where the logic of the hardware circuitry is fixed or reconfigurable. For example, the processor may be a hardware circuitry implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuitry, the process of the processor loading a configuration document and configuring the hardware circuitry can be understood as the process of the processor loading instructions to achieve corresponding functions. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In some implementations, the vehicle control device 14 includes at least one processor integrated as a system-on-chip (SOC), which is commonly referred to as an SOC by those skilled in the art. The SOC may include at least one processor, and when the SOC includes multiple processors, the types of processors can be different, such as including a CPU, MCU, and NPU.

[0099] For example, the vehicle control device 14 includes a controller, a domain controller (DC), an electronic control unit (ECU), etc., where the DC includes MDC, VDC, CDC, etc. In some solutions, the vehicle control device 14 may not be located inside the vehicle, for example, it may be located in the cloud, roadside equipment, or data center. In some cases, the vehicle control device 14 includes multiple units / modules.

[0100] In some cases, vehicle 10 also includes one or more of the following devices: power system 11, braking system 12, interactive control device 15, interactive device 16, etc. The following describes each of these components:

[0101] The power system 11 provides power to the vehicle 10, enabling the vehicle 10 to move. For example, the power system 11 includes one or more of the following: an engine, a power battery, and a transmission system. When the power system includes a power battery, the vehicle 10 also includes an electric motor system. The electric motor system is the power output device of the electric vehicle, responsible for converting electrical energy into mechanical energy to drive the vehicle forward. The electric motor system mainly consists of components such as the motor and the motor controller. Common motor types include permanent magnet synchronous motors, AC asynchronous motors, and DC motors. Among them, permanent magnet synchronous motors are widely used in pure electric vehicles due to their high efficiency and high torque characteristics.

[0102] Braking system 12 may represent a device for slowing down the vehicle 10, and may also be referred to as a braking device. It may include a speed reducer or other structural components used for vehicle deceleration. In some embodiments, braking system 12 may utilize friction to slow the movement of the wheels, thereby reducing the vehicle's speed. In some cases, braking system 12 includes at least a hydraulic braking system. Optionally, braking system 12 may also include a braking control system, which is linked to the hydraulic braking system to control the braking force on each wheel.

[0103] Interactive device 16 is a device for interacting with humans and may include several components, such as one or more of display device 161, projection system 162, and voice system 163. Display device 161 is a device capable of presenting information and enabling human-machine interaction, including but not limited to a vehicle central control screen, passenger-side screen, rear-seat screen, streaming rearview mirror, instrument panel, head-up display (HUD), light field screen, or touchscreen. In some solutions, modules or devices that implement similar functions may also be called human-machine interaction (HMI) devices. In the embodiments of this application, both the first and second prompt messages can be implemented through interactive device 16. Optionally, the first prompt message is used to indicate a first tire blowout. Optionally, the second prompt message is used to instruct the driver on how to handle a tire blowout.

[0104] The projection system 162 includes a projection module, which is a device with projection capabilities, capable of projecting images (including video) into an object space. For example, the projection module may include a projection lens, and optionally also include a processor connected to the projection lens, which is used to acquire the projected image and control the projection lens to perform the projection. In some possible solutions, a combination of... Figure 2The projection module can be located at the vehicle's headlight position. For example, the projection module can be integrated with the headlight; that is, the headlight can act as a projection module to project images. Of course, this application also applies to cases where the projection module is independent of the headlight.

[0105] The voice system 163 is used to acquire and / or output sound. For example, the voice system may include or be connected to a microphone. Alternatively, the voice system may also include a speaker for emitting sound. Furthermore, the voice system can interact with the user, such as receiving voice input from the user (e.g., acquiring voice within the cockpit), and / or providing voice prompts to the user. Optionally, both the first and second prompt messages in the embodiments of this application can be output through the voice system 163.

[0106] In some possible implementations, the vehicle control device 14 can output reminder information related to the interactive information via the control interaction device 16. For example, the vehicle control device can output the first reminder information and / or the second reminder information through interface display, projection, voice output, or other means.

[0107] The interactive control device 15 is a computing-capable device capable of presenting information to a user or receiving user input via one or more interactive devices 16. For example, the interactive control device can provide a projected image to the projection system 162, causing the projection module to project the corresponding image. Furthermore, the interactive control device can display information such as vehicle speed, function activation status, obstacles, and movement trajectory via a display device. Additionally, the interactive device can control a voice system to output specific voice prompts.

[0108] In some embodiments, the interactive control device 15 may include one or more processors, which can be used to run programs or instructions corresponding to programs to implement corresponding functions. Please refer to the foregoing description of processors. For example, the interactive control device 15 is a CDC (Controller Center), or it may be a controller in a projection system or a controller in a display device, etc.

[0109] In some designs, the vehicle also includes a memory to provide storage space. For example, the memory may include volatile memory, such as RAM. Alternatively, the memory may include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid-state drive (SSD). Combinations of these types of memory are also possible. Optionally, the memory may also store information such as road maps, driving routes, and sensor data.

[0110] It should be noted that the above Figure 1 This is merely a schematic diagram of one possible functional framework for vehicle 10. In practical applications, vehicle 10 may include more or fewer systems or components, and this is not limited here. For example, vehicle 10 may also include a power supply or a communication system, etc.

[0111] Please see Figure 3 , Figure 3 This is a schematic diagram of a vehicle control device provided in an embodiment of this application. The vehicle control device 14 includes a system perception module, a system decision module, and a system control module.

[0112] The system perception module is used to identify and process sensor data transmitted by the sensor system and transmit the identification results to the system decision module. For example, the system perception module generates a tire blowout alarm signal based on tire pressure data transmitted by the tire pressure sensor and / or wheel speed data transmitted by the wheel speed sensor. Further, the system perception module combines an inertial measurement unit, a steering wheel angle sensor, and a brake pedal travel sensor to obtain parameters such as vehicle speed, yaw rate, roll rate, lateral acceleration, brake pedal depress speed, and brake pedal travel. These parameters can then be transmitted to the system decision module for decision support.

