Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle. The method is applied to the technical field of intelligent driving. The method comprises the steps that running parameters of a vehicle are obtained, wherein the running parameters comprise the vehicle speed, the tire rotating speed and the tire temperature; based on the vehicle speed, the tire rotating speed and the tire temperature, target parameters of the tire are determined, and the target parameters are used for indicating the risk level of the tire in the pressure loss state; and determining a target strategy of the vehicle based on the target parameter, and controlling the vehicle. The method can accurately identify the tire state so as to ensure the driving safety.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and more specifically, to a vehicle control method and a vehicle. Background Technology

[0002] As the core component of a vehicle in contact with the ground, the working condition of the tires directly affects the vehicle's stability and safety.

[0003] In related technologies, tire pressure data collected by tire pressure sensors or wheel speed data collected by wheel speed sensors are mainly used to determine tire condition. However, relying on only one type of data is insufficient to accurately determine tire condition. Therefore, how to accurately identify tire condition to ensure driving safety has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle, which can accurately identify tire conditions to ensure driving safety.

[0005] In a first aspect, this application provides a vehicle control method, the method comprising: acquiring vehicle driving parameters, including vehicle speed, tire rotation speed and tire temperature; determining target parameters of the tire based on the vehicle speed, tire rotation speed and tire temperature, the target parameters being used to indicate the risk level of the tire being in a state of underinflation; determining a target strategy for the vehicle based on the target parameters, and controlling the vehicle.

[0006] The aforementioned technical solution determines target parameters for the tire based on vehicle speed, tire rotation speed, and tire temperature. These target parameters indicate the risk level of the tire being in a state of underinflation. The target strategy for the vehicle is then determined based on these target parameters, and the vehicle is controlled accordingly. Compared to existing technologies that determine tire status by collecting data from a single sensor, this application uses multi-dimensional data to judge tire status, avoiding misjudgments caused by relying on a single parameter and improving the accuracy and reliability of tire status identification. Furthermore, by using target parameters to indicate the risk level of the tire being in a state of underinflation and combining this risk level with the determination of the vehicle's target strategy, early intervention based on the tire's risk level is possible, effectively preventing safety hazards caused by decreased vehicle stability due to tire condition, thereby improving driving safety.

[0007] In one possible implementation, the target parameters of the tire are determined based on vehicle speed, tire rotation speed, and tire temperature, including: determining a first rate of change of the tire based on vehicle speed and tire rotation speed, the first rate of change indicating the rate of change of the tire's rolling radius; determining a second rate of change of the tire based on frequency domain data corresponding to the tire rotation speed, the second rate of change indicating the rate of change of the tire's resonant frequency; determining a first parameter of the tire based on vehicle speed and tire temperature, the first parameter indicating the tire's thermal risk assessment parameter; and determining the target parameters based on the first rate of change, the second rate of change, and the first parameter.

[0008] In one possible implementation, the driving parameters also include the vehicle's lateral acceleration and yaw rate. The method further includes: determining a second parameter of the vehicle based on the vehicle speed, lateral acceleration, and yaw rate, the second parameter being used to indicate stability assessment parameters during vehicle driving; and determining a target parameter based on a first rate of change, a second rate of change, and the first parameter, including: determining the target parameter based on the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0009] In one possible implementation, the target parameter is determined based on the first rate of change, the second rate of change, the first parameter, and the second parameter, including: determining the first weight of the first rate of change, the second weight of the second rate of change, the third weight of the first parameter, and the fourth weight of the second parameter based on the fluctuation of the first rate of change, the fluctuation of the second rate of change, the fluctuation of the first parameter, and the fluctuation of the second parameter within a preset time period; and determining the target parameter based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight.

[0010] In one possible implementation, based on the fluctuation levels of the first rate of change, the second rate of change, the first parameter, and the second parameter within a preset time period, a first weight, a second weight, a third weight, and a fourth weight of the second parameter are determined. This includes: determining the standard deviation and average value of a target value within the preset time period, where the target value is any one of the first rate of change, the second rate of change, the first parameter, and the second parameter; determining the confidence level of the target value based on the ratio of the standard deviation to the average value, where the confidence level is negatively correlated with the ratio; and determining the weight corresponding to the target value based on the confidence level of the target value and the target confidence level, where the target confidence level is determined based on the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0011] In one possible implementation, the target parameters are determined based on the product of a first rate of change and a first weight, the product of a second rate of change and a second weight, the product of a first parameter and a third weight, and the product of a second parameter and a fourth weight. This includes: determining the initial parameters of the tire based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight; performing nonlinear amplification on the rate of change of the initial parameters to obtain the target coefficient; and determining the target parameters based on the product of the initial parameters and the target coefficient.

[0012] In one possible implementation, the second parameter of the vehicle is determined based on the vehicle speed, lateral acceleration, and yaw rate, including: obtaining the desired lateral acceleration based on the vehicle speed, the vehicle's steering wheel angle, and the vehicle's wheelbase; determining the lateral acceleration deviation based on the desired lateral acceleration and the lateral acceleration; determining the yaw rate deviation based on the desired yaw rate and the yaw rate; and obtaining the second parameter based on the lateral acceleration deviation and the yaw rate deviation.

[0013] In one possible implementation, determining the first parameter of the tire based on vehicle speed and tire temperature includes: determining the temperature deviation of each tire based on the tire temperature of each tire in the vehicle; determining the temperature change rate of the tire based on the temperature deviation of each tire and vehicle speed; and obtaining the first parameter of the tire based on the temperature deviation of each tire and the temperature change rate of the tire.

[0014] In one possible implementation, determining the first rate of change of the tire based on the vehicle speed and the tire rotation speed includes: determining the ratio of the vehicle speed to the tire rotation speed as the effective radius of the tire; determining the radius change amount based on the absolute value of the difference between the effective radius and the preset radius of the tire; and determining the first rate of change based on the ratio of the radius change amount to the preset radius.

[0015] In one possible implementation, the target strategy includes limiting speed and / or limiting distance. Based on target parameters, the target strategy for the vehicle is determined as follows: when the target parameter is less than a first preset parameter, a maximum distance value is determined as the limited distance; when the target parameter is greater than or equal to the first preset parameter and less than a second preset parameter, a limited speed is determined based on a first preset speed, and a limited distance is determined based on a first preset distance; when the target parameter is greater than or equal to the second preset parameter and less than a third preset parameter, a limited speed is determined based on a second preset speed, and a limited distance is determined based on a second preset distance; when the target parameter is greater than or equal to the third preset parameter, a limited speed is determined based on a third preset speed, and a limited distance is determined based on a third preset distance; wherein the first preset parameter is less than the second preset parameter, the second preset parameter is less than the third preset parameter; the first preset speed is greater than the second preset speed, the second preset speed is greater than the third preset speed; the first preset distance is greater than the second preset distance, and the second preset distance is greater than the third preset distance.

[0016] In one possible implementation, determining the limiting speed based on a second preset speed includes: determining candidate speeds based on target parameters, wherein the candidate speeds are negatively correlated with the target parameters; and determining the maximum value between the candidate speeds and the second preset speeds as the limiting speed.

[0017] In one possible implementation, determining the limiting distance based on a first preset distance includes: determining a candidate distance based on the first preset distance and the tire temperature change rate, wherein the first preset distance is positively correlated with the candidate distance and the tire temperature change rate is negatively correlated with the candidate distance; when the candidate distance is greater than or equal to a lower limit value, the candidate distance is determined as the limiting distance; when the candidate distance is less than the lower limit value, the lower limit value is determined as the limiting distance.

[0018] In one possible implementation, obtaining the vehicle's driving parameters includes: obtaining a reference tire speed and a steering wheel angle; when the absolute value of the steering wheel angle is less than a preset angle, determining the reference speed as the tire speed; when the absolute value of the steering wheel angle is greater than or equal to the preset angle, determining a correction coefficient for the outer tire and a correction coefficient for the inner tire based on the absolute value of the steering wheel angle, wherein the correction coefficient for the outer tire is positively correlated with the absolute value of the steering wheel angle, and the correction coefficient for the inner tire is negatively correlated with the absolute value of the steering wheel angle; determining the tire speed of the outer tire as the ratio of the reference speed to the correction coefficient of the outer tire, and determining the tire speed of the inner tire as the ratio of the reference speed to the correction coefficient of the inner tire.

[0019] In one possible implementation, the target parameters of the tire are determined based on vehicle speed, tire rotation speed, and tire temperature, including: determining the degree of deviation of the tire based on vehicle speed, tire rotation speed, and tire temperature, wherein the degree of deviation is used to indicate the degree of deviation between the current tire state and the normal tire state; and determining the degree of deviation as the target parameter of the tire.

