Vehicle control method, device and equipment and storage medium

Abstract

The invention provides a vehicle control method and device, equipment and a storage medium. The vehicle control method comprises the steps that under the condition that a vehicle is in a specific working condition, a first compensation steering angle of an abnormal wheel is determined based on the transverse angular velocity deviation of the vehicle and the steering angle of a steering wheel; based on the angular velocity of each wheel, the slip angle of the normal wheel and the attribute data of the vehicle, determining the steering torque of the normal wheel; based on the attribute data of the vehicle, the target deceleration and the adhesive force of each wheel, determining the braking force of each wheel; and adjusting the vehicle to a target posture based on the compensation steering angle of the abnormal wheel, the steering torque of the normal wheel and the braking force of each wheel. By means of the scheme, the vehicle can be controlled to move to the target posture when the vehicle is in the specific working condition, and therefore the vehicle safety is improved.

Description

Technical Field

[0001] This application relates to, but is not limited to, the field of vehicle control technology, and in particular to a vehicle control method, device, equipment, and storage medium. Background Technology

[0002] Currently, when a vehicle experiences a tire leak or blowout, the relevant technology monitors the pressure of each tire and issues an alarm when the pressure drops abnormally, thus alerting the driver. However, it does not integrate with intelligent driver assistance systems to control the vehicle's direction and stability. Therefore, vehicle safety issues remain in place during a tire blowout. Summary of the Invention

[0003] In view of the above, embodiments of this application provide at least one vehicle control method, apparatus, device, and storage medium.

[0004] The technical solution of this application embodiment is implemented as follows:

[0005] In a first aspect, embodiments of this application provide a vehicle control method, comprising: when the vehicle is in a specific operating condition, determining a first compensating steering angle for the abnormal wheel based on the vehicle's lateral angular velocity deviation and steering wheel angle; determining the steering torque of the normal wheel based on the angular velocity of each wheel, the sideslip angle of the normal wheel, and the vehicle's attribute data; determining the braking force of each wheel based on the vehicle's attribute data, target deceleration, and the adhesion of each wheel; and adjusting the vehicle to a target posture based on the compensating steering angle of the abnormal wheel, the steering torque of the normal wheel, and the braking force of each wheel.

[0006] Secondly, embodiments of this application provide a vehicle control device, comprising: a first determining module, configured to determine a first compensating steering angle of the abnormal wheel based on the lateral angular velocity deviation of the vehicle and the steering wheel angle when the vehicle is in a specific operating condition; a second determining module, configured to determine the steering torque of the normal wheel based on the angular velocity of each wheel, the sideslip angle of the normal wheel, and the vehicle's attribute data; a third determining module, configured to determine the braking force of each wheel based on the vehicle's attribute data, the target deceleration, and the adhesion of each wheel; and an adjusting module, configured to adjust the vehicle to a target posture based on the compensating steering angle of the abnormal wheel, the steering torque of the normal wheel, and the braking force of each wheel.

[0007] Thirdly, embodiments of this application provide a computer device, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the program to implement some or all of the steps in the above-described method.

[0008] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above-described method.

[0009] Fifthly, embodiments of this application provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement some or all of the steps in the above-described method.

[0010] Technical Effects: This application, under specific operating conditions, determines a first compensating steering angle for the abnormal wheel based on the vehicle's lateral angular velocity deviation and steering wheel angle; this counteracts the unexpected steering tendency caused by a tire blowout. Based on the angular velocity of each wheel, the slip angle of the normal wheel, and vehicle attribute data, the steering torque of the normal wheel is determined; this counteracts the steering resistance caused by the sudden change in tire lateral force after a blowout. Based on vehicle attribute data, target deceleration, and the adhesion of each wheel, the braking force of each wheel is determined; this generates an additional yaw moment to assist in correcting the vehicle's attitude while achieving the target deceleration. Based on the compensating steering angle of the abnormal wheel, the steering torque of the normal wheel, and the braking force of each wheel, the vehicle is adjusted to a target attitude. Thus, by adjusting the vehicle to the target attitude, safety is improved in the event of a tire blowout.

[0011] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and are not intended to limit the technical solutions of this application. Attached Figure Description

[0012] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0013] Figure 1 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0014] Figure 2 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0015] Figure 3 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0016] Figure 4 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0017] Figure 5 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0018] Figure 6 A schematic diagram illustrating the implementation process of a vehicle control method provided in this application embodiment;

[0019] Figure 7 A schematic diagram illustrating the implementation of vehicle tire blowout detection according to an embodiment of this application;

[0020] Figure 8 A schematic diagram illustrating the implementation of vehicle tire blowout control according to an embodiment of this application;

[0021] Figure 9 A schematic diagram illustrating the implementation of vehicle tire blowout control according to an embodiment of this application;

[0022] Figure 10 A schematic diagram illustrating the implementation of vehicle tire blowout control according to an embodiment of this application;

[0023] Figure 11 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application;

[0024] Figure 12 This is a schematic diagram of the hardware entity of a computer device provided in an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application are further described in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] In the following description, references to "some embodiments" refer to a subset of all possible embodiments. It is understood that "some embodiments" may be the same or different subsets of all possible embodiments and may be combined with each other without conflict. The terms "first / second / third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first / second / third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used herein is for descriptive purposes only and is not intended to be limiting of this application.

[0028] Currently, when a vehicle experiences a tire leak or blowout, the relevant technology monitors the pressure of each tire and issues an alarm when the pressure drops abnormally, thus alerting the driver. However, it does not integrate with intelligent driver assistance systems to control the vehicle's direction and stability. Therefore, vehicle safety issues remain in place during a tire blowout.

[0029] This application provides a vehicle control method, which can be executed by a processor of a computer device. The computer device can refer to a server, laptop computer, tablet computer, desktop computer, smart TV, set-top box, mobile device (e.g., mobile phone, portable video player, personal digital assistant, dedicated messaging device, portable gaming device), or any other device with data processing capabilities.

[0030] Figure 1 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by the processor of a computer device. Figure 1 As shown, the method includes the following steps S101 to S104, combining... Figure 1 The steps are explained below.

[0031] Step S101: Under specific operating conditions, based on the vehicle's lateral angular velocity deviation and steering wheel angle, determine the first compensation steering angle for the abnormal wheel.

[0032] In some embodiments, the vehicle being in a specific operating condition indicates that there are abnormal wheels on the vehicle, wherein abnormal wheels include tire blowout wheels, leaking tires, etc.

[0033] In some embodiments, the tire pressure of each wheel can be detected by a tire pressure monitoring device located on the outside of the vehicle. If the tire pressure is lower than the preset tire pressure, the wheel is identified as an abnormal wheel.

[0034] In some embodiments, after a tire blowout, the vehicle will experience unexpected yaw (abnormal lateral angular velocity) due to the sudden change in lateral force of the blowout wheel. The calculated first compensation steering angle generates a reverse yaw torque through active steering, which brings the actual lateral angular velocity back to the desired lateral angular velocity, thus eliminating the lateral angular velocity deviation.

[0035] In some embodiments, the lateral angular velocity deviation characterizes the difference between the actual lateral acceleration and the expected lateral angular velocity. The lateral acceleration deviation reflects the degree of deviation between the vehicle's actual steering state and its expected steering state. The actual lateral angular velocity can be obtained based on data collected by sensors installed in the vehicle (e.g., a yaw rate sensor in the vehicle's inertial measurement unit (IMU)); the expected lateral angular velocity is the expected lateral angular velocity calculated based on the driver's input steering command and the vehicle's own parameters before a specific operating condition.

[0036] In some embodiments, the steering wheel angle can be manually input by the driver or actively adjusted by the vehicle's driver assistance system; this application does not limit this.

[0037] In some embodiments, the expected lateral angular velocity is first calculated based on the vehicle speed, steering wheel angle, and vehicle wheelbase, such as by... Calculate the expected lateral angular velocity, where ω q Let v be the expected lateral angular velocity, L be the vehicle speed, and θ be the vehicle wheelbase.

[0038] In some embodiments, the lateral angular velocity deviation can be the actual lateral angular velocity minus the expected lateral angular velocity, or the expected lateral angle minus the actual lateral angular velocity.

[0039] In some embodiments, if the lateral angular velocity deviation is obtained based on the actual lateral angular velocity minus the expected lateral angular velocity, then if the lateral angular velocity deviation is greater than zero, it indicates that the inner adhesion of the abnormal wheel is insufficient, and if the lateral angular velocity deviation is less than zero, it indicates that the outer adhesion of the abnormal wheel is insufficient.

[0040] In some embodiments, a compensation angle can be obtained by compensating for the lateral angular velocity deviation based on a PID control algorithm, and the sum of the steering wheel angle and the compensation angle can be used as the first compensation steering angle.

[0041] In some embodiments, since the lateral angular velocity deviation can be positive or negative, the first compensation steering angle can also be positive or negative. A positive lateral angular velocity deviation indicates that the actual yaw rate is faster than the expected yaw rate, for example, after a tire blowout, the vehicle excessively yaws towards the blowout side, resulting in "excessive" yaw. A negative lateral angular velocity deviation indicates that the actual yaw rate is slower than expected, for example, after a tire blowout, the vehicle is "dragged" away from the blowout side, resulting in "insufficient" yaw.

[0042] For example, when the lateral angular velocity deviation is positive, a compensating steering force opposite to the current yaw direction needs to be applied. For instance, if the vehicle yaws excessively to the right, the compensating steering force is turned to the left to reduce the actual lateral angular velocity, bringing the lateral angular velocity deviation closer to 0. When the lateral angular velocity deviation is negative, a compensating steering force in the same direction as the desired yaw needs to be applied. For instance, if the desired yaw is to the right but the actual yaw is slower, the compensating steering force is turned to the right to increase the actual lateral angular velocity, bringing the lateral angular velocity deviation closer to 0.

[0043] Step S102: Determine the steering torque of the normal wheels based on the angular velocity of each wheel, the sideslip angle of the normal wheels, and the vehicle's attribute data.