[0113] The system decision module is used to identify and judge based on the sensor parameters input by the system perception module. For example, the system decision module identifies the vehicle tire blowout scenario and driver intention based on the sensor parameters input by the system perception module, in order to assist in determining whether the vehicle is currently in a high-risk tire blowout condition.

[0114] The system control module is used to control various modules of the vehicle. For example, the system control module limits the braking force of each wheel in a vehicle with a tire blowout. For instance, when a driver slams on the brakes in a panic, the system control module limits the braking force of the blown wheel to 10% of the required braking force to reduce sudden changes in grip and prevent wheel lock-up.

[0115] The system control module is also used to control vehicle-related modules (such as...) Figure 1 The interactive device 16) provides safety prompts and assistance. For example, the system control module controls the lighting module to illuminate a prominent red warning light on the instrument panel, guiding the driver to correctly handle a tire blowout through the display device, such as prompting the driver to "slowly release the accelerator and keep the steering wheel stable." It can also issue a voice alarm through the voice system, informing the driver, "Vehicle tire blowout, please remain calm and do not brake suddenly." Furthermore, it controls the vehicle to activate hazard lights and send its location via in-vehicle communication (xcall) to await assistance.

[0116] The method of this application embodiment will be described below based on the system architecture described above. Please refer to [link to relevant documentation]. Figure 4 , Figure 4 This is a schematic flowchart illustrating a vehicle control method provided in an embodiment of this application. This vehicle control method is applied to a vehicle. For example, it is applied to the above-mentioned... Figure 1 or Figure 2 The vehicle shown is an example. Optionally, the vehicle control method is executed by a vehicle control device of the first vehicle. Exemplarily, the vehicle control device may be a controller in the first vehicle, such as ADAS, ADS, MDC, BDC, CDC, or a component within the controller, such as a chip. More exemplaryly, the vehicle control device may be as follows: Figure 3 A schematic diagram of a vehicle control device. For ease of understanding, the vehicle control device will be used as the subject of the following method.

[0117] like Figure 4 The vehicle control method shown may include one or more steps from S401 to S402. It should be understood that, for ease of description, the method is described in the order of S401 to S402, and the embodiments of this application are equally applicable to other execution orders, multiple executions of a particular step, etc. S401 to S402 are as follows:

[0118] S401, The vehicle control unit determines that the vehicle's first wheel has blown out.

[0119] The vehicle includes multiple wheels, with the first wheel belonging to the multiple wheels. This application embodiment uses a vehicle with four wheels (including a first wheel, a second wheel, a third wheel, and a fourth wheel) as an example for illustrative purposes. Please refer to... Figure 5 , Figure 5 This is a schematic diagram illustrating a first tire blowout, provided as an embodiment of this application. Figure 5 (a) and Figure 5 As shown in (b), the first tire has blown out; the first tire is the vehicle's left front tire. The second, third, and fourth tires have not blown out and are in normal condition. The second tire (in...) Figure 5 The right front wheel (in the middle) is the same wheel as the first wheel, and both are connected to a driveshaft. The third wheel (in...) Figure 5 The right rear wheel (in the middle) is the diagonal wheel that is not on the same axle or side as the first wheel. The fourth wheel (in...) Figure 5 The left rear wheel of the vehicle is in the middle, and the wheel on the same side as the first wheel is in the middle.

[0120] exist Figure 5 In the corresponding tire blowout scenario, a blowout of the left front tire may cause a sudden change in the grip on the left front side of the vehicle, and a sudden increase in braking force, which may cause the vehicle to drift to the left, tilt, and yaw. This is an extremely dangerous scenario in driving.

[0121] The embodiments of this application are based on Figure 5 The following illustration uses a tire blowout of the first wheel (the left front wheel of the vehicle) as an example. It should be noted that the following explanation uses only the left front wheel as the first wheel to blow out. In practical applications, the wheel that blows out may be other wheels, or even multiple other wheels; the embodiments of this application are still applicable to both of these scenarios.

[0122] The following describes a possible implementation method for identifying a tire blowout, specifically identifying a blowout of the vehicle's first wheel.

[0123] In one possible implementation, the vehicle control device can determine that the first wheel has blown out based on one or more parameters related to the blowout condition. Specifically, the vehicle control device can determine the first wheel blowout based on parameter information acquired by a sensor system, which includes at least wheel-related sensors such as tire pressure sensors and speed sensors. For example, the vehicle control device acquires wheel parameter information for each wheel of the vehicle, wherein the wheel parameter information includes, but is not limited to, tire pressure information and / or wheel speed information. The vehicle control device determines the first wheel blowout based on the aforementioned wheel parameter information. Utilizing existing vehicle sensor information (wheel speed, tire pressure) to quickly and accurately identify the blowout event and its location provides a timely and reliable basis for subsequent targeted braking intervention.

[0124] The following describes two possible scenarios.

[0125] Scenario 1: Based on tire pressure information, the vehicle control unit can determine that the first wheel has blown out. For example, if the tire pressure information indicates a sudden drop in the tire pressure value of the first wheel, the vehicle control unit can determine that the first wheel has blown out. As another example, if the tire pressure information indicates that the tire pressure value of the first wheel is 0 or below a tire pressure safety threshold, the vehicle control unit can determine that the first wheel has blown out. The tire pressure safety threshold can be a predefined value.