[0020] In one possible implementation, the degree of tire deviation is determined based on vehicle speed, tire rotation speed, and tire temperature. This degree of deviation indicates the extent to which the current tire condition deviates from the normal tire condition. The degree of deviation is then defined as a target parameter for the tire, including: determining a first rate of change for the tire based on vehicle speed and tire rotation speed, where the first rate of change indicates the rate of change of the tire's rolling radius; determining a second rate of change for the tire based on frequency domain data corresponding to the tire rotation speed, where the second rate of change indicates the rate of change of the tire's resonant frequency; determining a first parameter for the tire based on vehicle speed and tire temperature, where the first parameter indicates a thermal risk assessment parameter for the tire; and determining the target parameter based on the first rate of change, the second rate of change, and the first parameter.

[0021] Secondly, this application provides a vehicle control device, including various modules or units for performing the communication method in the first aspect or any possible implementation of the first aspect.

[0022] Thirdly, a vehicle is provided, including a memory and a processor, wherein the memory is used to store executable program code; and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method in the first aspect or any possible implementation thereof.

[0023] Fourthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the control method described in the first aspect or any possible implementation thereof.

[0024] Fifthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer, causes the computer to perform the vehicle control method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of a vehicle control method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 3This is a schematic flowchart of another vehicle control method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0026] In related technologies, tire condition is primarily determined by tire pressure data collected by tire pressure sensors and wheel speed data collected by wheel speed sensors; alternatively, tires are modified to enable runaway tires (runaway tires refer to a technology that allows a vehicle to maintain its driving ability even after a tire loses pressure. This is achieved by strengthening the tire sidewall structure and using multi-layered ply design to maintain tire support after a leak, ensuring the vehicle can continue driving at low speeds to a repair shop). However, relying solely on a single data point to determine tire condition or modifying tire hardware either makes it difficult to accurately determine the tire's condition or increases hardware costs.

[0027] In view of this, this application provides a vehicle control method and a vehicle that can intervene in advance according to the risk level of the tires, effectively avoiding the safety hazard of decreased vehicle driving stability due to tire condition, thereby improving driving safety.

[0028] Figure 1 This is a schematic diagram of a vehicle control method provided in an embodiment of this application.

[0029] For example, such as Figure 1 As shown, during the driving process, the vehicle 100 collects driving parameters, including but not limited to: tire pressure, tire temperature, tire speed, three-dimensional acceleration (lateral acceleration, longitudinal acceleration, and vertical acceleration), three-dimensional angular velocity (lateral angular velocity, longitudinal angular velocity, and vertical angular velocity), steering wheel angle, real-time vehicle speed, vehicle gear, and brake pedal opening.

[0030] Because tire depressurization leads to a decrease in the effective rolling radius, a decrease in tire resonance frequency, an abnormal increase in tire temperature, and a reduction in tire lateral stiffness, and because a reduction in tire lateral stiffness directly affects the handling stability of vehicle 100, the following methods are used to determine the tire rolling radius change rate (or first change rate), the tire resonance frequency change rate (or second change rate), the thermal risk index (or first parameter), and the stability risk index (or second parameter) based on the vehicle 100's driving parameters. A comprehensive evaluation of these parameters yields a fused target parameter, which is then used to determine the tire condition, ensuring the reliability and accuracy of tire condition detection.

[0031] The above technical solution does not rely on special tire hardware. Without increasing additional hardware costs, it achieves accurate and dynamic assessment of tire pressure loss by integrating existing sensor data in the vehicle. It achieves the optimal balance between safety and practicality, ensuring vehicle driving safety without adding extra costs.

[0032] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0033] For example, Figure 2 The method shown can be executed by the vehicle's overall controller or chip.

[0034] For example, such as Figure 2 As shown, the vehicle control method 200 includes S210 to S230.

[0035] S210, obtain the vehicle's driving parameters.

[0036] For example, driving parameters include vehicle speed, tire speed, tire temperature, lateral acceleration, lateral angular velocity, and steering wheel angle. It is understood that these driving parameters are obtained by integrating multiple sensors in the vehicle, including tire pressure, wheel speed, and inertial measurement units (IMUs).

[0037] It is understandable that tire temperature can include all tire temperatures (e.g., the temperatures of all four tires in a four-wheeled vehicle), or it can include only the temperature of any one tire. Tire speed can include all tire speeds, or it can include only the speed of any one tire.

[0038] To ensure the accuracy of tire rotation speed, wheel speed needs to be pre-processed to avoid wheel speed deviation.

[0039] For example, obtaining the tire speed of a vehicle includes: obtaining a reference tire speed and a steering wheel angle; when the absolute value of the steering wheel angle is less than a preset angle, determining the reference speed as the tire speed; when the absolute value of the steering wheel angle is greater than or equal to the preset angle, determining a correction coefficient for the outer tire and a correction coefficient for the inner tire based on the absolute value of the steering wheel angle, wherein the correction coefficient for the outer tire is positively correlated with the absolute value of the steering wheel angle, and the correction coefficient for the inner tire is negatively correlated with the absolute value of the steering wheel angle; determining the ratio of the reference speed to the correction coefficient of the outer tire as the tire speed of the outer tire, and determining the ratio of the reference speed to the correction coefficient of the inner tire as the tire speed of the inner tire.

[0040] For example, a preset steering angle is used to determine whether the vehicle is turning; when the absolute value of the steering wheel angle is less than the preset steering angle, it indicates that the vehicle is going straight; when the absolute value of the steering wheel angle is greater than or equal to the preset steering angle, it indicates that the vehicle is turning.

[0041] Because a difference in tire speed exists between the inner and outer tires when a vehicle is turning, dynamic compensation of the tire speed during turning can eliminate this difference. The expression for the outer tire's speed can be given as follows: ; in, Indicates the tire rotation speed of the outer tire; This represents the reference rotational speed collected by the sensor, i.e., the reference rotational speed of the outer tire; K represents the steering sensitivity coefficient, such as K being 0.15, which can be calibrated. Indicates the steering wheel angle. This represents the correction factor.

[0042] The expression for the tire rotational speed of the inner tire can be given as follows: ; in, This indicates the tire rotation speed of the inner tire; This represents the reference rotational speed collected by the sensor, i.e., the reference rotational speed of the inner tire; K represents the steering sensitivity coefficient, such as K being 0.15, which can be calibrated. Indicates the steering wheel angle. This represents the correction factor.

[0043] It is understandable that the four-wheel speed signal, three-dimensional acceleration, and three-dimensional angular velocity signal will contain high-frequency noise. The remaining data can be filtered, which will not be elaborated here.

[0044] The above technical solution, when the absolute value of the steering wheel angle is greater than or equal to a preset angle, determines the correction coefficients for the outer tire and the inner tire based on the absolute value of the steering wheel angle. The ratio of the reference speed to the correction coefficient of the outer tire is determined as the tire speed of the outer tire, and the ratio of the reference speed to the correction coefficient of the inner tire is determined as the tire speed of the inner tire. Since turning the vehicle will cause a speed difference between the inner and outer tires, the steering wheel angle is used to determine whether the vehicle is turning, and the tire speed is corrected for turning to ensure the accuracy of the tire speed.

[0045] For example, when the vehicle is stationary (or not in motion), tire pressure is collected and monitored to determine if the tires are in a state of pressure loss. Specifically, the current tire pressure is collected in real time, and it is determined whether the current tire pressure is lower than a preset tire pressure threshold. If the current tire pressure is greater than or equal to the preset tire pressure threshold, the tires are determined to be in a normal state (or not in a state of pressure loss), and tire pressure monitoring continues. If the current tire pressure is lower than the preset tire pressure threshold, the tires are determined to be in a state of pressure loss, and a prompt message is output to alert the user that the tires are in a state of pressure loss so that the user can have the vehicle inspected as soon as possible.

[0046] S220 determines the target parameters of the tire based on vehicle speed, tire speed, and tire temperature.

[0047] For example, target parameters are used to indicate the risk level of a tire being in a state of underinflation. For instance, the risk level of a tire can be determined by comparing the target parameters with a preset threshold; or, the target parameters determined by vehicle speed, tire rotation speed, and tire temperature can directly represent the risk level of the tire.

[0048] Understandably, when the target parameters indicate a low risk level for tire pressure loss, the tire can be considered to be in a normal condition. For example, if the risk levels for tire pressure loss are categorized as extremely low, low, medium, and high, then extremely low risk can be interpreted as the tire being in a normal condition. Alternatively, if the risk levels for tire pressure loss are categorized as level 0, level 1, level 2, and level 3, then level 0 can be interpreted as the tire being in a normal condition.

[0049] In one example, during vehicle operation, the vehicle speed, tire rotation speed, and tire temperature are acquired, and target parameters for the tires are determined based on these parameters. Specifically, a reference wheel speed is determined based on the vehicle speed, and the rotation speed deviation between the reference wheel speed and the tire rotation speed is determined. If the rotation speed deviation is greater than a preset rotation speed deviation, and the tire temperature is greater than a preset temperature, a high-risk level is determined as the target parameter. When the tire is at a high-risk level, preset speed limits and preset distance limits are determined as the target strategies. If the rotation speed deviation is less than or equal to the preset rotation speed deviation, or the tire temperature is less than or equal to the preset temperature, a low-risk level is determined as the target parameter. When the tire is at a low-risk level, a warning message is output to indicate safe driving.