[0044] In some embodiments, when a vehicle has a blown-out or leaking tire, the slip angle of the normal wheel changes with the deflection angle of the blown-out or leaking tire. For example, under normal circumstances, the slip angle of the normal wheel is calculated based on the steering wheel angle. For instance, if the steering wheel is turned 20 degrees to the right, and after a blown-out or leaking tire, the blown-out or leaking tire deflects 3 degrees to the left, then the slip angle of the normal wheel is 17 degrees. It can be understood that the slip angle of the normal wheel equals the wheel angle corresponding to the steering wheel angle plus the deflection angle of the leaking tire.

[0045] In some embodiments, the angular velocity of each wheel includes the angular velocity of the abnormal wheel and the angular velocity of the normal wheel, which can be obtained by a steering angle sensor.

[0046] In some embodiments, the vehicle's attribute data may include the vehicle's steering system equivalent inertia, damping coefficient, stiffness, etc., and may also include the standard radius of a normal wheel, lateral stiffness, etc.

[0047] In some embodiments, when a tire blows out, the increased angular velocity of the blown tire causes the vehicle to veer if it is traveling in a straight line due to the imbalance of lateral forces caused by the blown tire. This allows the vehicle to maintain normal driving by applying steering torque to the normal wheels.

[0048] In some embodiments, the lateral force of the normal wheel is first determined based on the slip angle and lateral stiffness of the normal wheel. Based on the lateral force of the normal wheel and the lateral force of the abnormal wheel, the lateral force deviation between the abnormal wheel and the normal wheel is determined. The lateral force deviation is then compensated based on the vehicle's attribute data to determine the steering torque of the normal wheel.

[0049] Step S103: Based on the vehicle's attribute data, target deceleration, and the adhesion of each wheel, determine the braking force of each wheel.

[0050] In some embodiments, the vehicle's attribute data may also include the vehicle's mass, the transmission efficiency of the braking system, etc.

[0051] In some embodiments, after a tire blowout, the target deceleration of the vehicle is the deceleration that ensures stable driving. The target deceleration setting needs to avoid lateral instability of the vehicle due to excessive deceleration, and needs to match the road surface adhesion conditions and the grip of the remaining tires.

[0052] In some embodiments, the target deceleration setting also needs to ensure that the driver or assistance system can maintain the vehicle trajectory through steering and braking interventions, and the deceleration cannot exceed the maximum adhesion limit between the tires and the road surface.

[0053] In some embodiments, after a tire blowout, the angular velocity of the blowout wheel increases compared to that of a normal wheel due to changes in factors such as the radius and load of the blowout wheel. This causes a sudden drop in the support force of the blowout wheel and an imbalance in lateral forces, making it impossible for the vehicle to decelerate smoothly. Therefore, it is necessary to distribute the braking force of each wheel based on the actual situation of each wheel after the blowout, in order to control the vehicle to decelerate smoothly until it stops, provided that each wheel does not lock up.

[0054] In some embodiments, the vehicle's attribute data may also include the vehicle's wheelbase, center of gravity height, and distances from the center of gravity to the front and rear axles, respectively.

[0055] In some embodiments, the total braking force of each wheel is first determined based on the target deceleration, total mass, standard radius, and transmission efficiency; secondly, the load of each wheel is determined based on the total mass of the vehicle, the wheelbase, center of gravity height, first distance, second distance, and target deceleration; the adhesion force of each wheel is determined based on the load of each wheel and the adhesion coefficient of each wheel relative to the lane; finally, the weight coefficient of each wheel is determined based on the adhesion force of each wheel, and the total braking force is distributed to each wheel based on the weight coefficient of each wheel.

[0056] Step S104: Based on the compensated steering angle of the abnormal wheel, the steering torque of the normal wheel, and the braking force of each wheel, adjust the vehicle to the target posture.

[0057] In some embodiments, the target attitude refers to the attitude of the vehicle when it travels along a desired trajectory.

[0058] In some embodiments, by applying the first compensating steering angle to the blown tire wheel or its corresponding steering wheel, a reverse yaw moment is generated to counteract the unintended steering tendency caused by the blowout.

[0059] For example, if a tire blowout causes the vehicle to swerve to the left, reverse compensation is applied to the left wheel with the blown tire to reduce the lateral angular velocity deviation.

[0060] In some embodiments, by adjusting the steering torque of the normal wheels, the driver or automatic system is assisted in maintaining steering control to counteract the steering resistance caused by the sudden change in tire lateral force after a tire blowout.

[0061] For example, if the tire blows out on the front wheel, its steering resistance will increase sharply, and the steering torque of the normal front wheel needs to be increased to ensure that the steering command is effectively executed (e.g., if the right front tire blows out, the steering torque of the left front wheel needs to be increased by 30%-50%).

[0062] In some embodiments, by applying differentiated braking forces to different wheels, additional yaw moments are generated to assist in correcting vehicle attitude and simultaneously achieving the target deceleration. Specifically, if the vehicle yaws excessively towards the side of the tire blowout (e.g., a left rear tire blowout causing a leftward fishtail), braking force is applied to the right front wheel (generating a rightward yaw moment) to counteract the leftward yaw tendency. The main braking force is applied to the wheels on the non-blowout side; for example, if the right front tire blows out, the left front wheel and both left and right rear wheels are braked first to prevent the blown wheel from slipping due to a sudden drop in traction. The braking force distribution ratio is typically 70%-80% on the non-blowout side.

[0063] In some embodiments, the braking force of each wheel can be continuously fine-tuned based on real-time yaw rate and wheel speed difference feedback (e.g., updated every 10ms) to ensure that the actual deceleration does not exceed the preset value to prevent the wheels from locking up.

[0064] In this embodiment, when the vehicle is under specific operating conditions, a first compensating steering angle for the abnormal wheel is determined based on the vehicle's lateral angular velocity deviation and steering wheel angle; this can counteract the unexpected steering tendency caused by a tire blowout. Based on the angular velocity of each wheel, the slip angle of the normal wheel, and the vehicle's attribute data, the steering torque of the normal wheel is determined; this can counteract the steering resistance caused by the sudden change in tire lateral force after a blowout. Based on the vehicle's attribute data, the target deceleration, and the adhesion of each wheel, the braking force of each wheel is determined; this can generate an additional yaw moment to assist in correcting the vehicle's attitude while achieving the target deceleration. Based on the compensating steering angle of the abnormal wheel, the steering torque of the normal wheel, and the braking force of each wheel, the vehicle is adjusted to the target attitude. Thus, by adjusting the vehicle to the target attitude, safety is improved in the event of a tire blowout.

[0065] Figure 2 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by the processor of a computer device. Figure 1 , Figure 1 Step S101 can be updated to steps S201 to S204, combining... Figure 2 The steps shown are explained.

[0066] Step S201: Determine the target lateral angular velocity based on the vehicle speed and the lane curvature radius.

[0067] In some embodiments, vehicle speed can be obtained by sensors installed on the vehicle, such as by obtaining vehicle speed via GPS positioning.

[0068] In some embodiments, a camera mounted on the vehicle can capture images of the road ahead. Image processing algorithms (such as edge detection and Hough transform) can then be used to identify lane lines (solid / dashed lines) and fit their geometry (typically an arc or quadratic curve). If the lane line is fitted as an arc, its curvature is the reciprocal of its radius. By identifying the lane line positions at different distances (e.g., near, 50 meters, 100 meters), the radius of the circle containing these points is calculated, which is the radius of curvature of the current lane.

[0069] In some embodiments, the target lateral angular velocity is determined based on the vehicle speed and the lane curvature radius, which can be determined based on the following formula (1).

[0070]

[0071] Where, γ desired Let V be the target lateral angular velocity, V be the vehicle velocity, and R be the radius of curvature.

[0072] For example, when R is 100m and V is 10m / s (approximately 36km / h), the target's lateral angular velocity is 0.1m / s.

[0073] Step S202: Determine the lateral angular velocity deviation based on the target lateral angular velocity and the actual lateral angular velocity of the vehicle.

[0074] In some embodiments, the real-time lateral angular velocity of the vehicle can be directly obtained based on a yaw rate sensor installed on the vehicle, and this application does not limit this.

[0075] In some embodiments, the lateral angular velocity deviation is determined based on the target lateral angular velocity and the actual lateral angular velocity of the vehicle, and can be determined based on the following formula (2).

[0076] e γ =γ actual -γ desired Formula (2)

[0077] Among them, e γ For the lateral angular velocity deviation, γ actual This represents the actual lateral angular velocity.

[0078] For example, if the target lateral angular velocity is 0.1 m / s and the actual lateral angular velocity is 0.15 m / s, then the lateral angular velocity deviation is -0.5 m / s.

[0079] Step S203: Determine the second compensation steering angle based on the lateral angular velocity deviation and PID parameters.

[0080] In some embodiments, PID parameters include a proportional coefficient, an integral coefficient, and a derivative coefficient, wherein the proportional coefficient is used to quickly respond to the current deviation; the integral coefficient is used to eliminate long-term accumulated errors; and the derivative coefficient is used to suppress oscillations.

[0081] In some embodiments, the second compensated steering angle can be determined based on the lateral angular velocity deviation and PID parameters according to the following formula (3).

[0082]

[0083] Where, δ cmd The second compensation steering angle is given by Kp, where Kp is the proportional coefficient, KI is the integral coefficient, and KD is the differential coefficient.

[0084] For example, if the lateral angular velocity deviation e γ If the velocity is -0.5 m / s, then the proportional coefficient Kp is 0.8, the integral coefficient KI is 0.2, the differential coefficient KD is 0.05, and the lateral angular velocity deviation e γ If it persists for 10 seconds, then δ cmd for

[0085] Step S204: Determine the first compensation steering angle based on the second compensation steering angle and the steering wheel steering angle.

[0086] In some embodiments, the steering wheel angle can be input by the driver via the steering wheel or actively executed by the vehicle's driver assistance system.

[0087] In some embodiments, the first compensated steering angle is also the angle executed by the vehicle.