[0126] Scenario 2: Wheel parameter information includes wheel speed information. Wheel speed information can reflect the wheel's real-time speed, speed change value, speed change rate, etc. In a tire blowout condition, the wheel deformation causes a sudden change in grip, resulting in a sudden change in the wheel's real-time speed or speed change value. For example, the vehicle control device determines that the first wheel has blown out if the wheel parameter information of the first wheel meets a first condition. The first condition includes, but is not limited to: a speed deviation value greater than or equal to a first threshold, the speed deviation value belonging to the wheel speed information, and / or, the deviation duration greater than or equal to a second threshold, the deviation duration belonging to the wheel speed information. The first and second thresholds can be preset. If a wheel experiences a large speed deviation and / or a prolonged deviation, that wheel may blow out.

[0127] In the case where the first condition includes the rotational speed deviation value belonging to wheel rotational speed information, the wheel rotational speed information includes at least the first wheel rotational speed value corresponding to the third time and the first wheel rotational speed value corresponding to the fourth time. The rotational speed deviation value can be the difference between the first wheel rotational speed value corresponding to the third time and the first wheel rotational speed value corresponding to the fourth time based on the vehicle control device.

[0128] It should be understood that the above two situations can also be combined, for example, combining tire pressure information and wheel speed information to determine the first wheel blowout. For instance, in some cases, a sharp object embedded in the wheel may cause a change in tire pressure. In this case, combining tire pressure information and wheel speed information can improve the accuracy of blowout detection.

[0129] S402, when the required braking force is greater than the braking force threshold, the vehicle control device determines the distribution of braking force to the first wheel.

[0130] Braking force refers to the force generated by the braking system during vehicle braking, used to impede vehicle movement or reduce speed; it is the core force for vehicle deceleration and stopping. Demand braking force, on the other hand, is the initial braking force value generated by the wheels (such as the first wheel), representing the required braking force based on the braking operation. In some cases, the aforementioned initial braking force value is generated based on the command issued by the braking operation (such as driver operation, system operation, emergency braking in critical situations, etc.). In other cases, the aforementioned initial braking force value may be the braking force value generated based on the braking operation and does not involve a command; for example, the braking force generated by motor back-draft is normalized and may not involve a command.

[0131] Distributed braking force is the actual braking force value actually allocated to the wheels after adjustment by the vehicle control device based on the vehicle's operating conditions (such as a tire blowout). In other words, distributed braking force indicates the actual braking force distributed to the wheels. The braking force threshold is a safety threshold used to limit the distributed braking force of the blown-out wheel in situations where there is a high braking force output posing a safety risk. Optionally, the braking force threshold can be a preset value or a user-defined value. This braking force threshold can be 0.

[0132] In the event of a tire blowout, the driver or other control system typically applies the brakes. Once braking is applied, the braking force is applied to the wheels, slowing the vehicle down. While a certain range of braking force can help reduce speed and avoid the risk of a blowout, excessive braking force can worsen the loss of wheel control. Especially when the driver depresses the brake pedal at a large angle, it is difficult to intervene through electronic feedback or assistance functions, making the vehicle highly susceptible to instability in the event of a tire blowout.

[0133] In this embodiment, a braking force threshold is set for the braking force generated by the braking system based on the vehicle's required braking force. When the required braking force exceeds the braking force threshold, the braking force distribution of the blown tire is controlled to be lower than the required braking force. This effectively avoids wheel lock-up caused by applying excessive braking force after a tire blowout, reduces vehicle instability in the event of a tire blowout, and improves vehicle safety.

[0134] Furthermore, the distribution of braking force is typically handled by traditional braking systems, such as hydraulic braking systems. When a driver panics and slams on the brakes, these systems execute commands without restraint, transferring excessive braking force to the wheels and further exacerbating the loss of control. In the above solution, the vehicle control unit, after generating the required braking force, can limit the distribution of that force based on its magnitude and the electro-mechanical braking (EMB) system. Thus, the generation and limitation of the required braking force are decoupled. This solution does not disrupt the original logic for determining the required braking force, is compatible with existing braking force determination schemes, and reduces the implementation cost and difficulty.

[0135] Demand braking force is the initial braking force value generated by the vehicle control device for a single wheel.

[0136] In one possible implementation, the vehicle control method further includes: a vehicle control device determining the vehicle's required braking force. Exemplarily, the vehicle control device may determine the vehicle's required braking force based on a braking force reference value generated under scenarios such as driver operation, autonomous driving algorithm control, or system fault protection. Optionally, the vehicle's required braking force includes the required braking force corresponding to each wheel, and the required braking force corresponding to each wheel in the vehicle is the same. Therefore, the process of determining the vehicle's required force is the process of determining the required braking force corresponding to each wheel (e.g., the first wheel, the second wheel, the third wheel, or the fourth wheel). For ease of understanding, several sources of required braking force are described below.

[0137] Scenario 1: The required braking force originates from the driver's actions (such as pressing the brake pedal, engaging the parking brake, etc.). Different actions correspond to different initial braking force values. For example, the longer the brake pedal travel, the greater the required braking force of the vehicle. Optionally, the vehicle control device determines the required braking force of the vehicle based on the driver's actions. For example, the vehicle control device acquires brake pedal information. The vehicle control device determines the required braking force of the vehicle based on the brake pedal information. The brake pedal information is generated based on the driver's actions and is used to indicate relevant information about the brake pedal, such as pedal travel and depressor rate.

[0138] Scenario 2: The required braking force originates from system commands. For example, this system could be the vehicle control device described above. The vehicle control device determines that braking is required under current conditions and then generates relevant commands and a corresponding initial braking force value. This is particularly suitable for autonomous driving scenarios, ensuring that the autonomous driving system can safely and stably execute braking strategies even after a tire blowout, avoiding the risk of loss of control being exacerbated by programmed forceful braking.

[0139] Scenario 3: Demand braking force originates from the hardware structure. For example, in a redundant braking system, the motor reverse drag (or kinetic energy recovery) will also generate demand braking force and has a corresponding initial braking force value even without driver operation or system commands.