[0050] In another example, the degree of tire deviation is determined based on vehicle speed, tire rotation speed, and tire temperature, and this deviation is defined as the tire's target parameter. The degree of deviation indicates how much the current tire condition differs from the normal tire condition. A greater degree of deviation indicates a higher risk level, while a smaller degree of deviation indicates a lower risk level. For example, the rate of change of the tire's rolling radius is determined based on vehicle speed and tire rotation speed, and this rate of change is defined as the tire's degree of deviation. Alternatively, the rate of change of the tire's resonant frequency is determined based on frequency domain data corresponding to tire rotation speed, and this rate of change is defined as the tire's degree of deviation. Or, a thermal risk assessment parameter for the tire is determined based on vehicle speed and tire temperature, and this thermal risk assessment parameter is defined as the tire's target parameter.

[0051] To improve the accuracy of target parameters, the degree of tire variation in multiple dimensions can be determined based on vehicle speed, tire rotation speed, and tire temperature. By combining the degree of tire variation in multiple dimensions, target parameters are determined, ensuring the accuracy of tire condition determination based on these parameters.

[0052] For example, based on vehicle speed, tire rotation speed, and tire temperature, the degree of tire deviation is determined, and the degree of deviation is determined as the target parameter of the tire, including: determining a first rate of change of the tire based on vehicle speed and tire rotation speed, the first rate of change indicating the rate of change of the tire's rolling radius; determining a second rate of change of the tire based on frequency domain data corresponding to the tire rotation speed, the second rate of change indicating the rate of change of the tire's resonant frequency; determining a first parameter of the tire based on vehicle speed and tire temperature, the first parameter indicating the tire's thermal risk assessment parameter; and determining the target parameter based on the first rate of change, the second rate of change, and the first parameter.

[0053] In one example, a first rate of change of the tire is determined based on vehicle speed and tire rotation speed, which indicates the rate of change of the tire's rolling radius; a second rate of change of the tire is determined based on frequency domain data corresponding to the tire rotation speed, which indicates the rate of change of the tire's resonant frequency; and a first parameter of the tire is determined based on vehicle speed and tire temperature, which is used to indicate the tire's thermal risk assessment parameter; and then a target parameter is determined based on the first rate of change, the second rate of change, and the first parameter.

[0054] For example, the first rate of change of a tire indicates the rate of change of the tire's rolling radius. Since tire depressurization reduces the effective rolling radius of the tire, monitoring the rate of change of the tire's rolling radius can detect whether the tire is in a state of depressurization.

[0055] The second rate of change of a tire indicates the rate of change of its resonant frequency, which refers to the vibration frequency generated by the tire's own elastic deformation during rolling. The tire's resonant frequency is determined by the tire's structural rigidity, internal air pressure, and materials. Since tire pressure loss causes a decrease in the tire's resonant frequency, monitoring the rate of change of the tire's resonant frequency can detect whether the tire is in a state of pressure loss.

[0056] The primary parameter of a tire indicates its thermal risk assessment parameters; thermal risk indicates potential safety hazards and accident risks that may result from increased temperature or thermal runaway under environmental conditions. Since tire pressure loss causes tire friction and heat generation, resulting in an abnormally high tire temperature, monitoring tire temperature can detect whether the tire is in a state of pressure loss.

[0057] Given a first rate of change, a second rate of change, and a first parameter of the tire, the maximum value among these three can be determined as the target parameter. Alternatively, the average value of the first rate of change, the second rate of change, and the first parameter can be determined and used as the target parameter. Of course, corresponding weights can also be determined based on the first rate of change, the second rate of change, and the first parameter, and then weighted to obtain the target parameter.

[0058] For example, based on the fluctuation of the first rate of change, the fluctuation of the second rate of change, and the fluctuation of the first parameter within a preset time period, a first weight of the first rate of change, a second weight of the second rate of change, and a third weight of the first parameter are determined; and the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, and the product of the first parameter and the third weight are determined as the target parameter.

[0059] Understandably, given that the first rate of change of the tire includes the first rate of change of each tire in the vehicle, the second rate of change of the tire includes the second rate of change of each tire in the vehicle, and the first parameter of the tire includes the first parameter of each tire in the vehicle, the target parameter of each tire is determined by using the first rate of change, the second rate of change, the first parameter of each tire, and the second parameter of the vehicle. The maximum value among the target parameters of each tire is then determined as the target parameter of the tire.

[0060] The above technical solution determines the rate of change of the tire's rolling radius, the rate of change of the tire's resonance frequency, and the tire's thermal risk assessment parameters, thereby determining the tire's target parameters. By combining different dimensions to determine whether the tire is in a state of underinflation, it can avoid misjudgment caused by single-dimensional data, ensure the accuracy of the tire's target parameters, and thus accurately identify the tire's condition to ensure driving safety.

[0061] In another example, based on vehicle speed and tire rotation speed, a first rate of change for the tire is determined, indicating the rate of change of the tire's rolling radius; based on vehicle speed and tire temperature, a first parameter for the tire is determined, indicating a thermal risk assessment parameter. A target parameter is then determined based on the first rate of change and the first parameter. Alternatively, based on frequency domain data corresponding to tire rotation speed, a second rate of change for the tire is determined, indicating the rate of change of the tire's resonant frequency; based on vehicle speed and tire temperature, a first parameter for the tire is determined, indicating a thermal risk assessment parameter. A target parameter is then determined based on the second rate of change and the first parameter.

[0062] In another example, a first rate of change of the tire is determined based on vehicle speed and tire rotation speed, the first rate of change indicating the rate of change of the tire's rolling radius; a second rate of change of the tire is determined based on frequency domain data corresponding to the tire rotation speed, the second rate of change indicating the rate of change of the tire's resonant frequency; a first parameter of the tire is determined based on vehicle speed and tire temperature, the first parameter indicating the tire's thermal risk assessment parameter; a second parameter of the vehicle is determined based on vehicle speed, lateral acceleration, and yaw rate, the second parameter indicating the vehicle's stability assessment parameter during driving; and a target parameter is determined based on the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0063] For example, the second parameter indicates a stability assessment parameter during vehicle operation, which reflects the vehicle's stability during driving. Since tire depressurization reduces the tire's lateral stiffness, it directly affects the vehicle's handling stability; by monitoring the stability assessment parameter during vehicle operation, it is possible to detect whether the tire is in a depressurized state.

[0064] Given a first rate of change of the tire, a second rate of change of the tire, a first parameter of the tire, and a second parameter of the vehicle, the maximum value among the first rate of change, the second rate of change, the first parameter, and the second parameter can be determined as the target parameter. Alternatively, the average value of the first rate of change, the second rate of change, the first parameter, and the second parameter can be determined, and this average value can be determined as the target parameter.

[0065] The above technical solution determines the tire's target parameters by identifying the rate of change of the tire's rolling radius, the rate of change of the tire's resonance frequency, the tire's thermal risk assessment parameters, and the vehicle's stability assessment parameters. By combining different dimensions of tire data with vehicle stability, it can determine whether the tire is in a state of underinflation. This avoids misjudging tires with long service lives that might result from monitoring tire condition solely based on tire-dimensional data, ensuring the accuracy of the tire's target parameters and thus accurately identifying the tire's condition.

[0066] Understandably, the reliability of data can be determined by the degree of data fluctuation. By combining the fluctuations of the first rate of change, the second rate of change, the first parameter, and the second parameter, their respective weights are determined. Based on these weights, the first rate of change, the second rate of change, the second parameter, and the second parameter are weighted to obtain the target parameter.

[0067] For example, based on the fluctuation of the first rate of change, the fluctuation of the second rate of change, the fluctuation of the first parameter, and the fluctuation of the second parameter within a preset time period, a first weight of the first rate of change, a second weight of the second rate of change, a third weight of the first parameter, and a fourth weight of the second parameter are determined; and the target parameter is determined based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight.

[0068] Optionally, the preset time period can be 10 seconds, 11 seconds, 12 seconds, etc. The preset time period can be a pre-set period before the calculation cycle; for example, the calculation cycle can be 10 minutes, 5 minutes, etc. Within the preset time period of the calculation cycle, multiple data points can be collected and calculated, and the corresponding fluctuation levels can be determined by analyzing these data points. It can be understood that the fluctuation level represents the stability of the data within the preset time period; higher stability results in lower fluctuation levels, and lower stability results in higher fluctuation levels.