[0088] In some embodiments, the first compensated steering angle is determined based on the second compensated steering angle and the steering wheel steering angle, and can be determined based on formula (4).

[0089] Δ cmd =δ driver +δ cmd Formula (4)

[0090] Where, Δ cmd For the first compensation steering angle, δ driver This refers to the steering wheel angle.

[0091] In this embodiment, a target lateral angular velocity is determined based on vehicle speed and lane curvature radius; the lateral angular velocity deviation is determined based on the target lateral angular velocity and the vehicle's actual lateral angular velocity; a second compensating steering angle is determined based on the lateral angular velocity deviation and PID parameters; and a first compensating steering angle is determined based on the second compensating steering angle and the steering wheel angle. This can counteract the unexpected steering tendency caused by a tire blowout, thereby improving vehicle safety.

[0092] Figure 3 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by the processor of a computer device. Figure 1 The attribute data includes the equivalent inertia, damping coefficient, and stiffness of the vehicle's rotation system, as well as the standard radius and lateral stiffness of a normal wheel. Figure 1 Step S102 can be updated to steps S301 to S303, combining Figure 3 The steps shown are explained.

[0093] Step S301: Determine the actual radius of the abnormal wheel based on the first angular velocity of the normal wheel, the second angular velocity of the abnormal wheel, and the standard radius.

[0094] In some embodiments, the vehicle speed of a normal wheel is equal to the first angular velocity × the standard radius. When a tire blowout occurs, the angular velocity of the blowout wheel increases. If the vehicle is traveling in a straight line without slipping, the vehicle speed is the same for all wheels. Therefore, based on the first angular velocity of the normal wheel, the second angular velocity of the abnormal wheel, and the standard radius, the actual radius of the abnormal wheel can be determined by the following formula (5).

[0095]

[0096] Among them, R unnom R is the actual radius of the abnormal wheel. nom For the standard radius of a normal wheel, ω nom The first angular velocity of a normal wheel, ω unnom This is the second angular velocity of the abnormal wheel.

[0097] Step S302: Based on the lateral stiffness and lateral angle of the normal wheel, determine the lateral force deviation between the abnormal wheel and the normal wheel.

[0098] In some embodiments, under normal circumstances, the slip angle of a normal wheel is calculated based on the steering wheel angle. For example, if the steering wheel is turned 20 degrees to the right, and a tire blows out or leaks air, the blown-out or abnormal wheel will deflect 3 degrees to the left. In this case, the slip angle of the normal wheel is 17 degrees. It can be understood that the slip angle of a normal wheel is equal to the wheel angle corresponding to the steering wheel angle plus the deflection angle of the abnormal wheel.

[0099] In some embodiments, the lateral stiffness of a normal wheel can be determined based on the type, brand, etc. of the normal wheel.

[0100] In some embodiments, the lateral force of the normal wheel is first determined based on the slip angle and lateral stiffness of the normal wheel, and the lateral force deviation between the abnormal wheel and the normal wheel is determined based on the lateral force of the normal wheel and the lateral force of the abnormal wheel.

[0101] Step S303: Based on the lateral force deviation, the actual radius, the equivalent inertia, the damping coefficient, and the stiffness, determine the steering torque of the normal wheel.

[0102] In some embodiments, the equivalent inertia of the steering system includes the rotational inertia of the steering wheel, steering shaft, steering gear, tie rod, and steering wheels, with a value ranging from 0.5 to 2 m / s². 2 The larger the equivalent inertia, the smaller the angular acceleration under the same torque, and the slower the steering system response (e.g., heavy vehicles have a large steering inertia and the steering is "heavier"); conversely, a small equivalent inertia results in sensitive steering (e.g., lightweight steering systems in racing cars).

[0103] In some embodiments, the damping coefficient reflects the magnitude of viscous damping experienced by the steering system during movement (such as the viscous resistance of steering fluid, bearing friction, etc.). The larger the damping coefficient, the greater the damping torque at the same angular velocity, and the "slower" the steering system movement (but the higher the stability).

[0104] In some embodiments, the stiffness coefficient reflects the "rigidity" of the steering system (such as the elastic deformation resistance of steering tie rods and ball joints). The larger the stiffness coefficient, the greater the restoring torque at the same steering angle, and the "stiffer" the steering system (stronger self-centering force).

[0105] In some embodiments, the total torque acting on the steering system is first determined based on the equivalent inertia, the damping coefficient, the stiffness, and the angular velocity, angular acceleration, and steering angle of the abnormal wheel, as shown in formula (6).

[0106] M total =J×δ..+C×δ.+K×δ Formula (6)

[0107] Among them, M totaldenoted as total torque, J as equivalent inertia, C as damping coefficient, K as stiffness, δ.. as angular acceleration, δ. as angular velocity, and δ as steering angle.

[0108] In some embodiments, after determining the total torque of the steering system, a compensating lateral force is determined based on the lateral force deviation and the actual radius, as shown in Equation (7).

[0109] T cmd =ΔF y ×R tire Formula (7)

[0110] Among them, T cmd To compensate for the lateral force, ΔF y For lateral force deviation, R tire This is the actual radius.

[0111] In some embodiments, the steering torque of the normal wheel is determined based on the compensated lateral force and the total torque, with reference to the following formula (8).

[0112] T steer =M total +T cmd Formula (8)

[0113] Among them, T steer This is the steering torque of a normal wheel.

[0114] In this embodiment, the actual radius of the abnormal wheel is determined based on the first angular velocity of the normal wheel, the second angular velocity of the abnormal wheel, and the standard radius; the lateral force deviation between the abnormal wheel and the normal wheel is determined based on the lateral stiffness and lateral angle of the normal wheel; and the steering torque of the normal wheel is determined based on the lateral force deviation, the actual radius, the equivalent moment of inertia, the damping coefficient, and the stiffness. This generates an additional yaw moment to help correct the vehicle's attitude, thereby improving vehicle safety.

[0115] Figure 4 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by the processor of a computer device. Figure 3 , Figure 3 Step S302 can be updated to steps S401 and S402, combining... Figure 4 The steps shown are explained.

[0116] Step S401: Based on the lateral stiffness and the lateral angle of the normal wheel, determine the real-time lateral force of the normal wheel.

[0117] In some embodiments, the lateral stiffness of a normal wheel can be determined based on the type, brand, etc. of the normal wheel.

[0118] In some embodiments, the slip angle of a normal wheel is equal to the wheel angle corresponding to the steering wheel angle plus the slip angle of an abnormal wheel.

[0119] In some embodiments, the real-time lateral force of the normal wheel is determined based on the lateral stiffness and the lateral angle of the normal wheel, as shown in the following formula (9).

[0120] F y,non-burst =C a ×a Formula (9)

[0121] Among them, F y,non-burst C represents the real-time lateral force of a normal tire. a denoted as lateral stiffness, and 'a' as the lateral slip angle of a normal tire.

[0122] Step S402: Determine the lateral force deviation based on the default lateral force of the abnormal wheel and the real-time lateral force of the normal wheel.

[0123] In some embodiments, when a tire blows out, the lateral force of the blown-out wheel becomes ineffective, and the lateral force of the blown-out wheel defaults to 0, thus the default lateral force F of the blown-out wheel... y,burst =0.

[0124] In some embodiments, the lateral force deviation can be determined by formula (10) based on the default lateral force of the abnormal wheel and the real-time lateral force of the normal wheel.

[0125] ΔFy=F y,non-burst -F y,burst Formula (10)

[0126] Where ΔFy is the lateral force deviation, F y,burst This is the default lateral force for a tire blowout.

[0127] In this embodiment, the real-time lateral force of the normal wheel is determined based on the lateral stiffness and the lateral angle of the normal wheel; the lateral force deviation is determined based on the default lateral force of the abnormal wheel and the real-time lateral force of the normal wheel. This allows for an accurate determination of the lateral force deviation, improving the accuracy of determining the steering torque of the normal wheel and thus enhancing vehicle safety.

[0128] Figure 5 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by the processor of a computer device. Based on... Figure 1 The attribute data includes the total mass of the vehicle, the standard radius of the normal wheels, and the transmission efficiency of the vehicle's braking system. Figure 1Step S103 can be updated to steps S501 to S503, combining Figure 5 The steps shown are explained.

[0129] Step S501: Based on the target deceleration, total mass, standard radius, and transmission efficiency, determine the total braking force of each wheel.

[0130] In some embodiments, transmission efficiency can reflect the degree of energy loss during the transmission of braking energy from a control mechanism (such as a brake pedal) to an actuator (such as a brake shoe / caliper).

[0131] In some embodiments, the total braking force of each wheel can be determined based on the target deceleration, total mass, standard radius, and transmission efficiency, and can be achieved by the following formula (11).

[0132]

[0133] Among them, T total Let m be the total braking force, m be the total mass of the vehicle, and a be the total braking force. req To decelerate the target, r w For the standard radius, η b For transmission efficiency.

[0134] Step S502: Determine the weight coefficient of each wheel based on the adhesion of each wheel.

[0135] In some embodiments, after a tire blowout occurs, the load on the blown-out wheel and the normal wheel changes, and therefore the adhesion between the blown-out wheel and the normal wheel also changes.

[0136] In some embodiments, the load of each wheel is first calculated, and the adhesion force of each wheel is determined based on the load of each wheel and the adhesion coefficient of each wheel. The adhesion force of each wheel is then normalized to determine the weight coefficient of each wheel.

[0137] For example, if the adhesion forces of each wheel include 2000N for the left front wheel, 2200N for the right front wheel, 1500N for the left rear wheel, and 1600N for the right rear wheel, then the weighting coefficient for the left front wheel is approximately 0.274 (2000 / 7300), the weighting coefficient for the right front wheel is approximately 0.301 (2200 / 7300), the weighting coefficient for the left rear wheel is approximately 0.205 (1500 / 7300), and the weighting coefficient for the right rear wheel is approximately 0.220 (1600 / 7300).

[0138] Step S503: Distribute the total braking force based on the weighting coefficient of each wheel to determine the braking force of each wheel.