[0140] Optionally, the required braking force of the vehicle includes the required braking force corresponding to each wheel, and the required braking force corresponding to each wheel in the vehicle is the same. This means that the initial braking force value of each wheel is consistent, and the required braking force adjustment of other wheels can be based on the limitation of the required braking force of the wheel with the blown tire, and determined by the specific position of the other wheels to ensure the stability of the vehicle body. Therefore, the process of determining the required force of the vehicle is the process of determining the required braking force corresponding to each wheel (such as the first wheel, the second wheel, the third wheel, or the fourth wheel).

[0141] In this embodiment, the distributed braking force of the first wheel is less than the required braking force. It should be noted that the distributed braking force of the first wheel can be obtained based on the required braking force. For example, the distributed braking force of the first wheel can be a limited required braking force; that is, after determining the required braking force of the first wheel, the vehicle control device limits the required braking force of the first wheel to obtain the distributed braking force of the first wheel.

[0142] In one possible implementation, the required braking force of the first wheel is limited to a higher level than that of the other wheels. Optionally, the distributed braking force of the first wheel is less than that of the other wheels among the multiple wheels. This minimizes the braking load on the most vulnerable wheel with the blown tire, prioritizes preventing it from locking up, preserves steering ability as much as possible, stabilizes the vehicle's posture, and ensures driving safety.

[0143] For example, the braking force distributed to the first wheel is 10%-30% of the required braking force. In other words, the vehicle control unit limits the required braking force of the first vehicle to 10%-30%.

[0144] To further adjust the vehicle's posture and avoid safety risks, in one possible implementation, the vehicle control device determines the distribution of braking force to the other wheels among multiple wheels, excluding the first wheel, based on the position of the first wheel. Addressing the asymmetric impact of tire blowout location on vehicle dynamics, the braking force of each non-blowout wheel is finely controlled, making the overall vehicle braking force distribution more aligned with the vehicle's actual stability requirements, thereby more effectively resisting instability trends such as veering and fishtailing caused by tire blowouts.

[0145] In some cases, the distribution of braking force to other wheels is determined after the distribution of braking force to the first wheel has been determined. In other cases, the distribution of braking force to other wheels is determined simultaneously with the distribution of braking force to the first wheel. In this case, the vehicle control device in S402 determines the distribution of braking force to the first wheel when the vehicle's required braking force is greater than the braking force threshold by determining the distribution of braking force to each wheel of the first vehicle.

[0146] Optionally, the required braking force for each of the vehicle's multiple wheels is the same. This means that the baseline braking force for each wheel is consistent, and the required braking force for other wheels can be adjusted by considering vehicle dynamics and determining the distribution of braking force and specific location based on the wheel with the blown tire.

[0147] The following provides an exemplary description of the distribution of braking force to the second, third, and fourth wheels of a vehicle.

[0148] Example 1, Design of Distributed Braking Force for the Second Wheel. Considering the change in grip caused by tire deformation after a blowout of the first wheel, which may lead to an increase in friction of the first wheel, in one possible implementation, the distributed braking force of the second wheel is greater than that of the first wheel. Other wheels include the second wheel, which is a coaxial wheel of the first wheel. The distributed braking force of the second wheel can be based on a pre-calibrated value.

[0149] For example, the distributed braking force of the second wheel is greater than that of the first wheel, but less than N times the distributed braking force of the first wheel, where N is a positive integer greater than 1 and less than or equal to 5. Applying a weaker braking force than that to the non-exploded wheel on the same axle as the wheel with the blown tire balances the difference in braking force between the left and right sides of the axle, effectively preventing the vehicle from swerving or veering sharply due to excessive braking on one side, thus improving the vehicle's directional stability. By pre-calibrating the distributed braking force of the second wheel, the rationality and adaptability of the limiting strategy are ensured, enabling it to cope with different vehicle models and operating conditions.

[0150] In addition to calibration, the distributed braking force of the second wheel can also be determined based on the distributed braking force of the first wheel. In one possible implementation, the other wheels include the second wheel, which is a coaxial wheel of the first wheel, and the distributed braking force of the second wheel is related to the distributed braking force of the first wheel.

[0151] Optionally, the distributed braking force of the second wheel is determined based on the distributed braking force of the first wheel and the change in friction caused by a tire blowout. The change in friction can be preset / calibrated or determined in real time based on factors such as road conditions and vehicle speed.

[0152] Optionally, the braking force distributed to the second wheel is 50%-70% of the required braking force.

[0153] Example 2, Design of Distributed Braking Force for the Third Wheel. Considering that the optimal solution for a vehicle under tire blowout conditions is continuous deceleration until it stops, the distributed braking force of the second wheel must consider both vehicle braking and axle balance, while the distributed braking forces of the other wheels also need to ensure vehicle deceleration efficiency. In one possible implementation, the other wheels include a third wheel, which is a wheel not on the same axle or side as the first wheel. The distributed braking force of the third wheel is greater than that of the first wheel, and also greater than that of the second wheel. In the above implementation, the third wheel can be a diagonal wheel of the first wheel. By applying a relatively higher braking force to the diagonal wheel, more effective longitudinal deceleration of the entire vehicle can be provided. Furthermore, the yaw moment generated by its braking can help counteract the vehicle's rotational tendency caused by the tire blowout, enhancing the vehicle's yaw stability.

[0154] Optionally, the braking force distributed to the third wheel is 80%-100% of the required braking force.

[0155] Example 3, Design of Distributed Braking Force for the Fourth Wheel. Considering the potential for vehicle skidding and yaw caused by a tire blowout, in one possible implementation, the other wheels include a fourth wheel. The distributed braking force of the fourth wheel is related to the vehicle's yaw rate, and the distributed braking force of the fourth wheel does not exceed the required braking force.