[0069] During vehicle operation, the vehicle speed, tire rotation speed, and tire temperature within a preset time period are processed to obtain the first rate of change, second rate of change, first parameter, and second parameter of the tire. Each of the first rate of change, second rate of change, first parameter, and second parameter within the preset time period includes multiple data points. The weight of each data point is determined by the degree of fluctuation of these multiple data points.

[0070] The above technical solution determines the first weight of the first rate of change, the second weight of the second rate of change, the third weight of the first parameter, and the fourth weight of the second parameter based on the fluctuation of the first rate of change, the second rate of change, the first parameter, and the second parameter within a preset time period. The target parameter is obtained by fusing the weights with the corresponding data. By combining the fluctuation of multiple data, the stability of each data can be determined, and the stability of each data determines the corresponding weight. The target parameter is then obtained by weighted processing, which ensures the accuracy of the target parameter.

[0071] For example, based on the fluctuation levels of a first rate of change, a second rate of change, a first parameter, and a second parameter within a preset time period, a first weight, a second weight, a third weight, and a fourth weight of the second parameter are determined. This includes: determining the standard deviation and average value of a target value within the preset time period, where the target value is any one of the first rate of change, the second rate of change, the first parameter, and the second parameter; and determining the confidence level of the target value based on the ratio of the standard deviation to the average value, where the confidence level is negatively correlated with the ratio. Based on the confidence level of the target value and the target confidence level, the weight corresponding to the target value is determined, where the target confidence level is determined by the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0072] It is understandable that both standard deviation and mean can reflect the degree of data fluctuation. By the ratio of the standard deviation to the mean of the target value, the confidence level of the target value can be determined. The higher the confidence level of the target value, the higher the stability of the target value, and the higher the corresponding weight.

[0073] Calculate the standard deviation and mean of the first rate of change, the standard deviation and mean of the second rate of change, and the standard deviation and mean of the first parameter and the second parameter within the preset time period. Determine the ratio corresponding to the first rate of change based on the ratio of its standard deviation to its mean, and define the confidence level of the first rate of change as the difference between the preset value (e.g., 1, 2, etc., which can be calibrated) and the ratio of the first rate of change. Similarly, determine the ratio corresponding to the second rate of change based on the ratio of its standard deviation to its mean, and define the confidence level of the second rate of change as the difference between the preset value and the ratio of the second rate of change. Likewise, determine the ratio corresponding to the first parameter based on the ratio of its standard deviation to its mean, and define the confidence level of the first parameter as the difference between the preset value and the ratio of the first parameter. Finally, determine the ratio corresponding to the second parameter based on the ratio of its standard deviation to its mean, and define the confidence level of the second parameter as the difference between the preset value and the ratio of the second parameter.

[0074] Furthermore, the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter are fused to obtain the target confidence level. The ratio of the confidence level of the first rate of change to the target confidence level is determined as the first weight corresponding to the first rate of change; the ratio of the confidence level of the second rate of change to the target confidence level is determined as the second weight corresponding to the second rate of change; the ratio of the confidence level of the first parameter to the target confidence level is determined as the third weight corresponding to the first parameter; and the ratio of the confidence level of the second parameter to the target confidence level is determined as the fourth weight corresponding to the second parameter.

[0075] The above technical solution determines the confidence level of the target value based on the ratio of the standard deviation to the mean of the target value. The confidence level is negatively correlated with the ratio. Based on the confidence level of the target value and the target confidence level, the weight corresponding to the target value is determined. By sequentially traversing the first rate of change, the second rate of change, the first parameter, and the second parameter, and determining the stability of the data according to the confidence level of each data, the weight corresponding to each data is determined, ensuring the reliability of the data used to calculate the weight, and thus ensuring the reliability and accuracy of the target parameter obtained by weighted processing.

[0076] Furthermore, given the first weight of the first rate of change, the second weight of the second rate of change, the third weight of the first parameter, and the fourth weight of the second parameter, the target parameter is obtained by weighting the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0077] In one example, the target parameter is determined by the sum of the products of the first rate of change and the first weight, the second rate of change and the second weight, the first parameter and the third weight, and the second parameter and the fourth weight. Alternatively, the target parameter is determined by the average of the sums of the products of the first rate of change and the first weight, the second rate of change and the second weight, the first parameter and the third weight, and the second parameter and the fourth weight.

[0078] In another example, the target parameters are determined based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight. This includes: determining the initial parameters of the tire based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight; performing nonlinear amplification on the rate of change of the initial parameters to obtain the target coefficient; and determining the target parameters by multiplying the initial parameters and the target coefficient.

[0079] For example, nonlinear amplification can amplify subtle changes in the initial parameters, allowing direct identification of these subtle changes through the processed target parameters, thereby ensuring the reliability of the target parameters. For instance, nonlinear amplification can be performed using the hyperbolic tangent function.

[0080] Given the initial parameters of all tires in the vehicle, the rate of change of each tire's initial parameters is nonlinearly amplified to obtain the target coefficient for each tire. The product of each tire's target coefficient and its initial parameter is used to determine the target parameter for each tire, and the maximum value among all the tire's target parameters is determined as the tire's target parameter.

[0081] The above technical solution performs nonlinear amplification processing on the rate of change of the initial parameters to obtain the target coefficient, and determines the target parameter based on the product of the initial parameter and the target coefficient. By performing nonlinear amplification processing on the rate of change of the initial parameters, the tire changes that may be caused by tire pressure loss are amplified, which can reflect the small changes of the tire and ensure the accuracy of judging the tire condition through the target parameter.

[0082] The following example will provide a detailed explanation of how to determine the target parameter based on the first rate of change, the second rate of change, the first parameter, and the second parameter. The target value is any one of the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0083] For example, the confidence level of the target value can be expressed as follows: ; in, This represents the standard deviation of the target value within a preset time period (e.g., 10 seconds). This represents the average value over a preset time period; It represents the ratio of the standard deviation to the mean of the target value; This represents the confidence level of the target value. j represents any value among the first rate of change, the second rate of change, the first parameter, and the second parameter.

[0084] The confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter are determined sequentially using the expression for the confidence level of the target value. The more stable the data signals of the first rate of change, the second rate of change, the first parameter, and the second parameter, the smaller the corresponding standard deviation, and the closer the corresponding confidence level is to 1, the higher the confidence level of the data.

[0085] The expression for the weight corresponding to the target value can be represented as follows: ; in, This indicates the weight corresponding to the target value; The confidence level represents any of the features corresponding to the confidence level of the first rate of change, the features corresponding to the confidence level of the second rate of change, the features corresponding to the confidence level of the first parameter, and the features corresponding to the confidence level of the second parameter. This represents the sum of the features corresponding to the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter. Using expressions for the weights corresponding to the target values, the first weight of the first rate of change, the second weight of the second rate of change, the third weight of the first parameter, and the fourth weight of the second parameter are determined sequentially.

[0086] The initial parameters of the tire can be expressed as follows: ; in, Indicates the initial parameters of the tire; This indicates the first weight corresponding to the first rate of change. Indicates the first rate of change; This represents the second weight corresponding to the second rate of change. Indicates the second rate of change; This indicates the third weight corresponding to the first parameter. Indicates the first parameter; This indicates the fourth weight corresponding to the second parameter. This indicates the second parameter.

[0087] The target parameter can be expressed as follows: ; in, Indicate the target parameter; Indicates the initial parameters; This represents the rate of change of the initial parameters; The function is used to perform nonlinear amplification of the rate of change of the initial parameters; This represents the target coefficient. Because tire pressure loss can deteriorate rapidly, the initial parameters need to be processed to allow for a quicker and more accurate switch to the appropriate risk during periods of rapid change.

[0088] As can be understood, the above describes how to determine the target parameter based on the first rate of change, second rate of change, first parameter of a single tire in a vehicle, and the second parameter of the vehicle. Given that the first rate of change of the tire includes the first rate of change of all tires in the vehicle, the second rate of change of the tire includes the second rate of change of all tires in the vehicle, and the first parameter of the tire includes the first parameter of all tires in the vehicle, the target parameter of each tire is determined using each tire as a reference benchmark, and the maximum parameter among the target parameters of each tire is determined as the target parameter of the tire.

[0089] Taking a four-wheeled vehicle as an example, the first rate of change of the first wheel, the second rate of change of the first wheel, the first parameter of the first wheel, and the second parameter of the vehicle are determined. Based on the fluctuation of the first rate of change of the first wheel, the fluctuation of the second rate of change of the first wheel, the fluctuation of the first parameter of the first wheel, and the fluctuation of the second parameter of the first wheel within a preset time period, the first weight of the first rate of change, the second weight of the second rate of change, the third weight of the first parameter, and the fourth weight of the second parameter are determined. And based on the product of the first rate of change of the first wheel and the first weight, the product of the second rate of change of the first wheel and the second weight, the product of the first parameter of the first wheel and the third weight, and the product of the second parameter and the fourth weight, the target parameter of the first wheel is determined.