[0139] In some embodiments, distributing the total braking force of the vehicle according to the weighting coefficient of each wheel can ensure that the wheel with greater traction bears more braking force, while preventing any wheel from slipping due to the braking force exceeding the traction.

[0140] For example, if the total braking force T total The braking force is 7000N. The weighting coefficient of the left front wheel is 0.274, the weighting coefficient of the right front wheel is 0.301, the weighting coefficient of the left rear wheel is 0.205, and the weighting coefficient of the right rear wheel is 0.220. Therefore, the braking force distributed to each wheel is as follows: 1918N to the left front wheel, 2107N to the right front wheel, 1435N to the left rear wheel, and 1540N to the right rear wheel.

[0141] In some embodiments, during the allocation process, the braking force allocated to each wheel must be less than or equal to the adhesion force of the corresponding wheel. If a wheel's allocated braking force is greater than its adhesion force, then the final allocated braking force for that wheel is determined as its adhesion force. The weight coefficients of the remaining wheels are then renormalized to obtain new weights for the remaining wheels. The remaining braking force is the total braking force minus the adhesion force of that wheel. These remaining wheels are then redistributed based on their new weight coefficients.

[0142] For example, if the total braking force T total The braking force is 7700N. The weighting coefficient for the left front wheel is 0.274, the weighting coefficient for the right front wheel is 0.301, the weighting coefficient for the left rear wheel is 0.205, and the weighting coefficient for the right rear wheel is 0.220. It is calculated that 2107N needs to be allocated to the left front wheel. However, the adhesion force of the left front wheel is 2000N, so the braking force of the left front wheel is determined to be 2000N. The new weighting coefficients for the remaining wheels are: approximately 0.414 for the right front wheel (0.301 / 0.726), approximately 0.282 for the left rear wheel (0.205 / 0.726), and approximately 0.303 for the right rear wheel (0.220 / 0.726). The remaining braking force is 5700N. Therefore, the braking force allocated to the right front wheel is approximately 2360N, the braking force allocated to the left rear wheel is approximately 1607N, and the braking force allocated to the right rear wheel is approximately 1727N.

[0143] In this embodiment, the total braking force of each wheel is determined based on the target deceleration, total mass, standard radius, and transmission efficiency; a weighting coefficient for each wheel is determined based on its adhesion; and the total braking force is distributed based on these weighting coefficients to determine the braking force of each wheel. This ensures that the wheel with greater adhesion bears more braking force while preventing any wheel from slipping due to braking force exceeding adhesion, thus improving vehicle safety.

[0144] Figure 6This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application. This method can be executed by a processor of a computer device. The attribute data further includes the vehicle's wheelbase, center of gravity height, a first distance from the center of gravity to the front axle, and a second distance from the center of gravity to the rear axle. The method includes the following steps S601 and S602. (The last sentence appears to be incomplete and possibly refers to a different method.) Figure 6 The steps shown are explained.

[0145] Step S601: Determine the vertical load on each wheel based on the vehicle's total mass, wheelbase, center of gravity height, first distance, second distance, and target deceleration.

[0146] In some embodiments, the vertical loads of the left and right front wheels are first determined based on the total mass of the vehicle, the wheelbase, the height of the center of gravity, the first distance, and the target deceleration, as shown in formulas (12) and (13) below.

[0147]

[0148] Among them, F Z_LF For the vertical load on the left front wheel, F Z_RF Let m be the vertical load on the right front wheel, m be the total mass of the vehicle, g be the acceleration due to gravity, and L be the vertical load on the right front wheel. r Let h be the distance from the vehicle's center of gravity to the front axle, L be the height of the center of gravity, and a be the wheelbase. req Decelerate to the target.

[0149] In some embodiments, the vertical loads on the left and right rear wheels are determined based on the vehicle's total mass, wheelbase, center of gravity height, second distance, and target deceleration, as shown in formulas (14) and (15) below.

[0150]

[0151] Among them, F Z_LR For the vertical load on the left rear wheel, F Z_RR For the vertical load on the right rear wheel, L f This is the second distance from the vehicle's center of gravity to the front axle of the vehicle.

[0152] Step S602: Determine the adhesion force of each wheel based on the vertical load of each wheel and the adhesion coefficient of each wheel relative to the road.

[0153] In some embodiments, when the vehicle does not experience a tire blowout, the coefficient of adhesion of each wheel relative to the ground is usually the same. After a tire blowout, the adhesion of the blown-out wheel to the ground will be greatly reduced. Therefore, it is necessary to correct the coefficient of adhesion of the blown-out wheel.

[0154] In some embodiments, the adhesion of a normal wheel can be determined by referring to the following formula (16).

[0155] F b_nomi =μ×F z_nomi Formula (16)

[0156] Among them, F b_nomi For normal wheels, μ is the adhesion coefficient, and F is the adhesion force. z_nomi This represents the vertical load of a normal wheel.

[0157] In some embodiments, the adhesion of abnormal wheels can be determined by referring to the following formula (17).

[0158] F b_unnomi =μ×F z_unnomi ×τ Formula (17)

[0159] Among them, F b_unnomi For the adhesion of abnormal wheels, F z_unnomi τ represents the vertical load of the abnormal wheel, and τ is the correction value for the adhesion coefficient of the abnormal wheel.

[0160] In this embodiment, the vertical load of each wheel is determined based on the vehicle's total mass, wheelbase, center of gravity height, first distance, second distance, and target deceleration; the adhesion force of each wheel is determined based on the vertical load of each wheel and the adhesion coefficient of each wheel relative to the road. This allows for accurate determination of the adhesion forces of both blown-out and non-blow-out tires, ensuring the accuracy of subsequent braking force distribution to each wheel and improving vehicle safety.

[0161] In some embodiments, the vehicle being in a specific operating condition indicates that there is an abnormal wheel on the vehicle. When the tire pressure of a target wheel on the vehicle is lower than a preset tire pressure, the above method for determining whether the vehicle is in a specific operating condition includes the following implementation process:

[0162] If the target wheel's speed is higher than a preset ratio of the speeds of other wheels, and the lateral acceleration of the target wheel is greater than a preset acceleration, it indicates that the target wheel has a leak or a blowout, and the target wheel is identified as an abnormal wheel.

[0163] In some embodiments, the preset tire pressure of a wheel represents the minimum tire pressure of the wheel in a normal state. The preset tire pressure is less than the standard tire pressure of the wheel. The standard tire pressure is the safe tire pressure set before the vehicle leaves the factory. In actual driving conditions, the safe tire pressure of the vehicle changes with the environment and the vehicle's load status. Therefore, based on the current environment (temperature, slope, altitude, etc.) and the vehicle's own state, the safe tire pressure of the vehicle is adjusted to obtain the real-time preset tire pressure of the vehicle.

[0164] In some embodiments, if the tire pressure of a target wheel of the vehicle is lower than the preset tire pressure, it is initially determined that the target wheel of the vehicle may be leaking air or bursting. The wheel speed of each wheel, the lateral acceleration of the vehicle, and the steering angle of the vehicle's steering wheel are further obtained. Based on the wheel speed of each wheel and the lateral acceleration of the vehicle, a comprehensive judgment is made on whether the target wheel has leaked air or burst.

[0165] In some embodiments, when a tire blows out or leaks air, if the vehicle speed remains unchanged and the steering angle is 0, the wheel speed of the blown or leaking wheel will increase because the rolling radius of the wheel becomes smaller.

[0166] In some embodiments, when a tire blows out or leaks air, if the steering wheel angle is 0, the lateral force of the blown tire wheel drops sharply, causing the vehicle to yaw in the direction of the blown tire wheel, thus increasing the vehicle's lateral acceleration.

[0167] For example, when the steering wheel angle of the vehicle is zero and the tire pressure of the target wheel is lower than the preset tire pressure, if the wheel speed of the target wheel is detected to be 15% higher than the wheel speed of other wheels, and the lateral acceleration of the vehicle is greater than a gravitational acceleration, then the target wheel is characterized as having a tire blowout or leak, and the target wheel is identified as an abnormal wheel.

[0168] When the vehicle's roll angle increases by a first preset angle, it indicates that the target wheel has leaked air or blown out, and the target wheel is identified as an abnormal wheel.

[0169] In some embodiments, the roll angle is the tilt angle of the vehicle about its longitudinal axis (forward and backward), reflecting the degree of body roll.

[0170] In some embodiments, if the steering wheel angle is zero, that is, the vehicle is traveling in a straight line, then under normal circumstances, the forces on the left and right sides of the vehicle are equal, and there will be no significant lateral tilt or deviation. Therefore, if the tire pressure of a target wheel is lower than the preset tire pressure, the vehicle's roll angle is used to determine whether the target wheel has a tire blowout or leaks air.

[0171] In some embodiments, the first preset angle is the maximum angle of lateral deviation of the vehicle when the vehicle is traveling in a straight line under normal conditions.

[0172] In some embodiments, if the tire pressure of a target wheel of the vehicle is lower than the preset tire pressure, and the steering angle of the vehicle is 0 and the roll angle of the vehicle is greater than the first preset angle, that is, when the vehicle is traveling straight, the angle of lateral tilt of the vehicle is greater than the maximum angle of lateral deviation of the vehicle when traveling straight under normal conditions, it indicates that the target wheel has blown out or is leaking air, and the target wheel is identified as an abnormal wheel.

[0173] When the road surface tilt angle is 0 and the vehicle tilt angle is greater than the second preset angle, it indicates that the target wheel has a leak or a blowout, and the target wheel is identified as an abnormal wheel.

[0174] In some embodiments, when the vehicle is in normal condition (without a tire blowout) and is traveling on a road surface with a zero tilt angle, the support height of the tires on both sides of the vehicle is the same, so the tilt angle of the vehicle should also be close to 0.

[0175] In some embodiments, the second tilt angle is the maximum angle at which the vehicle tilts when traveling on a road surface with a tilt angle of zero under normal conditions (without a tire blowout).