[0156] In the above embodiment, the vehicle control device does not set an upper limit (not exceeding the required braking force) on the other wheel on the same side as the blown tire (i.e., the fourth wheel), but dynamically adjusts it according to the vehicle's yaw condition (such as yaw rate deviation). For example, when the yaw condition is severe, the distributed braking force of the fourth wheel is increased to stabilize the vehicle's attitude. The distributed braking force of the fourth wheel may change in real time. While providing the main longitudinal deceleration force, it dynamically fine-tunes its braking force according to the vehicle's real-time yaw attitude deviation (such as whether a fishtail occurs), so that the vehicle can correct its driving direction in real time while obtaining sufficient deceleration, significantly improving the overall stability and controllability of the vehicle after a tire blowout and preventing rollover. The vehicle's yaw condition can be measured by various parameters, including but not limited to: yaw rate, steering wheel angle, lateral acceleration, yaw angle, and yaw moment.

[0157] In one possible implementation, the yaw condition includes the vehicle's yaw rate, and the vehicle control unit determines the distributed braking force to the fourth wheel based on the deviation between the vehicle's yaw rate and the desired yaw rate. The vehicle yaw rate can be determined by a gyroscope in the vehicle.

[0158] Optionally, the vehicle control unit inputs the vehicle yaw rate and the desired yaw rate into a corresponding yaw controller, such as a PID controller, to obtain the distributed braking force to the fourth wheel. Accordingly, the yaw controller has preset calibration parameters and determines the corresponding result based on the input data. This provides a stable, reliable, and widely applicable dynamic adjustment method for adjusting yaw conditions under tire blowout conditions.

[0159] Alternatively, the vehicle control unit inputs the deviation between the vehicle yaw rate and the desired yaw rate into the yaw controller to obtain the distributed braking force of the fourth wheel.

[0160] Optionally, based on the characteristics of the yaw controller, the vehicle control device inputs data to the yaw controller at the first time to obtain the distributed braking force of the fourth wheel at the second time. The first time is adjacent to the second time and is located before the second time. The above operation is repeated to realize the dynamic adjustment of the fourth wheel.

[0161] Under normal circumstances, a vehicle's braking force output relies on a hydraulic braking system, and the control of this system is generally solely determined by the driver (e.g., by pressing the hydraulic pedal). This means that the vehicle's braking force is directly related to driver control. Therefore, in this embodiment, the vehicle control device can control the braking force of each wheel based on a braking control system linked to the hydraulic braking system (or other braking schemes). Please refer to... Figure 6 , Figure 6 This is a schematic diagram of a braking control system provided in an embodiment of this application. Figure 6 In this system, the braking control system controls the braking force output to each wheel of the vehicle, altering the direct correlation between the vehicle's braking force and driver control. This braking control system is softly connected to the hydraulic braking system; in the braking force output process, it follows the hydraulic braking system, meaning the braking force output by the hydraulic braking system is controlled by the braking control system. Specific control procedures include limiting, such as restricting the braking force output by the hydraulic braking system.

[0162] In one possible implementation, the vehicle further includes a braking control system, wherein the vehicle control unit sends a first command to the braking control system, the first command being used to instruct the braking control system to brake based on the distributed braking force.

[0163] Please see Figure 7 , Figure 7 This is a schematic diagram illustrating a process for distributing braking force output, provided as an embodiment of this application. Figure 7 In this embodiment, user actions (such as pressing the brake pedal) alter the pedal travel and the amount of oil in the hydraulic braking system, generating a required braking force. This required braking force is the initial braking reference value in this application embodiment. When the braking control system is not active, this required braking force is the actual braking force output to each wheel. In the event of a tire blowout, after determining the required braking force, the vehicle control device determines the distributed braking force to each wheel and, based on a first command, outputs the distributed braking force to each wheel to the braking control system. The braking control system then controls each wheel (or the braking components at each wheel) to brake with the corresponding distributed braking force.

[0164] Optionally, the braking control system includes an EMB system. This EMB system features fast response and individual wheel control. Based on this, the aforementioned refined graded braking force distribution strategy is reliably and efficiently implemented, ensuring the rapid and accurate execution of control commands. Driver response is particularly crucial in the event of a tire blowout. For example, when dealing with a tire blowout, the driver should apply the brakes intermittently to gradually reduce the vehicle's speed until it stops. However, in an emergency, a driver might panic and slam on the brakes, which could worsen the vehicle's tilt and yaw, and could even lead to a rollover. To prevent such driver errors, in one possible implementation, the vehicle control device can identify the error and execute the relevant action (e.g., ignoring the command generated by the error).

[0165] In the event of a tire blowout, a driver's forceful application of the brake pedal constitutes a misoperation. In one possible implementation, the system first identifies whether the driver forcefully applied the brakes during the blowout. The vehicle control unit can determine the driver's braking intention based on the vehicle's required braking force; this braking intention is used to indicate whether the braking was accidental.

[0166] In this embodiment, the vehicle's required braking force is generated by the driver pressing the brake pedal. Therefore, it can be determined whether the braking was mistakenly applied based on the magnitude of the required braking force.

[0167] For example, if the required braking force exceeds the braking force threshold, the driver's braking intention is determined to be a misapplied braking. Real-time perception of the intensity of the driver's or system's braking intention (the magnitude of the vehicle's required braking force) provides a direct basis for determining whether it belongs to a "high-intensity misapplied braking" scenario (such as the braking force threshold being used to measure whether the brakes are applied with high intensity).

[0168] In one possible implementation, the vehicle control unit acquires brake pedal information. Based on the brake pedal information, the vehicle control unit determines the driver's braking intention. Wherein, if the brake pedal information satisfies a second condition, the braking intention is used to indicate accidental brake application. The second condition includes, but is not limited to: a pedal depress speed greater than or equal to a third threshold, the pedal depress speed belonging to the brake pedal information, and / or, a pedal travel greater than or equal to a fourth threshold, the pedal travel belonging to the brake pedal information. For example, the third and fourth thresholds can be predefined values; for instance, if a common pedal depress speed is between 0 cm / s and 5 cm / s, the third threshold could be 6 cm / s. As another example, if the total brake pedal travel is 10 cm, the fourth threshold could be 3 / 4 of the total travel, or 7.5 cm.