[0090] Determine the first rate of change, the second rate of change, the first parameter of the second wheel, and the second parameter of the vehicle for the second wheel; based on these parameters, determine the target parameters for the second wheel. Determine the first rate of change, the second rate of change, the first parameter of the third wheel, and the second parameter of the vehicle for the third wheel; based on these parameters, determine the target parameters for the third wheel. Determine the first rate of change, the second rate of change, the first parameter of the fourth wheel, and the second parameter of the vehicle for the fourth wheel; based on these parameters, determine the target parameters for the fourth wheel. Further, determine the maximum value among the target parameters of the first, second, third, and fourth wheels as the target parameters for the tire.

[0091] The following section will introduce how to determine the first rate of change of the tire, the second rate of change of the tire, and the methods for determining the first parameters of the tire and the second parameters of the vehicle.

[0092] For example, determining the first rate of change of the tire based on the vehicle speed and the tire rotation speed includes: determining the effective radius of the tire by the ratio of the vehicle speed to the tire rotation speed; determining the radius change by the absolute value of the difference between the effective radius and the preset radius of the tire; and determining the first rate of change by the ratio of the radius change to the preset radius.

[0093] Optionally, the preset radius of the tire indicates the nominal radius of the tire, that is, the standard radius of the tire under normal conditions.

[0094] Since tire pressure loss reduces the effective radius of the tire, calculating the change in the effective radius can improve the accuracy of determining the tire's condition.

[0095] The expression for the first rate of change can be given as follows: ; ; in, Indicates vehicle speed; Indicates the tire rotation speed in a vehicle; Indicates the effective radius of the tire; This indicates the tire's preset radius, also known as the tire's nominal radius. Indicates the change in radius; This represents the rate of change of the radius of a tire in the vehicle. `i` represents any tire in the vehicle. It can be understood that when only the rotational speed of one tire is collected, the rate of change corresponding to that tire is the first rate of change. When the rotational speeds of all tires in the vehicle are collected, the first rate of change of the tire includes the first rate of change of each tire.

[0096] When the first rate of change of the tire includes the rate of change of the rolling radius of one tire in the vehicle, the first rate of change of the tire is determined based on the vehicle speed and the tire rotation speed of any tire in the vehicle. When the first rate of change of the tire includes the rate of change of the rolling radius of each tire in the vehicle, the first rate of change of each tire in the vehicle is calculated one by one according to the calculation method of the above-disclosed embodiment.

[0097] The above technical solution determines the radius change based on the absolute value of the difference between the effective radius and the preset radius of the tire, and determines the first rate of change by the ratio of the radius change to the preset radius; and determines the rate of change of the effective radius of the tire by the deviation between the effective radius and the preset radius, thereby improving the accuracy of the first rate of change.

[0098] For example, since tire pressure loss causes a decrease in the tire's resonant frequency, a Fourier Transform (FFT) is performed on the tire rotation speed, and the resonant frequency is extracted. The absolute value of the difference between the resonant frequency and a preset frequency is determined as the change in resonant frequency; and the second rate of change is determined by the ratio of the change in resonant frequency to the preset frequency.

[0099] Optionally, the preset frequency is used to indicate the resonant frequency of the tire when the tire is in a normal state.

[0100] The expression for the second rate of change can be given as follows: ; in, Indicates the second rate of change; This represents the resonant frequency of the frequency domain data obtained by performing a Fourier transform on the tire rotation speed. This indicates the preset frequency, i.e., the normal tire resonance frequency; for example, the normal tire resonance frequency. The frequency is set to 15Hz. It's understandable that the second rate of change can be calculated solely from the tire rotation speed of any tire. Of course, if the tire rotation speeds of all tires in the vehicle are collected, the second rate of change for each tire is determined based on those tire rotation speeds; that is, if the tire rotation speeds of all tires in the vehicle are collected, the second rate of change for each tire includes the second rate of change for each tire.

[0101] For example, determining the first parameter of a tire based on vehicle speed and tire temperature includes: determining the temperature deviation of each tire based on the tire temperature of each tire in the vehicle; determining the temperature change rate of the tire based on the temperature deviation of each tire and the vehicle speed; and obtaining the first parameter of the tire based on the temperature deviation of each tire and the temperature change rate of the tire.

[0102] The expression for the temperature deviation of each tire can be represented as follows: ; in, This indicates the tire temperature of any tire in the vehicle. The sum of the temperatures of the other three tires; This represents the temperature deviation of any tire. The above expression allows us to calculate the temperature deviation of each tire, that is, the relative temperature rise of each tire compared to other tires.

[0103] The rate of change of temperature can be expressed as follows: ; ; in, This indicates the relative temperature change rate of the tire; t represents the sampling time interval; This represents the tire temperature at time t; Indicates the first Tire temperature at any given time. Indicates vehicle speed; This represents the rate of temperature change of tire i.

[0104] The expression for the first parameter can be represented as follows: ; in, , These are the weighting coefficients; for example, It can be calibrated to 0.6. It can be calibrated to 0.4. This represents the temperature parameters of any tire. This represents the rate of temperature change of tire i; This indicates the temperature deviation of any tire. This represents the first parameter of the tire. The `max` function is used to exclude cases where the tire's rate of change might be negative; for example, if a single tire passes through water or snow, the temperature will drop. It can be understood that `i` represents any tire in the vehicle, meaning the first parameter of a tire can include the first parameters of all tires. When only one first parameter is needed (e.g., when both the first and second rates of change have a value), the maximum value among the first parameters of all tires can be determined as the first parameter of that tire.

[0105] The above technical solution determines the temperature deviation of each tire based on the tire temperature of each tire in the vehicle, and determines the temperature change rate of the tire based on the temperature deviation of each tire and the vehicle speed. Based on the temperature deviation of each tire and the temperature change rate of the tire, the first parameter of the tire is obtained. The temperature change rate is determined by the tire temperature of each tire, and the thermal risk assessment parameter of the tire is determined based on the temperature change rate. Then, the tire condition is determined by combining the thermal risk assessment parameter, thereby improving the reliability and accuracy of determining the tire condition.

[0106] For example, determining the second parameter of a vehicle based on vehicle speed, lateral acceleration, and yaw rate includes: obtaining the desired lateral acceleration based on vehicle speed, steering wheel angle, and vehicle wheelbase; determining the lateral acceleration deviation based on the desired lateral acceleration and lateral acceleration; determining the yaw rate deviation based on the desired yaw rate and yaw rate; and obtaining the second parameter based on the lateral acceleration deviation and yaw rate deviation.

[0107] The expression for the second parameter can be represented as: ; ; ; ; in, Indicates vehicle speed; Indicates the steering wheel angle; L indicates the vehicle wheelbase; This represents the desired lateral acceleration. This represents the vehicle's lateral acceleration, i.e., its actual lateral acceleration. This indicates the lateral acceleration deviation. This indicates the vehicle's yaw rate, i.e., the actual yaw rate. This represents the desired yaw rate, which can be calculated using a two-degree-of-freedom model. This indicates the deviation in yaw rate. , These are the weighting coefficients, which can be calibrated to 0.7 and 0.3. This indicates the second parameter.

[0108] It is understandable that, regardless of whether the first rate of change, the second rate of change, and the first parameter corresponding to the tire are one or more, the second parameter of the vehicle is only one.

[0109] The aforementioned technical solution determines the lateral acceleration deviation based on the desired lateral acceleration and the lateral acceleration itself, and determines the yaw rate deviation based on the desired yaw rate and the yaw rate. A second parameter is then obtained based on these two deviations. Since vehicle stability reflects tire condition, determining the second parameter through the yaw rate deviation and the lateral acceleration deviation improves the accuracy and reliability of tire condition determination. Furthermore, data fusion and real-time parameter evaluation enable the vehicle to identify potential risks (such as tire overheating and instability) earlier and more accurately, enhancing the user experience.

[0110] S230 determines the target strategy for the vehicle based on the target parameters and controls the vehicle.

[0111] For example, a target policy is used to indicate a restriction policy for the vehicle, which includes limiting vehicle speed and / or limiting distance. The speed limit represents the maximum speed the vehicle can travel during operation, and the distance limit represents the maximum distance the vehicle can travel during operation. Controlling the vehicle based on the target policy ensures driving safety and thus improves the user experience.

[0112] During vehicle operation, driving parameters are periodically collected, and target parameters for the tires are determined based on these parameters. The risk level of the tire's underinflation state is then determined using these target parameters, and a corresponding target strategy is matched to control the vehicle to maximize safe emergency driving capabilities.

[0113] In one example, a target strategy for the vehicle is determined based on target parameters. When the target parameters indicate a high-risk level, preset speeds and preset distances are set as speed and distance limits to restrict the vehicle's speed and travel distance; when the target parameters indicate a low-risk level, there are no restrictions on the vehicle.