[0176] In some embodiments, if the tire pressure of a target wheel of a vehicle is lower than the preset tire pressure, and the tilt angle of the road surface is zero and the tilt angle of the vehicle is greater than the maximum tilt angle of the vehicle under normal conditions, then the target wheel is characterized as having a tire blowout or leaking air, and the target wheel is identified as an abnormal wheel.

[0177] In this embodiment, if the tire pressure of a target wheel is lower than a preset tire pressure, a preliminary judgment is made that the target wheel has blown out or is leaking air. Furthermore, a comprehensive judgment is made regarding whether the target tire has blown out or is leaking air by comparing the wheel and lateral acceleration of the target wheel with those of other wheels; by using the vehicle's roll angle; and by combining the road surface tilt angle and the vehicle's tilt angle. This allows for accurate identification of the tire that has blown out or is leaking air, improving vehicle safety.

[0178] The following describes an exemplary application of a vehicle control method provided in this application in a real-world scenario.

[0179] Currently, when a tire is punctured or nailed, causing a leak, the vehicle's tire pressure monitoring system (TPMS) monitors the pressure of each tire. When the pressure drops abnormally, it issues an alarm to alert the driver. However, it doesn't activate intelligent driver assistance systems (ADAS) to control the vehicle's direction and stability. This application utilizes the TPMS alarm to trigger ADAS (Level 3 and above) for coordinated control, allowing it to completely take over vehicle control and ensure safety during a tire leak. Furthermore, it employs voice and text prompts on the instrument panel and infotainment screen, along with LED lights on the rear windshield, to provide clear and timely information through a human-machine interface, preventing driver panic and informing surrounding vehicles. Technically, it utilizes data from multiple sensors, including the TPMS, wheel speed sensors, cameras, and radar, processed by a central controller. Using efficient control algorithms, it can react quickly, adjusting steering and braking systems to stabilize and decelerate the vehicle. L3 and above intelligent driver assistance systems enable autonomous vehicle control, automatically pulling over, calling for roadside assistance, and transmitting the vehicle's location. When a tire blows out, slow down and brake, and use warning devices, such as hazard lights, to increase the flashing frequency of the hazard lights and use red text (LED lights) at the rear of the vehicle to warn others.

[0180] In active safety control of vehicle tire blowouts, misjudgment of a tire blowout or leak may lead to incorrect system intervention (such as mistakenly triggering emergency braking or steering correction), which may increase the risk. To achieve high-precision tire blowout recognition, multi-sensor fusion and the construction of a misjudgment prevention mechanism are necessary.

[0181] Among related technologies, tire pressure monitoring systems (PTMS) are widely used in modern vehicles, and are divided into direct and indirect types. Direct TPMS monitors tire pressure in real time through sensors installed inside the tires, while indirect TPMS infers tire pressure changes through ABS wheel speed sensors, and cannot be fully integrated with advanced driver assistance systems.

[0182] In response, this application, in addition to existing tire pressure warnings and voice + visual multimodal alerts, focuses on achieving automatic steering control and yaw compensation. When a tire blowout occurs while the vehicle is in motion, the assisted driving system (L3 and above) is activated to control vehicle movement: controlling steering, controlling vehicle deceleration and stable stopping, and alerting surrounding vehicles to slow down and avoid the blowout via a device. The active control logic of this application is as follows:

[0183] 1. Tire Blowout Detection and Warning: Employs multi-sensor fusion technology to check tire pressure. A high-sensitivity tire pressure monitoring system collects tire pressure data in real time. Each wheel has a wheel speed sensor, and the Electronic Braking System (EBS) collects wheel speed signals in real time for all four wheels. Vehicle Attitude Monitoring: An Inertial Measurement Unit (IMU) detects the vehicle's yaw rate, sensing sudden lateral deviations, yaw angles, or vehicle tilt to distinguish between a tire blowout and normal steering. Cameras / radar monitor the vehicle's trajectory for lane departures or abnormal swaying. Combining the work of these multiple sensors, the system determines the current tire condition. If an abnormality is detected, it is immediately processed and transmitted to the corresponding controller for handling. Upon confirming a tire blowout, the Mobile Data Center (MDC) (also known as the Intelligent Driver Assistance Controller) activates the preset tire blowout emergency procedure, takes over vehicle control, and sends a warning message (hazard lights and audible alarm) to the instrument panel, prompting the driver to release the accelerator / brake. If the emergency function is triggered accidentally or there is an error in the detection and identification, the driver can use the quick-release shift lever (car combination switch) to deactivate the emergency function.

[0184] 2. Active control of driver assistance systems:

[0185] 1) Steering Stability Control: Active torque control compensates for steering resistance imbalance caused by a tire blowout (e.g., the vehicle veers to the left when the left front tire blows out), limiting driver oversteering and preventing rollovers or fishtailing caused by "reverse steering." Electronic Stability Program (ESP) intervenes: Applying braking force to specific wheels (e.g., braking the wheels without the blowout) to counteract lateral torque imbalance. Differential braking adjusts the vehicle's heading, maintaining lane keeping.

[0186] 2) Power and Braking Management: Power output limiting automatically reduces the torque output of the engine / electric drive (new energy vehicles) to prevent loss of control due to rapid acceleration. Active Braking Assist activates progressive automatic emergency braking (AEB), but must avoid skidding due to sudden braking. Combined with the Electronic Parking Brake (EPB) system, it gradually reduces speed while maintaining vehicle stability.

[0187] 3) Deceleration and Stopping Control: Based on information such as laser, radar, and vehicle speed, MDC identifies the area where the vehicle needs to stop and controls the vehicle to smoothly pull over to the side of the road. After pulling over, MDC controls the Electric Power Steering (EPS) system to request EPB to engage the brakes to ensure the safety of the vehicle and its occupants.

[0188] 3. Multi-dimensional warnings to surrounding vehicles: In-vehicle warning: A red flashing indicator on the HUD combined with a voice warning (e.g., "Right rear tire blowout, grip the steering wheel tightly"). The central control screen displays the location of the blown tire and a real-time vehicle posture model. External active warning: The MDC requests the rear windshield LED warning light to illuminate: Vehicle malfunction, tire blowout (red text). External active warning automatically activates hazard lights, and the turn signal on the blown tire side flashes frequently. SOS emergency call: Automatically connects to the rescue center, synchronizing vehicle location and fault information. The MDC requests the Cockpit Domain Controller (CDC) to issue an alarm message; the CDC provides instrument panel and voice prompts, and requests the hazard lights to flash rapidly. Requests the LED light on the rear windshield to illuminate: Vehicle tire malfunction, providing a warning.

[0189] The vehicle control method provided in this application includes the following steps:

[0190] Step 1: Tire blowout detection (TPMS and wheel speed sensors), MDC confirms the blowout and activates emergency mode.

[0191] Step 2: MDC is connected to the system. MDC calculates the target deceleration and total braking force, as well as the steering angle and steering angle information, to achieve stable control during a tire blowout.

[0192] Step 3: MDC calculates the braking force distribution of each wheel (considering the reduced adhesion of a wheel with a blown tire).

[0193] Step 4: MDC sends braking commands (including total braking force and braking force distribution to each wheel) to ESP / Vehicle Dynamic Control (VDC).

[0194] Step 5: The ESP / VDC adjusts the braking force of each wheel according to the instructions, and at the same time executes the Anti-lock Braking System (ABS) function.

[0195] Step 6: MDC simultaneously performs route planning (parking route).

[0196] Step 7: MDC controls the steering via EPS to make the vehicle follow the planned path (while compensating for the deviation caused by the tire blowout).

[0197] Step 8: As the vehicle approaches the parking spot, MDC gradually reduces the braking force to achieve a smooth stop.

[0198] Step 9: After parking, the MDC activates the EPB and verbally notifies the driver that the T-BOX will make a remote emergency call.

[0199] The specific implementation scheme is as follows: First, the implementation method of the tire leak and blowout detection device is explained. The main data acquisition device uses an enhanced TPMS with a direct tire pressure sensor (accuracy ±0.1 psi). An alarm is triggered when the tire pressure drops by more than 2 psi per second (this value can be calibrated experimentally), and the signal value is synchronously transmitted to the Body Control Module (BCM) via the CAN bus. Tire pressure monitoring is particularly important; this application provides multiple monitoring methods for primary / secondary monitoring and troubleshooting monitoring interference. Auxiliary monitoring implementation methods include:

[0200] Auxiliary detection device implementation method 1: Wheel speed sensors collect wheel speed signals of all four wheels in real time and transmit the signal values ​​to the Electro Braking System (EMS). The EMS detects the wheel speed sensor values ​​(leaking tire speed deviation >15%). Implementation principle: When a tire leaks air, the tire pressure drops, and the effective diameter of the tire decreases. Thus, at the same vehicle speed, the leaking tire will rotate faster than a normal tire because its circumference is shorter. The wheel speed sensors detect the difference in rotational speed among the wheels, and the system may infer a problem with a particular tire. Due to certain operating conditions, wheel speeds may differ. To eliminate the influence of this condition, the electronic power steering system uses the steering wheel angle sensor to determine if the driver is turning. If there is steering input, the speed difference between the inner and outer wheels is normal, and the system can ignore or adjust the threshold to avoid misjudgment. However, if the steering wheel is straight, but the rotational speed of a certain wheel suddenly increases, it may indicate a tire blowout, requiring an alarm to be triggered.

[0201] Auxiliary detection device implementation method 2: Utilizing an inertial measurement unit to detect tire leakage-induced deviation by real-time monitoring of vehicle motion changes. Its core function is to detect dynamic anomalies caused by tire failure. The following is a detailed explanation of its working principle and implementation logic:

[0202] Using the sensors built into the IMU: (1) Triaxial accelerometer: measures the linear acceleration of the vehicle in the longitudinal (X-axis), lateral (Y-axis), and vertical (Z-axis) directions. (2) Triaxial gyroscope: measures the angular velocity of the vehicle around the X-axis (roll angle: the tilt angle around the X-axis), Y-axis (pitch angle: the tilt angle around the Y-axis), and Z-axis (yaw angle: the rotation angle of the vehicle body around the Z-axis). (3) Magnetometer: assists in calibrating the heading angle and enhances directional perception. When a tire leaks air or blows out, the vehicle's dynamic characteristics change abruptly: Roll radius decreases: the rolling radius of the leaking tire decreases, causing its rotational speed to increase (abnormal wheel speed sensor data). Lateral force imbalance: the grip of one tire decreases, generating a lateral torque, causing the vehicle to yaw towards the side of the blown-out tire.