[0169] Effectively identifying irrational and violent braking actions (misoperation) by drivers due to panic caused by tire blowouts is one of the key conditions for triggering this set of protective braking intervention strategies. This avoids unnecessary restrictions during normal braking and only limits braking force in cases of misoperation.

[0170] For example, the pedal depressing speed represents the urgency of the driver's braking operation, and the pedal depressing distance represents the force of the driver's braking. Based on the urgency and force of the driver's braking operation, it can be determined whether the driver's braking intention is a mistake. By grasping the driver's psychology, the driver's psychological state (such as braking intention) can be determined with brief information, which is accurate and efficient.

[0171] In one possible implementation, when the braking intent is intended to indicate accidental braking, the vehicle control unit executes S402.

[0172] In one possible implementation, the vehicle control device acquires the level of driving risk of the vehicle. Based on the level of driving risk, the vehicle control device determines the response time for distributing braking force to each wheel of the vehicle; the higher the driving risk, the shorter the response time. The vehicle control device intelligently and dynamically adjusts the urgency of braking intervention according to the real-time state of the vehicle (e.g., high-speed straight driving, which carries a high risk), initiating protective measures as quickly as possible under the highest-risk conditions, maximizing the initiative in stabilizing control, and increasing the intelligence of the vehicle and the richness of response decisions in various scenarios. For example, the level of driving risk can be divided into high risk, medium risk, and low risk.

[0173] Considering that vehicle driving risks originate from the external environment or vehicle condition, in one possible implementation, the degree of vehicle driving risk can be measured based on vehicle condition. For example, vehicle condition may include one or more vehicle-related parameters, such as steering wheel angle, vehicle speed, etc.

[0174] Optionally, the vehicle control unit acquires risk-related information, including steering wheel angle information and / or vehicle speed information. Based on the risk-related information, the vehicle control unit determines the degree of driving risk of the vehicle.

[0175] For example, when steering wheel angle information indicates that the steering wheel is in a turning state (e.g., the steering wheel angle value is not 0), the risk of a tire blowout is extremely high. The vehicle's posture is already unstable or prone to tilting when turning; a tire blowout would obviously exacerbate this instability, thus the corresponding driving risk level is high. As another example, the driving risk level determined when the wheels are traveling at high speed is also high.

[0176] In the event of a tire blowout, to ensure vehicle safety, the vehicle needs to be controlled by the system / driver to gradually decelerate. In one possible implementation, the vehicle control device outputs a first warning message to indicate that the first wheel has blown out. This first warning message can be delivered via voice, text, image display, vibration, etc. This timely and clear notification of the tire blowout hazard helps alleviate the driver's panic. Please see [link to relevant documentation]. Figure 8 , Figure 8 This is a schematic diagram illustrating a prompt message provided in an embodiment of this application. Figure 8 In this system, the vehicle control unit displays a tire blowout warning icon on the vehicle's dashboard to indicate a first tire blowout.

[0177] Optionally, the vehicle control device controls the display device to output the first prompt information. The display device includes, but is not limited to, a display screen, a head-up display (HUD), a lighting module, etc.

[0178] In one possible implementation, the vehicle control device outputs a second prompt message to guide the driver on how to handle a tire blowout. Visual guidance (such as a HUD or voice prompts) helps the driver take correct actions (such as maintaining steering stability) to prevent human error from escalating the danger.

[0179] Optionally, the vehicle control unit controls the display device and / or interactive device to output a second prompt message. The interactive device includes a voice interaction device, such as a microphone, audio player, etc. See also... Figure 8 The vehicle control unit guides the driver to take correct actions by controlling the HUD and central control screen to display "Please slow down gradually." It also outputs a second prompt message through the audio player located above the center console.

[0180] In one possible implementation, the vehicle control device outputs a third warning message to alert other vehicles that the vehicle has experienced a tire blowout. Outputting this third warning message (such as activating hazard lights) warns vehicles behind and in the surrounding area, reducing the risk of a secondary collision.

[0181] Optionally, the vehicle control unit controls the lighting module to output a third prompt message.

[0182] In one possible implementation, the vehicle control unit sends the vehicle's location information. In the event of a serious malfunction (tire blowout), it automatically sends out a distress signal and accurately reports its location, significantly reducing rescue waiting time and improving the efficiency of rescuing occupants, which is especially crucial in cases of injury or entrapment.

[0183] This application's embodiment is based on the vehicle's required braking force. Braking force distribution to the blown tire is only controlled when the required braking force exceeds a threshold. This targeted approach avoids resource waste and enhances the intelligence of the control side. In the dangerous situation of a tire blowout, limiting the required braking force of the blown tire and then outputting the limited distributed braking force effectively prevents wheel lock-up caused by excessive braking force applied due to a sudden drop in the blown tire's grip. This maintains the remaining maneuverability of the blown tire and lays the foundation for stable vehicle control.

[0184] The methods of the embodiments of this application have been described in detail above. The apparatus of the embodiments of this application is provided below.

[0185] It should be understood that the division of units in the apparatus provided in the embodiments of this application is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the apparatus can be implemented by a processor calling software. For example, the apparatus includes a processor connected to a memory, which stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit of the apparatus. The processor is, for example, a general-purpose processor, such as a CPU or MPU, and the memory is either internal or external to the apparatus.

[0186] Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all of the units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD (Programmable Logic Controller). Taking an FPGA as an example, it can include a large number of logic gates, and the connection relationships between these logic gates are configured through configuration files to achieve the functionality of some or all of the above units.