[0114] In another example, determining the vehicle's target strategy based on target parameters includes: when the target parameter is less than a first preset parameter, setting the upper limit of distance as the limited distance; when the target parameter is greater than or equal to the first preset parameter and less than a second preset parameter, determining a limited speed based on a first preset speed and a limited distance based on a first preset distance; when the target parameter is greater than or equal to the second preset parameter and less than a third preset parameter, determining a limited speed based on a second preset speed and a limited distance based on a second preset distance; and when the target parameter is greater than or equal to the third preset parameter, determining a limited speed based on a third preset speed and a limited distance based on a third preset distance.

[0115] It should be noted that the first preset parameter is less than the second preset parameter, and the second preset parameter is less than the third preset parameter; the first preset speed is greater than the second preset speed, and the second preset speed is greater than the third preset speed; the first preset distance is greater than the second preset distance, and the second preset distance is greater than the third preset distance. A larger target parameter indicates a higher risk level for the tire, and a higher risk level for the tire results in a smaller speed and distance limit.

[0116] Understandably, when the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, a speed limit is determined based on the first preset speed, and a distance limit is determined based on the first preset distance. As the vehicle travels, the target parameter may increase within a new data collection cycle, and the corresponding speed and distance limits may decrease. Therefore, when the target parameter is detected to be greater than or equal to the first preset parameter and less than the second preset parameter, a warning message is output to indicate that the tires are in a state of underinflation. Upon receiving the warning message, the user can plan their route in advance to perform vehicle maintenance and ensure driving safety.

[0117] The aforementioned technical solution determines the vehicle's limiting parameters through target parameters, enabling the vehicle to be dynamically authorized to have higher speed limits and longer distance limits under safe and controllable conditions. This allows the vehicle to travel to a more distant repair shop after a tire depressurization, greatly improving practicality and user convenience. Furthermore, based on the vehicle's tire condition, the solution dynamically and in real-time authorizes the vehicle's maximum safe speed (i.e., the limited speed) and remaining driving distance (i.e., the limited distance). Compared to the fixed speed limits in existing technologies, this approach intelligently authorizes the vehicle's driving parameters based on its actual tire condition, enhancing vehicle intelligence and thus improving the user experience.

[0118] If the target parameter is less than the first preset parameter, indicating that the vehicle's tires are in normal condition, then the upper limit of distance is determined as the limited distance, representing the upper limit of the vehicle's calibrated driving distance. Alternatively, if the target parameter is less than the first preset parameter, the upper limit of speed is determined as the limited speed, representing the upper limit of the vehicle's calibrated speed.

[0119] When the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, it indicates that the tire pressure loss of the vehicle is relatively minor, and the impact of the tire condition on vehicle performance is limited. A speed limit is determined by a first preset speed, and a distance limit is determined by a first preset distance.

[0120] For example, if the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, the first preset speed is determined as the limiting speed. The limiting distance is then determined based on the first preset distance and the target parameter.

[0121] For example, determining the limiting distance based on a first preset distance includes: determining a candidate distance based on the first preset distance and the tire temperature change rate, wherein the first preset distance is positively correlated with the candidate distance and the tire temperature change rate is negatively correlated with the candidate distance; when the candidate distance is greater than or equal to a lower limit value, the candidate distance is determined as the limiting distance; when the candidate distance is less than the lower limit value, the lower limit value is determined as the limiting distance.

[0122] Optionally, the temperature change rate of the tire can be the maximum temperature change rate selected from the temperature change rates of all tires in the vehicle.

[0123] Optionally, the lower limit of the distance can be 5km, 6km, 7km, etc., and no specific limit is specified here.

[0124] The temperature change rate of each tire in the vehicle is selected from the temperature change rates of the individual tires. Candidate distances are calculated based on a first preset distance and the tire temperature change rate. The maximum distance between the candidate distance and the lower limit distance is determined as the limiting distance.

[0125] The above technical solution determines candidate distances based on a first preset distance and the tire temperature change rate, and determines the maximum value between the candidate distance and the lower limit of the distance as the limit distance; by combining the actual situation of the tires in the vehicle, the limit distance that the vehicle is allowed to travel is dynamically determined, ensuring the matching of the limit distance with the actual vehicle situation, thereby improving the accuracy of vehicle control.

[0126] When the target parameter is greater than or equal to the second preset parameter and less than the third preset parameter, the speed limit is determined based on the second preset speed, and the distance limit is determined based on the second preset distance. Specifically, the speed limit can be determined based on the second preset speed and the target parameter, and the distance limit can be determined based on the second preset distance and the tire temperature change rate.

[0127] For example, determining the limiting speed based on a second preset speed includes: determining candidate speeds based on target parameters, wherein the candidate speeds are negatively correlated with the target parameters, and determining the maximum value between the candidate speeds and the second preset speeds as the limiting speed. Specifically, candidate speeds are calculated based on the target parameters, and the maximum value between the candidate speeds and the second preset speeds is determined as the limiting speed.

[0128] It is understandable that when the target parameter is greater than or equal to the second preset parameter and less than the third preset parameter, the risk level of the vehicle tires is considered to be medium risk, and the speed limit needs to be determined based on the actual situation of the vehicle.

[0129] Candidate distances are determined based on a second preset distance and the tire's temperature change rate. The second preset distance and the candidate distance are positively correlated, while the tire's temperature change rate and the candidate distance are negatively correlated. When a candidate distance is greater than or equal to a lower limit, it is determined as the restricted distance; when a candidate distance is less than the lower limit, the lower limit is determined as the restricted distance.

[0130] The above technical solution determines candidate speeds based on target parameters and sets the maximum value between the candidate speed and the second preset speed as the limit speed. By dynamically determining the limit speed based on the candidate speed and the second preset speed, the adaptability of the limit speed to the tire condition can be improved, the user's driving needs can be met as much as possible, driving safety can be ensured, and the user experience can be improved.

[0131] Determining the limiting distance based on a second preset distance includes: determining candidate parameters based on the second preset distance and the tire's temperature change rate, where the second preset distance is positively correlated with the candidate parameters, and the tire's temperature change rate is negatively correlated with the candidate distance. When a candidate distance is greater than or equal to a lower limit, the candidate distance is determined as the limiting distance; when a candidate distance is less than a lower limit, the lower limit is determined as the limiting distance.

[0132] When the target parameter is greater than or equal to the third preset parameter, a speed limit is determined by the third preset speed, and a distance limit is determined by the third preset distance. The third preset speed can be set as the speed limit, and the distance limit can be determined based on the third preset distance and the tire temperature change rate. Specifically, candidate parameters are determined based on the third preset distance and the tire temperature change rate; the third preset distance is positively correlated with the candidate parameters, and the tire temperature change rate is negatively correlated with the candidate distance. When the candidate distance is greater than or equal to the lower distance limit, the candidate distance is set as the distance limit; when the candidate distance is less than the lower distance limit, the lower distance limit is set as the distance limit.

[0133] Furthermore, given a speed limit and / or distance limit, the vehicle is controlled to travel at a speed less than or equal to the speed limit and a distance less than or equal to the distance limit. Additionally, when a tire in the vehicle is depressurized, a warning message is output to indicate that the tire is depressurized.

[0134] The following section will use examples to introduce how to determine the target strategy for the vehicle based on the target parameters and how to control the vehicle.

[0135] After determining the target parameters for the tires, the risk level of the tires in the vehicle is determined based on these parameters. When the target parameter is less than 0.1 (the first preset parameter), it indicates that the tires are in a normal state, and the upper limit of the vehicle's driving range (or the upper limit of the distance) is set as the restricted distance; and the vehicle's driving parameters are continuously monitored to detect the tires.

[0136] When the target parameter is greater than or equal to 0.1 and less than 0.3 (the second preset parameter), the tire is in a low-risk level. In the low-risk level, the tire experiences slight pressure loss with limited performance impact. 120 kph (the first preset speed) is set as the speed limit, and the speed limit distance is determined based on the remaining distance of 100 km (the first preset distance) under low-risk conditions. For example, the expression for the speed limit distance can be as follows: ); in, Indicates the distance limit; 5 is the lower limit of the distance, which can be calibrated. Indicates the base remaining distance, such as the first preset distance; This represents the rate of temperature change of tire i.

[0137] When the target parameter is greater than or equal to 0.3 and less than 0.7 (the third preset parameter), the tire is at a medium-risk level, indicating significant tire pressure loss, and operation needs to be restricted to ensure vehicle safety. For example, the speed limit expression can be as follows: ; in, This indicates a speed limit; 40 indicates the second preset speed. Indicate the target parameter; Indicates the candidate velocity, i.e. The candidate speed is indicated. The limiting distance is determined based on the baseline remaining distance of 50km (the second preset distance) for medium risk. Referring to the expression for the limiting distance above, with a baseline remaining distance of 50km, candidate distances are determined based on the baseline remaining distance and the tire temperature change rate. The maximum value between the candidate distance and the lower limit value 5 is then determined as the limiting distance.