[0203] How IMU detects tire deflection caused by a flat tire:

[0204] Yaw rate detection: When the left front tire blows out, the traction on the left side drops sharply. The imbalance of driving forces between the left and right wheels generates a rotational torque around the Z-axis (vertical axis). The gyroscope detects a sudden increase in yaw rate, for example, from 0° / s to over 5° / s. Characteristics: The direction of the yaw rate is related to the location of the tire blowout (left front tire blowout → vehicle yaws to the left → negative yaw rate). Comparison with steering wheel angle: If the driver does not actively steer (steering wheel angle is close to 0°), but the yaw rate is abnormal, it may be a sign of a tire blowout.

[0205] Lateral acceleration detection: The centrifugal force generated by vehicle yaw can cause sudden changes in lateral acceleration. For example, when the left front tire blows out, the lateral acceleration may suddenly jump to the left (negative direction) (e.g., from 0g to -0.3g). Threshold trigger: A lateral acceleration absolute value exceeding the normal driving range (e.g., >0.2g) and lasting >200ms is considered abnormal. (Note: This value can be calibrated and changed based on actual experiments).

[0206] Vehicle roll angle monitoring: The suspension on the side of the tire blowout drops due to tire depressurization, and the vehicle body tilts to that side. The IMU calculates the change in roll angle by integrating the angular velocity integral of the gyroscope and the gravity component of the accelerometer (for example, when the left front tire blows out, the roll angle increases by 2° to 5°), and uses this to determine that the tire has blown out.

[0207] In some embodiments, intelligent assisted driving eliminates road interference: It combines camera or radar detection of road inclination to differentiate the cause of vehicle tilt. Using lidar, millimeter-wave radar, and a front camera for processing, the information is transmitted to the intelligent assisted driving controller (MDC). Simultaneously, it combines the information with the in-vehicle driver detection system and EPS to determine whether further steering is necessary. If the deviation is caused by steering, the MDC ignores lane departure and vehicle tilt. If the MDC detects lane departure and vehicle tilt due to a tire blowout, it will also assist in determining whether a tire blowout is the cause. Combining this data allows for a more reliable determination of a tire blowout.

[0208] Figure 7 This is a schematic diagram of a vehicle tire blowout detection implementation provided in an embodiment of this application, wherein 701 is an inertial measurement unit (IMU), 702 is a braking control system (EMB), 703 is a body control system (BCM), 704 is a tire pressure monitoring system (TPMS), 705 is an electric power steering system (EPS), 706 is an intelligent driver assistance controller (MDC), and 707 is a driver monitoring system (DMS).

[0209] In some embodiments, the tire pressure monitoring system 704 is used to detect tire pressure and temperature, and when the tire pressure drops by more than 2 ps per second, it triggers a threshold and sends the information to the vehicle body control system 703.

[0210] In some embodiments, the inertial measurement unit 701 is used to collect the vehicle's yaw rate, lateral rate, and roll angle, and send the collected yaw rate, lateral rate, and roll angle, along with their corresponding threshold values, to the vehicle body control system 703. The threshold value for yaw rate is a sudden increase to a threshold value, for example, an increase of 5° / s from 0° / s; the lateral acceleration changes from 0g to -0.3g (gravitational acceleration); and the roll angle increases from 2° to 5 degrees.

[0211] In some embodiments, the braking control system 702 is used to collect the wheel speed of each wheel based on the wheel speed sensor, and send the wheel speed of the wheel with a puncture or a blown tire to the vehicle body control system 703 when the wheel speed of the wheel with the puncture is greater than 15% of that of the other wheels.

[0212] In some embodiments, the driver monitoring system 707 is used to monitor whether the driver in the vehicle is performing a steering operation and sends it to the electric steering system 705; the electric steering system 705 is used to receive signals from the angle sensor and torque sensor, as well as the driver steering operation signal sent by the driver monitoring system 707, determine whether there is an angle or torque input, and send it to the intelligent driver assistance controller 706.

[0213] In some embodiments, the intelligent driver assistance controller 706 is used to determine the vehicle lane departure signal based on the data sent by the electric steering system 705 and the data collected by lidar, millimeter-wave radar, camera, etc., and send it to the body control system 703.

[0214] In some embodiments, the vehicle body control system 703 is used to comprehensively determine whether the vehicle tires are abnormal or have blown out based on signals sent by the inertial measurement unit 701, the braking control system 702, the tire pressure detection system 704, the electric steering system 705, and the intelligent driver assistance controller 706.

[0215] Figure 8This is a schematic diagram of a vehicle tire blowout control implementation provided in an embodiment of this application, where 801 is the intelligent cockpit controller CDC.

[0216] In some embodiments, when a tire blows out, the vehicle experiences a yaw moment imbalance due to the asymmetrical friction between the left and right tires (a sudden drop in lateral stiffness on the blown side), causing the vehicle to deviate from its lane. The intelligent driver assistance controller 706 quickly detects the blowout and dynamically adjusts the steering angle and steering torque to compensate for the imbalance moment and maintain lateral stability. Simultaneously, the intelligent driver assistance controller 706 works in conjunction with the intelligent cockpit controller 801 and the body control system 703. The control signals from the intelligent driver assistance controller 706 are amplified to provide clear voice instructions such as, "Left front and left rear tires have blown out; the system is taking over," (supporting multiple languages). Instrument panel and AR-HUD warnings: A red warning box (e.g., "Do not steer suddenly") is projected in front of the driver's field of vision. A similar warning is also displayed on the instrument panel. The specific implementation process of steering angle calculation and control during tire blowout: After receiving the above parameters from each controller, the body control system 703 detects and judges that the tire has blown out and simultaneously sends the information to the intelligent driver assistance controller 706 and the cockpit domain controller 801 via CAN signal. The inertial measurement unit 701 detects the current lateral deviation, yaw rate deviation, actual and target yaw rate, driver input steering angle detected by the electric steering system 705, PID control parameters (which need to be adjusted according to vehicle dynamics), and other information, and transmits the information to the intelligent driver assistance controller 706 via CANFD bus signal or vehicle Ethernet signal. The intelligent driver assistance controller 706 calculates the required compensation front wheel steering angle δcmd (refer to the above formula (3)) and transmits the steering angle to the requesting EPS steering unit for control of the steering angle via CANFD bus signal or vehicle Ethernet signal. Finally, the steering angle command (refer to the above formula (4)) is sent to the electric steering system 705 for execution.

[0217] In some embodiments, the steering force control (dynamic lateral force compensation) is implemented as follows: The electric steering system 705 monitors the vehicle status in real time (such as yaw rate, lateral acceleration, wheel speed, and target yaw rate signal), detects the lateral force imbalance caused by a tire blowout, and synchronously sends this information to the intelligent driver assistance controller 706. Simultaneously, the intelligent driver assistance controller 706 also detects the tire blowout signal from the vehicle body control system 703. The motor encoder of the electric steering system 705 collects the angular acceleration signal, and the angular velocity sensor collects the angular velocity signal and transmits the signal to the electric steering system 705. The braking control system 702 collects the angular velocity ω and vehicle speed signal V from the chassis wheel speed signal and calculates the rolling radius of the blown tire. The braking control system 702 collects the wheel speed sensor signal from each wheel. The wheel speed sensor typically measures the angular velocity of the wheel, denoted by ω (unit: rad / s). Normal rolling radius: The nominal rolling radius Rnom is a value known or learned by the system (e.g., through historical data or vehicle calibration), and is then stored in the electronic control unit (ECU) for calculation. When a tire blowout occurs, the angular velocity ω of the blown tire increases. If the vehicle is traveling in a straight line without slippage, the vehicle's speed (linear velocity) v should be the same for all wheels. Assuming the vehicle is traveling in a straight line without slippage, then v = Rnom × ωnom; Note: ωnom represents the angular velocity of the blown tire, and ωnom represents the normal angular velocity for a normal tire; for a blown tire, v = Runnom × ωnom; since v is the same for all wheels, Rnom × ωnom = Runnom × ωnom, therefore: Runnom = Rnom × ωnom / ωnom. The braking control system 702 sends the calculated value to the controller electric steering system 705 and intelligent driver assistance controller 706 via CAN signals. Note: The equivalent inertia (J), damping coefficient (C), and stiffness (K) of the steering system are determined by the vehicle manufacturer during the development phase through experiments or simulations and are preset as fixed parameters in the controller braking control system 702, electric steering system 705, and intelligent driver assistance controller 706. Upon receiving the above parameter signals, the intelligent driver assistance controller 706 calculates the required steering torque and sends it to the electric steering system 705, requesting the electric steering system 705 to steer according to the specified torque to ensure dynamic lateral force compensation after a tire blowout. Steering force control (dynamic lateral force compensation) is achieved by actively applying steering torque to offset the difference in lateral forces between the blown and non-blowout sides.

[0218] Figure 9 This is a schematic diagram of a vehicle tire blowout control implementation provided in an embodiment of this application. 901 is the vehicle control unit (VCU).