[0187] In the embodiments of this application, each unit in the device may be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, MPU, digital signal processor (DSP), ASIC, FPGA, or a combination of at least two of these processor forms.

[0188] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as including a CPU and an FPGA, or including a CPU and an MCU, or including a CPU and a GPU, etc.

[0189] Several possible devices are listed below.

[0190] Please see Figure 9 , Figure 9 This is a schematic diagram of another vehicle control device provided in an embodiment of this application.

[0191] like Figure 9 As shown, the vehicle control device 14 may include a processing unit 901. The processing unit 901 may be software, hardware, or a combination of both. Optionally, the vehicle control device 14 may also include a communication unit 902, which may implement sending and / or receiving functions; the communication unit 902 may also be described as a transceiver unit. Alternatively, the vehicle control device 14 may also include a sending module for implementing sending functions.

[0192] The processing unit is used to determine that the first wheel of a vehicle has blown out. The vehicle includes multiple wheels, and the first wheel belongs to multiple wheels.

[0193] The processing unit is also configured to determine the allocated braking force of the first wheel when the required braking force of the vehicle is greater than the braking force threshold. The allocated braking force is used to indicate the braking force allocated to the wheel, and the allocated braking force of the first wheel is less than the required braking force.

[0194] Optionally, the vehicle control device 14 also includes a control unit for controlling vehicle-related modules such as the vehicle, display devices, sensing devices, or projection modules.

[0195] In one possible design, the vehicle control device 14 may include functions for performing the above-described actions. Figure 4 The method embodiment shown is a unit that performs the operation by the vehicle control device, and each unit in the vehicle control device 14 is respectively for implementing the above-mentioned... Figure 4 The operations performed by the vehicle control device in the illustrated method embodiment.

[0196] Regarding the technical effects of this design and any possible implementation, please refer to the corresponding... Figure 4 The technical effects of the corresponding implementation methods are also described.

[0197] Optionally, in the above Figure 9 In any possible design of the vehicle control device 14 shown:

[0198] In one implementation, the first vehicle and / or vehicle control device is a communication device. When the first vehicle and / or vehicle control device is a communication device, the communication unit 902 can be a transceiver, or an input / output interface; optionally, the input / output interface can be an input / output circuit.

[0199] In another implementation, the first vehicle and / or vehicle control device is a chip (system) or circuit used in a communication device. When the vehicle control device is a chip (system) or circuit used in a communication device, the communication unit 902 may be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; the processing unit 901 may be at least one processor, processing circuit, or logic circuit.

[0200] According to the embodiments of this application, Figure 9 The various units in the illustrated device can be individually or entirely combined into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effects of the embodiments of this application. The above-mentioned units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the first vehicle and / or vehicle control device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0201] It should be noted that the implementation of each unit can also refer to the above. Figure 4 The corresponding description of the method embodiments shown.

[0202] Please see Figure 10 , Figure 10 This is a schematic diagram of another vehicle control device provided in an embodiment of this application.

[0203] It should be understood that Figure 10 The vehicle control device 14 shown is merely an example. The vehicle control device 14 in this embodiment may also include other components, or include components related to... Figure 10 Components with similar functions, or not necessarily including Figure 10 All components.

[0204] The vehicle control unit 14 includes a communication interface 1001 and at least one processor 1002.

[0205] The communication interface 1001 is used to send and receive signals, and at least one processor 1002 executes program instructions to enable the vehicle control device 14 to implement the corresponding process of the method executed by the corresponding device in the above method embodiment.

[0206] In one possible design, the vehicle control device 14 may correspond to the above. Figure 4 The vehicle control device shown in the method embodiment may include components for performing the operations executed by the vehicle control device in the above method embodiment. Specific operations will not be described in detail here.

[0207] When the vehicle control device 14 can be a chip or a chip system, the chip includes a processor and an interface. There can be one or more processors, and multiple interfaces. It should be noted that the functions corresponding to the processor and interface can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0208] Optionally, the chip may also include a memory for storing necessary program instructions and data.

[0209] In this application, the processor can be used to call an implementation program of the vehicle control method provided in one or more embodiments of this application from memory and execute the instructions contained in the program. The interface can be used to output the processor's execution results. Specifically, in this application, the interface can be used to output various messages or information from the processor.

[0210] For vehicle control methods provided in one or more embodiments of this application, please refer to the foregoing. Figure 4 The various embodiments shown are not described in detail here.

[0211] The processor in this embodiment can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0212] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0213] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the above-mentioned... Figure 4 The method shown.

[0214] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program runs on a processor, it can achieve the above-mentioned... Figure 4 The method shown.

[0215] This application embodiment also provides a vehicle terminal, which includes at least one vehicle control device 14 as described above, for performing the above-described... Figure 4 The steps performed by the corresponding device in any embodiment.

[0216] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0217] It should be understood that the aforementioned processing device can be a chip. For example, the processing device can be a field-programmable gate array (FPGA), a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, a system on-chip (SoC), a central processing unit (CPU), a network processor (NP), a digital signal processing circuit (DSP), a microcontroller unit (MCU), a programmable logic device (PLD), or other integrated chips. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0218] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0219] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0220] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0221] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0222] It should be noted that, in this application, "instruction" can include direct instruction, indirect instruction, explicit instruction, and implicit instruction. When describing a certain instruction information for the purpose of instructing A, it can be understood that the instruction information carries A, directly instructs A, or indirectly instructs A.

[0223] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0224] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0225] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., high-density digital video discs (DVDs)), or semiconductor media (e.g., solid-state disks (SSDs)).

[0226] The units in the above-described device embodiments and the terminal devices in the method embodiments completely correspond to each other, with corresponding modules or units executing corresponding steps. For example, the communication unit (transceiver) executes the receiving or sending steps in the method embodiments, while other steps besides sending and receiving can be executed by the processing unit (processor). The functions of specific units can be found in the corresponding method embodiments. There can be one or more processors.