[0138] When the target parameter is greater than 0.7, the tire is at a high-risk level, and severe tire pressure loss requires emergency handling. 20 kph (the third preset speed) is set as the speed limit. The remaining distance is determined based on the high-risk baseline of 10 km (the third preset distance). Referring to the expression for the limited distance above, the baseline remaining distance is 10 km. Based on the baseline remaining distance and the tire's temperature change rate, candidate distances are determined, and the maximum value between the candidate distance and the lower limit value (5) is determined as the limited distance.

[0139] The following section will introduce the vehicle-wide collaborative control strategy. During vehicle operation, sensors collect data such as vehicle speed, tire speed, tire temperature, steering wheel angle, lateral acceleration, and yaw rate. Based on these parameters, target tire parameters are determined. Once the target parameters are determined, the powertrain domain controller assesses the risk level and progressively reduces the torque output slope and peak torque to avoid sudden acceleration. The chassis domain controller progressively reduces the intervention thresholds of Electronic Stability Program (ESP) or Electronic Stability Control (ESC) parameters (yaw rate, slip angle, etc.) based on the risk level to stabilize the vehicle body in advance. Braking force distribution to the depressurized tire is progressively reduced according to the risk level, potentially transferring it to other healthy tires and reducing the load on the depressurized tire. The cockpit domain controller clearly displays dynamically updated speed limits and remaining distances to the driver, and, combined with navigation data, provides the driver with the nearest repair station in real time based on the remaining distance.

[0140] The aforementioned technical solution determines target parameters for the tire based on vehicle speed, tire rotation speed, and tire temperature. These target parameters indicate the risk level of the tire being in a state of underinflation. The target strategy for the vehicle is then determined based on these target parameters, and the vehicle is controlled accordingly. Compared to existing technologies that determine tire status by collecting data from a single sensor, this application uses multi-dimensional data to judge tire status, avoiding misjudgments caused by relying on a single parameter and improving the accuracy and reliability of tire status identification. Furthermore, by using target parameters to indicate the risk level of the tire being in a state of underinflation and combining this risk level with the determination of the vehicle's target strategy, early intervention based on the tire's risk level is possible, effectively preventing safety hazards caused by decreased vehicle stability due to tire condition, thereby improving driving safety.

[0141] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0142] In this embodiment, tire rotation speed includes the rotation speed of each tire in the vehicle, and tire temperature includes the temperature of each tire in the vehicle. The first rate of change of the tire includes the first rate of change of each tire in the vehicle, the second rate of change of the tire includes the second rate of change of each tire in the vehicle, and the first parameter of the tire includes the first parameter of each tire in the vehicle. Since the second parameter indicates a stability assessment parameter during vehicle operation, the second parameter of the vehicle is independent of the tire parameters.

[0143] For example, Figure 3 The method shown can be executed by the vehicle controller or chip in the vehicle.

[0144] For example, such as Figure 3 As shown, the vehicle control method 300 includes S301 to S312.

[0145] S301 acquires the vehicle's speed, tire speed, tire temperature, lateral acceleration, yaw rate, and steering wheel angle.

[0146] For example, parameters such as vehicle speed, tire speed, tire temperature, lateral acceleration, yaw rate, and steering wheel angle are collected by multiple sensors in the vehicle, including tire pressure, wheel speed, and inertial measurement unit.

[0147] For example, in this embodiment, the tire rotation speed includes the tire rotation speed of all tires in the vehicle, and the tire temperature includes the tire temperature of all tires in the vehicle.

[0148] To ensure the accuracy of tire rotation speed, wheel speed needs to be pre-processed to avoid wheel speed deviation.

[0149] For example, the reference speed of the tire and the steering wheel angle are obtained. When the absolute value of the steering wheel angle is less than a preset angle, the reference speed is determined as the tire speed. When the absolute value of the steering wheel angle is greater than or equal to the preset angle, the correction coefficients of the outer tire and the inner tire are determined based on the absolute value of the steering wheel angle. The correction coefficient of the outer tire is positively correlated with the absolute value of the steering wheel angle, and the correction coefficient of the inner tire is negatively correlated with the absolute value of the steering wheel angle. The ratio of the reference speed to the correction coefficient of the outer tire is determined as the tire speed of the outer tire, and the ratio of the reference speed to the correction coefficient of the inner tire is determined as the tire speed of the inner tire.

[0150] For example, a preset steering angle is used to determine whether the vehicle is turning; when the absolute value of the steering wheel angle is less than the preset angle, it indicates that the vehicle is going straight; when the absolute value of the steering wheel angle is greater than or equal to the preset angle, it indicates that the vehicle is turning. Since there is a difference in internal and external speeds when the vehicle is turning, the difference in internal and external speeds is eliminated by dynamically compensating for the tire speeds in the turning scenario.

[0151] S302, the ratio of vehicle speed to tire rotation speed is determined as the effective radius of the tire. Based on the absolute value of the difference between the effective radius and the preset radius of the tire, the radius change is determined. Based on the ratio of the radius change to the preset radius, the first rate of change of each tire is determined.

[0152] For example, the ratio of vehicle speed to tire rotation speed is determined as the effective radius of the tire; the absolute value of the difference between the effective radius and the preset radius of the tire is determined as the radius change; and the first rate of change of each tire is determined by the ratio of the radius change to the preset radius.

[0153] Optionally, the preset radius of the tire indicates the tire's nominal radius, i.e., the standard radius of the tire under normal conditions. Since tire depressurization will reduce the effective radius of the tire, calculating the change in the effective radius of the tire can improve the accuracy of determining the tire's condition.

[0154] Taking a four-wheeled vehicle as an example, the first rate of change of the tires includes the first rate of change of the first wheel, the first rate of change of the second wheel, the first rate of change of the third wheel, and the first rate of change of the fourth wheel. The ratio of the vehicle speed to the tire rotation speed of the first wheel is determined as the effective radius of the first wheel. The absolute value of the difference between the effective radius of the first wheel and the preset radius of the tire is used to determine the radius change of the first wheel. Then, the ratio of the radius change of the first wheel to the preset radius is used to determine the first rate of change of the first wheel. Similarly, the ratio of the vehicle speed to the tire rotation speed of the second wheel is determined as the effective radius of the second wheel. The absolute value of the difference between the effective radius of the second wheel and the preset radius of the tire is used to determine the radius change of the second wheel. Then, the ratio of the radius change of the second wheel to the preset radius is used to determine the first rate of change of the second wheel.

[0155] The ratio of vehicle speed to the tire rotation speed of the third wheel is determined as the effective radius of the third wheel. The absolute value of the difference between the effective radius of the third wheel and the preset radius of the tire is used to determine the radius change of the third wheel. Then, the ratio of the radius change of the third wheel to the preset radius is used to determine the first rate of change of the third wheel. The ratio of vehicle speed to the tire rotation speed of the fourth wheel is determined as the effective radius of the fourth wheel. The absolute value of the difference between the effective radius of the fourth wheel and the preset radius of the tire is used to determine the radius change of the fourth wheel. Then, the ratio of the radius change of the fourth wheel to the preset radius is used to determine the first rate of change of the fourth wheel.

[0156] Optionally, the method for determining the first rate of change of each tire can refer to the aforementioned disclosed embodiments, and will not be repeated here.

[0157] S303 determines the second rate of change for each tire based on frequency domain data corresponding to tire rotation speed.

[0158] For example, since tire pressure loss causes a decrease in the tire's resonant frequency, a Fourier transform is performed on the tire's rotational speed, and the resonant frequency is extracted. The absolute value of the difference between the resonant frequency and a preset frequency is determined as the change in resonant frequency; and a second rate of change is determined by the ratio of the change in resonant frequency to the preset frequency.

[0159] Optionally, the preset frequency is used to indicate the resonant frequency of the tire when the tire is in a normal state.

[0160] Taking a four-wheeled vehicle as an example, the second rate of change for each tire includes the second rate of change for the first wheel, the second rate of change for the second wheel, the second rate of change for the third wheel, and the second rate of change for the fourth wheel. A Fourier transform is performed on the tire rotation speed of the first wheel, and the resonant frequency is extracted. The change in the resonant frequency of the first wheel is determined based on the absolute value of the difference between its corresponding resonant frequency and a preset frequency. Then, the second rate of change for the first wheel is determined by the ratio of its rate of change to the preset frequency. Similarly, a Fourier transform is performed on the tire rotation speed of the second wheel, and the resonant frequency is extracted. The change in the resonant frequency of the second wheel is determined based on the absolute value of the difference between its corresponding resonant frequency and a preset frequency. Then, the second rate of change for the second wheel is determined by the ratio of its rate of change to the preset frequency.