[0219] In some embodiments, after a tire blowout, the intelligent driver assistance controller 706 requests the braking control system 705 (integrated with ESP / VDC) to perform deceleration and braking force distribution control as follows:

[0220] The intelligent driver assistance controller 706 requests the vehicle controller 901 to reduce the output torque. The electric steering system 705 applies electronic limited-slip to the wheel with the blown tire, reducing the power distribution ratio to that wheel and decreasing yaw moment. The intelligent driver assistance controller 706 coordinates with other vehicle controllers to perform longitudinal control (smooth deceleration) and brake force distribution to ensure the vehicle decelerates smoothly until it comes to a safe stop. When a tire blows out, the intelligent driver assistance controller 706 requests braking. However, due to the different braking forces caused by the blowout, the electronic stability program and vehicle dynamics controller must distribute braking force to ensure the vehicle remains stable during braking and decelerates safely to a stop. A tire blowout causes a significant decrease in the tire's coefficient of friction, thus reducing the braking force on the affected wheel. If uniform braking force is applied directly, it may lead to an imbalance in braking force, potentially causing the vehicle to veer or skid during braking. Therefore, ESP and VDC need to dynamically adjust the braking force of each wheel, taking into account the reduced coefficient of friction of the blown tire and potentially compensating through the braking force of other wheels to maintain vehicle stability. On the other hand, yaw stability control is also implemented during braking. When the braking force of a wheel is insufficient, yaw moment may be generated, causing the vehicle to rotate. Therefore, VDC generates a compensating torque through asymmetrical braking force distribution to counteract this unstable rotational tendency. The implementation logic is as follows: First, the intelligent driver assistance controller 706 calculates the required total braking torque based on road conditions, environment, current vehicle speed, and target deceleration. After receiving the required braking torque signal, the braking control system 702 (integrated with EPS / VDC) distributes braking force according to the real-time adhesion capability of each wheel to prevent wheel lock-up and yaw instability. Considering the difference in friction coefficient between the blown-out tire and the normal tire, a dynamic weighting method and yaw stability compensation are used to achieve vehicle stability control.

[0221] In some embodiments, the intelligent assisted driving controller 706 calculates the total required braking torque based on the parameter information of each controller. Input parameters: m: vehicle mass (kg), areq: target deceleration (m / s²). 2 rw: Effective rolling radius of the tire (m), ηb: Braking system transmission efficiency (usually taken as 0.85~0.95). Total required braking torque formula: Ttotal=(m.areq×rw) / ηb. Note: rw uses the calibrated value (under normal tire pressure). The effect of the radius reduction after a tire blowout is compensated by braking force distribution constraints (see below). MDC first calculates the total braking force required for the entire vehicle to achieve deceleration and stopping. Then, due to the reduced adhesion of the blown tire, the ESP / VDC system is required to distribute braking force to ensure vehicle stability.

[0222] In some embodiments, brake force distribution (ESP / VDC execution): Because the coefficient of friction of the blown-out wheel is reduced, if the same braking force is applied as the normal wheel, the blown-out wheel is prone to lock-up, leading to loss of vehicle control. Therefore, it is necessary to reduce the braking force on the blown-out wheel while appropriately increasing the braking force on other wheels to ensure that the total braking force remains unchanged and the vehicle remains stable. Braking force distribution principle: The braking force on the blown-out wheel should be less than its maximum available traction (to avoid lock-up), and the non-blown-out wheels can bear more braking force, but it should also be considered that their traction limits should not be exceeded.

[0223] In some embodiments, the specific allocation calculation is as follows: assuming the four wheels are: front left (LF), front right (RF), rear left (LR), and rear right (RR), and areq is the target deceleration, assuming the front left tire blows out. First, calculate the vertical load (Fz) of each wheel, which can be obtained according to the above formulas (12) to (14).

[0224] In some embodiments, the maximum available braking force (to avoid lock-up) of a blown-out wheel (such as the left front wheel) can be calculated based on the above (17).

[0225] In some embodiments, the maximum available braking force of a non-burst tire wheel can be calculated based on (16) above.

[0226] In some embodiments, the total braking force requirement F_total needs to be distributed to the four wheels, but must satisfy: Fb_LF <= Fb_LF_max; Fb_i <= Fb_i_max (i = RF, LR, RR) and Fb_LF + Fb_RF + Fb_LR + Fb_RR = F_total.

[0227] In some embodiments, the braking force distribution strategy is as follows: First, the braking force of the wheel with the blown tire is set to a minimum value (0 or a very small value, or a portion of Fb_LF_max, such as 0.3 * Fb_LF_max), and then the remaining braking force is distributed to the other three wheels. The distribution ratio can be based on the proportion of vertical load.

[0228] Fb_RF=(Fz_RF / (Fz_RF+Fz_LR+Fz_RR))×(F_total-Fb_LF);

[0229] Fb_LR=(Fz_LR / ...)×(F_total-Fb_LF);

[0230] Fb_RR=(Fz_RR / ...)×(F_total-Fb_LF).

[0231] In some embodiments, if, after the braking force of a non-exploded wheel exceeds its maximum available braking force after being allocated according to the above proportions, the braking force of that wheel is limited to the maximum value, and then the remaining braking force is redistributed. Braking execution process: The intelligent driver assistance controller 706 sends the total braking force demand and the braking force distribution instructions for each wheel (including the target braking force for each wheel) to the ESP / VDC. The ESP / VDC achieves the target braking force for each wheel by adjusting the brake hydraulic pressure. The relationship between braking force and brake pressure is: Fb_i = k_i × P_i; where k_i is the brake efficiency factor (related to the brake type), and P_i is the brake wheel cylinder pressure. The ESP / VDC also monitors the slip ratio of each wheel to ensure that the wheels do not lock up (i.e., ABS function).

[0232] In some embodiments, Figure 10 This is a schematic diagram of a vehicle tire blowout control implementation provided in an embodiment of this application. 1001 is a vehicle stability system, 1002 is a vehicle dynamic control system, 1003 is a wheel speed sensor, 1004 is a camera or radar, 1005 is a brake actuator, and 1006 is a steering motor.

[0233] The intelligent driver assistance controller 706 is used to receive data collected by wheel speed sensor 1003, inertial measurement unit 701, tire pressure detection system 704, camera or radar 1004 to generate steering torque command and braking force command, and send the braking force command to vehicle stability system 1001 or vehicle dynamic control system 1002, and send the steering torque to electric power steering system 705.

[0234] The vehicle stability system 1001 or the vehicle dynamic control system 1002 distributes braking force to each wheel based on the braking force command and drives the brake actuator 1005 to perform the operation.

[0235] Among them, the electric steering system 705 drives the steering motor 1006 to perform steering based on the steering torque command.

[0236] In some embodiments, in addition to the above-mentioned tire blowout control, route planning and parallel parking are also required.

[0237] In some embodiments, the MDC combines radar, high-precision maps from cameras, real-time positioning (GPS+IMU), and perception data to select a safe parking area (such as an emergency lane or roadside). The MDC calculates parking demand based on the collected information. The MDC requests the VCU to reduce speed and torque. Upon receiving the request, the VCU reduces or stops the torque output to the electric drive, and the turn signals and the "wheel fault" information displayed on the rear windshield illuminate to inform surrounding vehicles. Based on the current vehicle position (determined via GPS and lane line recognition), the surrounding environment (perceived via radar and cameras), and the tire blowout situation, the MDC plans a safe path for pulling over. The path is typically a smooth curve, such as a polynomial curve (e.g., a cubic polynomial): y(x) = a0 + a1x + a2x² + a3x³; where x is the longitudinal distance and y is the lateral distance (the goal is to move the vehicle to the shoulder).

[0238] In some embodiments, the target point for path planning is the roadside at a safe distance (S) in front of the vehicle (lateral distance is 0.5 meters within the road edge); lateral control (tracking the parking path) utilizes the Stanley algorithm: combining the front wheel deflection angle and heading error to calculate the steering angle command. While decelerating, the MDC controls the steering system to make the vehicle follow the planned path. The MDC receives parameter signals from the IMU, sends a target steering angle request, and controls the EPS to steer, while simultaneously making the vehicle follow the planned path (i.e., compensating for tire blowout-induced deviation). The control strategy uses the Stanley method (feedforward + feedback) and incorporates a tire blowout compensation term: the complete steering angle command formula is: δ = δ_ff + δ_fb + δ_comp.

[0239] Where: δ_ff = feedforward control term (based on path curvature), δ_fb = feedback control term (based on lateral deviation and heading deviation), δ_comp = tire blowout compensation term (dynamically estimated).

[0240] In some embodiments, when the vehicle approaches the target parking position (e.g., less than 1 meter from the target point) and the vehicle speed is very low (e.g., below 2 km / h), the MDC will control the braking system to bring the vehicle to a complete stop.

[0241] In some embodiments, the vehicle is brought to a stop at a target position by precisely controlling the braking force. A segmented deceleration strategy can be adopted: deceleration planning: a(t) = amax × et / τ. An exponential decay model ensures a smooth transition, and the time constant τ is typically taken as 2-3 seconds.

[0242] In some embodiments, the first stage involves decelerating to a low speed (e.g., 5 km / h) with a relatively large deceleration (e.g., 0.3g). The second stage involves decelerating to a smaller deceleration (e.g., 0.1g) until the vehicle comes to a stop. After stopping, the MDC will activate the electronic parking brake (EPB) and engage P gear (if it is an automatic transmission).

[0243] In some embodiments, the vehicle fault information system reports: hazard lights automatically turn on, and the onboard communication module TBOX sends the accident location to the cloud.

[0244] In some embodiments, the above describes the detailed process by which MDC controls vehicle steering, braking, deceleration, and pulling over to the side of the road in the event of a tire blowout. The entire process emphasizes the coordination and real-time control of multiple systems to ensure stable and safe vehicle parking.

[0245] Based on the foregoing embodiments, this application provides a vehicle control device, which includes various units and modules included in each unit, and can be implemented by a processor in a computer device; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0246] Figure 11 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application, as shown below. Figure 11 As shown, the vehicle control device 1100 includes: a first determining module 1101, a second determining module 1102, a third determining module 1103, and an adjusting module 1104, wherein:

[0247] The first determining module 1101 is used to determine the first compensation steering angle of the abnormal wheel based on the lateral angular velocity deviation of the vehicle and the steering wheel angle when the vehicle is in a specific working condition.

[0248] The second determining module 1102 is used to determine the steering torque of the normal wheels based on the angular velocity of each wheel, the sideslip angle of the normal wheels, and the vehicle's attribute data.

[0249] The third determining module 1103 is used to determine the braking force of each wheel based on the vehicle's attribute data, target deceleration, and the adhesion of each wheel.