[0227] It is understood that in the embodiments of this application, the terminal device may execute some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application may also execute other operations or variations thereof. Furthermore, the steps may be executed in different orders as presented in the embodiments of this application, and it is not necessary to execute all the operations in the embodiments of this application.

[0228] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0229] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0230] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0231] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0232] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0233] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the contributing part, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0234] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: It is determined that the first wheel of a vehicle has blown out, the vehicle comprising multiple wheels, and the first wheel being one of the multiple wheels; When the required braking force is greater than the braking force threshold, the allocated braking force of the first wheel is determined. The allocated braking force is used to indicate the braking force allocated to the wheel. The allocated braking force of the first wheel is less than the required braking force, which is the initial braking force value generated for the first wheel.

2. The method according to claim 1, characterized in that, The method further includes: Based on the position of the first wheel, the braking force distribution of the other wheels among the plurality of wheels is determined.

3. The method according to claim 1 or 2, characterized in that, The braking force distributed to the first wheel is less than the braking force distributed to the other wheels among the plurality of wheels excluding the first wheel.

4. The method according to claim 2 or 3, characterized in that, The other wheels include a second wheel, which is a coaxial wheel of the first wheel. The distributed braking force of the second wheel is greater than the distributed braking force of the first wheel, but less than N times the distributed braking force of the first wheel, where N is a positive integer greater than 1 and less than or equal to 5.

5. The method according to any one of claims 2-4, characterized in that, The other wheels include a second wheel, which is a coaxial wheel of the first wheel, and the braking force of the second wheel is related to the braking force of the first wheel.

6. The method according to any one of claims 2-5, characterized in that, The other wheels also include a third wheel, which is a wheel that is not on the same axle or side as the first wheel. The braking force of the third wheel is greater than that of the first wheel, and the braking force of the third wheel is greater than that of the second wheel.

7. The method according to any one of claims 2-6, characterized in that, The other wheels also include a fourth wheel, the braking force of which is distributed in relation to the yaw rate of the vehicle, and the braking force of the fourth wheel does not exceed the required braking force.

8. The method according to claim 7, characterized in that, The yaw condition includes the vehicle's yaw rate, and the method further includes: The braking force distributed to the fourth wheel is determined based on the deviation between the vehicle's yaw rate and the desired yaw rate.

9. The method according to any one of claims 1-8, characterized in that, The vehicle also includes a braking control system, and the method further includes: The first instruction is sent to the braking control system, which instructs the braking control system to brake based on the distributed braking force.

10. The method according to any one of claims 1-9, characterized in that, The method further includes: Obtain wheel parameter information for each wheel of the vehicle, wherein the wheel parameter information includes tire pressure information and / or wheel speed information; The determination that the first wheel of the vehicle has blown out includes: Based on the wheel parameter information, it is determined that the first wheel has blown out.

11. The method according to claim 10, characterized in that, The wheel parameter information includes wheel speed information, and determining the first wheel blowout based on the wheel parameter information includes: If the wheel parameter information of the first wheel meets the first condition, it is determined that the first wheel has blown out. The first condition includes: If the rotational speed deviation value is greater than or equal to a first threshold, the rotational speed deviation value belongs to the wheel rotational speed information, and / or... The duration of the deviation is greater than or equal to a second threshold, and the duration of the deviation is related to the wheel speed information.

12. The method according to any one of claims 1-11, characterized in that, The method further includes: Determine the required braking force of the vehicle.

13. The method according to claim 12, characterized in that, Determining the required braking force of the vehicle includes: Obtain brake pedal information; The required braking force of the vehicle is determined based on the brake pedal information.

14. The method according to claim 12 or 13, characterized in that, The method further includes: Based on the brake pedal information, the driver's braking intention is determined, and the braking intention is used to indicate whether the brake pedal was accidentally pressed. Determining the distributed braking force of the first wheel when the required braking force of the vehicle is greater than the braking force threshold includes: When the vehicle's required braking force is greater than the braking force threshold, and the braking intention is used to indicate accidental braking, the distributed braking force of the first wheel is determined.

15. The method according to claim 14, wherein if the brake pedal information satisfies the second condition, the braking intention is used to indicate accidental braking; The second condition includes: If the pedal depressing speed is greater than or equal to a third threshold, the pedal depressing speed belongs to the brake pedal information, and / or... If the pedal travel is greater than or equal to the fourth threshold, the pedal travel belongs to the brake pedal information.

16. The method according to any one of claims 1-15, characterized in that, The method further includes: To obtain the degree of driving risk of the vehicle; Based on the driving risk level, the response time for distributing braking force to each wheel of the vehicle is determined; the higher the driving risk level, the shorter the response time.

17. The method according to any one of claims 1-16, characterized in that, The method further includes: Output the first prompt message, which is used to indicate that the first wheel has blown out.

18. The method according to any one of claims 1-16, characterized in that, The method further includes: Output a second prompt message, which is used to prompt the driver on how to handle a tire blowout.

19. The method according to any one of claims 1-18, characterized in that, The method further includes: Output a third notification message, which is used to notify other vehicles that the vehicle has a tire blowout.

20. The method according to any one of claims 1-19, characterized in that, The method further includes: Send the location information of the vehicle.

21. A vehicle control device, characterized in that, Includes a module for performing the method as described in any one of claims 1 to 20.

22. A vehicle control device, characterized in that, Includes a processor for executing a program in memory to implement the method as described in any one of claims 1 to 20.

23. A vehicle, characterized in that, The vehicle includes a plurality of wheels, and a vehicle control device as described in claim 21 or as described in claim 22.

24. The vehicle according to claim 23, characterized in that, The vehicle also includes a braking control system for controlling the distribution of braking force to the plurality of wheels.

25. A computer-readable storage medium storing program code that, when executed by a computer or processor, can implement the method described in any one of claims 1-20.

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