[0250] The adjustment module 1104 is used to adjust the vehicle to the target posture based on the compensated steering angle of the abnormal wheel, the steering torque of the normal wheel, and the braking force of each wheel.

[0251] In some embodiments, the first determining module 1101 is further configured to determine a target lateral angular velocity based on vehicle speed and lane curvature radius; determine the lateral angular velocity deviation based on the target lateral angular velocity and the actual lateral angular velocity of the vehicle; determine a second compensated steering angle based on the lateral angular velocity deviation and PID parameters; and determine a first compensated steering angle based on the second compensated steering angle and the steering wheel steering angle.

[0252] In some embodiments, the attribute data includes the equivalent inertia, damping coefficient, and stiffness of the vehicle's rotation system, as well as the standard radius and lateral stiffness of the normal wheel; the second determining module 1102 is further configured to determine the actual radius of the abnormal wheel based on the first angular velocity of the normal wheel, the second angular velocity of the abnormal wheel, and the standard radius; determine the lateral force deviation between the abnormal wheel and the normal wheel based on the lateral stiffness and lateral angle of the normal wheel; and determine the steering torque of the normal wheel based on the lateral force deviation, the actual radius, the equivalent inertia, the damping coefficient, and the stiffness.

[0253] In some embodiments, the second determining module 1102 is further configured to determine the real-time lateral force of the normal wheel based on the lateral stiffness and the lateral angle of the normal wheel; and to determine the lateral force deviation based on the default lateral force of the abnormal wheel and the real-time lateral force of the normal wheel.

[0254] In some embodiments, the attribute data includes the total mass of the vehicle, the standard radius of a normal wheel, and the transmission efficiency of the vehicle's braking system; the third determining module 1103 is further configured to determine the total braking force of each wheel based on the target deceleration, total mass, standard radius, and transmission efficiency; determine the weighting coefficient of each wheel based on the adhesion of each wheel; and allocate the total braking force based on the weighting coefficient of each wheel to determine the braking force of each wheel.

[0255] In some embodiments, the attribute data further includes the vehicle's wheelbase, center of gravity height, a first distance from the center of gravity to the front axle, and a second distance from the center of gravity to the rear axle; the third determining module 1103 is further configured to determine the vertical load of each wheel based on the vehicle's total mass, wheelbase, center of gravity height, first distance, second distance, and target deceleration; and to determine the adhesion force of each wheel based on the vertical load of each wheel and the adhesion coefficient of each wheel relative to the road.

[0256] In some embodiments, when the vehicle is in a specific operating condition indicating the presence of an abnormal wheel, and the tire pressure of a target wheel is lower than a preset tire pressure, the vehicle control device 1100 further includes a monitoring module (not shown in the figure). The monitoring module is used to indicate that the target wheel has a tire leak or blowout when the wheel speed of the target wheel is higher than a preset proportion of the wheel speeds of other wheels, and to identify the target wheel as an abnormal wheel; to indicate that the target wheel has a tire leak or blowout when the roll angle of the vehicle increases by a first preset angle, and to identify the target wheel as an abnormal wheel; and to indicate that the target wheel has a tire leak or blowout when the road surface tilt angle is 0 and the vehicle tilt angle is greater than a second preset angle, and to identify the target wheel as an abnormal wheel.

[0257] The descriptions of the apparatus embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. In some embodiments, the functions or modules included in the apparatus provided in this application can be used to perform the methods described in the method embodiments above. For technical details not disclosed in the apparatus embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0258] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This 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 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), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware, software, or firmware, or any combination of hardware, software, and firmware.

[0259] This application provides a computer device including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the program, it implements some or all of the steps in the above-described method.

[0260] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements some or all of the steps in the above-described method. The computer-readable storage medium can be transient or non-transient.

[0261] This application provides a computer program including computer-readable code, wherein when the computer-readable code is executed in a computer device, a processor in the computer device performs some or all of the steps in the above-described method.

[0262] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0263] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0264] Figure 12 This application provides a hardware entity diagram of a computer device as an embodiment of the present application, such as... Figure 12 As shown, the hardware entity of the computer device 1200 includes a processor 1201 and a memory 1202, wherein the memory 1202 stores a computer program that can run on the processor 1201, and the processor 1201 executes the program to implement the steps in the method of any of the above embodiments.

[0265] The memory 1202 stores computer programs that can run on the processor. The memory 1202 is configured to store instructions and applications that can be executed by the processor 1201. It can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) in the processor 1201 and various modules in the computer device 1200. It can be implemented by flash memory or random access memory (RAM).

[0266] The processor 1201 executes the steps of any of the methods described above when executing a program. The processor 1201 typically controls the overall operation of the computer device 1200.

[0267] This application provides a computer storage medium that stores one or more programs, which can be executed by one or more processors to implement the steps of the methods described in any of the above embodiments.

[0268] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0269] The aforementioned processor can be at least one of the following: Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), Central Processing Unit (CPU), Controller, Microcontroller, and Microprocessor. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0270] The aforementioned computer storage media / 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), magnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.; or it can be various terminals that include one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0271] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0272] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0273] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0274] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0275] Furthermore, in the various embodiments of this application, all functional units can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units. Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0276] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, 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 methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0277] The above description is merely an 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, include: When the vehicle is under specific operating conditions, the first compensation steering angle of the abnormal wheel is determined based on the vehicle's lateral angular velocity deviation and steering wheel angle. Based on the angular velocity of each wheel, the sideslip angle of the normal wheel, and the vehicle's attribute data, the steering torque of the normal wheel is determined. Based on the vehicle's attribute data, target deceleration, and the adhesion of each wheel, the braking force of each wheel is determined. Based on the compensated steering angle of the abnormal wheels, the steering torque of the normal wheels, and the braking force of each wheel, the vehicle is adjusted to the target posture.

2. The method according to claim 1, characterized in that, The determination of the first compensating steering angle for the abnormal wheel based on the vehicle's lateral angular velocity deviation and steering wheel angle includes: Determine the target lateral angular velocity based on vehicle speed and lane curvature radius; The lateral angular velocity deviation is determined based on the target lateral angular velocity and the vehicle's actual lateral angular velocity; Based on the lateral angular velocity deviation and PID parameters, the second compensation steering angle is determined; The first compensation steering angle is determined based on the second compensation steering angle and the steering wheel steering angle.

3. The method according to claim 1, characterized in that, The attribute data includes the equivalent inertia, damping coefficient, and stiffness of the vehicle's rotation system, as well as the standard radius and lateral stiffness of a normal wheel. The determination of the steering torque of the normal wheels based on the angular velocity of each wheel, the slip angle of the normal wheels, and vehicle attribute data includes: The actual radius of the abnormal wheel is determined based on the first angular velocity of the normal wheel, the second angular velocity of the abnormal wheel, and the standard radius. Based on the lateral stiffness and lateral angle of the normal wheel, the lateral force deviation between the abnormal wheel and the normal wheel is determined. The steering torque of the normal wheel is determined based on the lateral force deviation, the actual radius, the equivalent inertia, the damping coefficient, and the stiffness.

4. The method according to claim 3, characterized in that, The determination of the lateral force deviation between the abnormal wheel and the normal wheel based on the lateral stiffness and lateral angle of the normal wheel includes: Based on the lateral stiffness and the lateral angle of the normal wheel, the real-time lateral force of the normal wheel is determined. The lateral force deviation is determined based on the default lateral force of the abnormal wheel and the real-time lateral force of the normal wheel.

5. The method according to any one of claims 1 to 4, characterized in that, The attribute data includes the vehicle's total mass, the standard radius of a normal wheel, and the transmission efficiency of the vehicle's braking system. The determination of braking force for each wheel based on vehicle attribute data, target deceleration, and adhesion of each wheel includes: Based on the target deceleration, total mass, standard radius, and transmission efficiency, determine the total braking force of each wheel; Based on the adhesion of each wheel, determine the weighting coefficient of each wheel. The total braking force is distributed based on the weighting coefficient of each wheel to determine the braking force of each wheel.

6. The method according to claim 5, characterized in that, The attribute data also includes the vehicle's wheelbase, center of gravity height, first distance from the center of gravity to the front axle, and second distance from the center of gravity to the rear axle; The method further includes: Based on the vehicle's total mass, wheelbase, center of gravity height, first distance, second distance, and target deceleration, determine the vertical load on each wheel; The adhesion force of each wheel is determined based on the vertical load of each wheel and the adhesion coefficient of each wheel relative to the road.

7. The method according to any one of claims 1 to 4, characterized in that, The vehicle is in a specific operating condition indicating that there is an abnormal wheel. This occurs when the tire pressure of a target wheel is lower than the preset tire pressure. The method further includes at least one of the following: If the target wheel's speed is higher than a preset ratio of the speeds of other wheels, and the target wheel's lateral acceleration is greater than a preset acceleration, it indicates that the target wheel is leaking air or has a blowout, and the target wheel is identified as an abnormal wheel. When the roll angle of the vehicle increases by a first preset angle, it indicates that the target wheel has leaked air or blown out, and the target wheel is identified as an abnormal wheel. When the road surface tilt angle is 0 and the vehicle tilt angle is greater than the second preset angle, it indicates that the target wheel has a leak or a blowout, and the target wheel is identified as an abnormal wheel.

8. A vehicle control device, characterized in that, The device includes: The first determining module is used to determine the first compensating steering angle of the abnormal wheel based on the vehicle's lateral angular velocity deviation and steering wheel angle when the vehicle is under specific operating conditions. The second determining module is used to determine the steering torque of the normal wheels based on the angular velocity of each wheel, the sideslip angle of the normal wheels, and the vehicle's attribute data. The third determination module is used to determine the braking force of each wheel based on the vehicle's attribute data, target deceleration, and the adhesion of each wheel. The adjustment module is used to adjust the vehicle to a target posture based on the compensated steering angle of the abnormal wheels, the steering torque of the normal wheels, and the braking force of each wheel.

9. A computer device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1 to 7.

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

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