[0161] Perform a Fourier transform on the tire rotation speed of the third wheel and extract its resonant frequency. Determine the change in the resonant frequency of the third wheel based on the absolute value of the difference between its resonant frequency and a preset frequency. Then, determine the second rate of change of the third wheel's resonant frequency by using the ratio of its rate of change to the preset frequency. Perform a Fourier transform on the tire rotation speed of the fourth wheel and extract its resonant frequency. Determine the change in the resonant frequency of the fourth wheel based on the absolute value of the difference between its resonant frequency and a preset frequency. Then, determine the second rate of change of the fourth wheel's resonant frequency by using the ratio of its rate of change to the preset frequency.

[0162] Optionally, the method for determining the second rate of change of each tire can refer to the aforementioned disclosed embodiments, and will not be repeated here.

[0163] S304: Based on the temperature of each tire, determine the temperature deviation of each tire; based on the temperature deviation of each tire and the vehicle speed, determine the temperature change rate of the tire; and based on the temperature deviation of each tire and the temperature change rate of the tire, obtain the first parameter of each tire.

[0164] For example, based on the tire temperature of each tire in the vehicle, the temperature deviation of each tire is determined; based on the temperature deviation of each tire and the vehicle speed, the temperature change rate of the tire is determined; based on the temperature deviation of each tire and the temperature change rate of the tire, the first parameter of the tire is obtained. By determining the temperature change rate through the tire temperature of each tire, and determining the thermal risk assessment parameters of the tire based on the temperature change rate, the tire condition is determined by combining the thermal risk assessment parameters, thereby improving the reliability and accuracy of determining the tire condition.

[0165] Taking a four-wheeled vehicle as an example, the first parameters of each tire include the first parameters of the first wheel, the second wheel, the third wheel, and the fourth wheel. Based on the tire temperature of the first wheel, the temperature deviation of the first wheel is determined. Based on the temperature deviation of the first wheel and the vehicle speed, the temperature change rate of the first wheel is determined. The first parameters of the first wheel are then obtained through the temperature deviation and the temperature change rate of the first wheel. Similarly, based on the tire temperature of the second wheel, the temperature deviation of the second wheel is determined. Based on the temperature deviation of the second wheel and the vehicle speed, the temperature change rate of the second wheel is determined. The first parameters of the second wheel are then obtained through the temperature deviation and the temperature change rate of the second wheel.

[0166] Based on the tire temperature of the third wheel, determine the temperature deviation of the third wheel. Based on the temperature deviation of the third wheel and the vehicle speed, determine the temperature change rate of the third wheel. Then, obtain the first parameter of the third wheel using the temperature deviation and the temperature change rate. Similarly, based on the tire temperature of the fourth wheel, determine the temperature deviation of the fourth wheel. Based on the temperature deviation of the fourth wheel and the vehicle speed, determine the temperature change rate of the fourth wheel. Finally, obtain the first parameter of the fourth wheel using the temperature deviation and the temperature change rate.

[0167] Optionally, the method for determining the first parameter of each tire can refer to the aforementioned disclosed embodiments, and will not be repeated here.

[0168] S305, based on vehicle speed, steering wheel angle and vehicle wheelbase, obtains the desired lateral acceleration, based on the desired lateral acceleration and lateral acceleration, determines the lateral acceleration deviation, based on the desired yaw rate and yaw rate, determines the yaw rate deviation, and based on the lateral acceleration deviation and yaw rate deviation, obtains the second parameter.

[0169] For example, the desired lateral acceleration is obtained based on the vehicle speed, steering wheel angle, and vehicle wheelbase; the lateral acceleration deviation is determined based on the desired lateral acceleration and the lateral acceleration, and the yaw rate deviation is determined based on the desired yaw rate and the yaw rate; the second parameter is obtained based on the lateral acceleration deviation and the yaw rate deviation.

[0170] Understandably, the second parameter indicates a vehicle stability assessment parameter. Since vehicle stability reflects tire condition, the second parameter is determined by yaw rate deviation and lateral acceleration deviation. Combining this second parameter improves the accuracy and reliability of tire condition assessment. Furthermore, through data fusion and real-time parameter evaluation, potential risks can be identified earlier and more accurately, enhancing the user experience.

[0171] S306, determine the standard deviation and average value of the target value within the preset time period, determine the confidence level of the target value based on the ratio of the standard deviation to the average value of the target value, and determine the weight corresponding to the target value based on the confidence level of the target value and the target confidence level.

[0172] For example, the standard deviation and mean of the target value within a preset time period are determined, and the confidence level of the target value is determined based on the ratio of the standard deviation to the mean. The confidence level is negatively correlated with the ratio. Based on the confidence level of the target value and the target confidence level, the weight corresponding to the target value is determined. The target confidence level is determined by the confidence level of the first rate of change, the confidence level of the second rate of change, the confidence level of the first parameter, and the confidence level of the second parameter.

[0173] It is understandable that both standard deviation and mean can reflect the degree of data fluctuation. By the ratio of the standard deviation to the mean of the target value, the confidence level of the target value can be determined. The higher the confidence level of the target value, the higher the stability of the target value, and the higher the corresponding weight.

[0174] Calculate the standard deviation and mean of the first rate of change, the standard deviation and mean of the second rate of change, and the standard deviation and mean of the first parameter and the second parameter within the preset time period. Determine the ratio corresponding to the first rate of change based on the ratio of its standard deviation to its mean, and define the confidence level of the first rate of change as the difference between the preset value (e.g., 1, 2, etc., which can be calibrated) and the ratio of the first rate of change. Similarly, determine the ratio corresponding to the second rate of change based on the ratio of its standard deviation to its mean, and define the confidence level of the second rate of change as the difference between the preset value and the ratio of the second rate of change. Likewise, determine the ratio corresponding to the first parameter based on the ratio of its standard deviation to its mean, and define the confidence level of the first parameter as the difference between the preset value and the ratio of the first parameter. Finally, determine the ratio corresponding to the second parameter based on the ratio of its standard deviation to its mean, and define the confidence level of the second parameter as the difference between the preset value and the ratio of the second parameter.

[0175] Furthermore, the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter are fused to obtain the target confidence level. The ratio of the confidence level of the first rate of change to the target confidence level is determined as the first weight corresponding to the first rate of change; the ratio of the confidence level of the second rate of change to the target confidence level is determined as the second weight corresponding to the second rate of change; the ratio of the confidence level of the first parameter to the target confidence level is determined as the third weight corresponding to the first parameter; and the ratio of the confidence level of the second parameter to the target confidence level is determined as the fourth weight corresponding to the second parameter. By sequentially traversing the first rate of change, the second rate of change, the first parameter, and the second parameter, and determining the stability of the data based on the confidence level of each data point, the weights corresponding to each data point are determined, ensuring the reliability of the data used to calculate the weights, and thus ensuring the reliability and accuracy of the target parameter obtained through weighted processing.

[0176] The target value can be any one of the first rate of change, the second rate of change, the first parameter, and the second parameter. Taking a four-wheeled vehicle as an example, when the target value is the first rate of change, it can be the first rate of change for each tire.

[0177] S307. Based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight, the initial parameters of the tire are determined. The rate of change of the initial parameters is nonlinearly amplified to obtain the target coefficient. The product of the initial parameters and the target coefficient is determined as the target parameter.

[0178] For example, the initial parameters of the tire are determined by multiplying the first rate of change by the first weight, the second rate of change by the second weight, the first parameter by the third weight, and the second parameter by the fourth weight; the rate of change of the initial parameters is nonlinearly amplified to obtain the target coefficient; and the target parameter is determined by multiplying the initial parameters by the target coefficient.

[0179] For example, nonlinear amplification processing can amplify subtle changes in initial parameters. These subtle changes can then be directly located using the processed target parameters, thus ensuring the reliability of the target parameters. For instance, nonlinear amplification can be performed using the hyperbolic tangent function. By nonlinearly amplifying the rate of change of the initial parameters, the potential tire changes caused by tire pressure loss are amplified, reflecting subtle tire variations and ensuring the accuracy of tire condition assessment using the target parameters.

[0180] Taking a four-wheeled vehicle as an example, the standard deviation and average value of the first rate of change of each tire, the standard deviation and average value of the second rate of change of each tire, the standard deviation and average value of the first parameter of each tire, and the standard deviation and average value of the second parameter of the vehicle are determined for each tire within a preset time period. Based on the standard deviation and average value of the first rate of change of each tire, the standard deviation and average value of the second rate of change of each tire, the standard deviation and average value of the first parameter of each tire, and the standard deviation and average value of the second parameter of the vehicle, the target parameters corresponding to each tire are determined sequentially.

[0181] The methods for determining the target parameters of the first wheel include: The confidence level of the first rate of change of the first wheel is determined based on the standard deviation and mean of the first rate of change. The confidence level of the second rate of change of the first wheel is determined based on the standard deviation and mean of the second rate of change. The confidence level of the first parameter of the first wheel is determined based on the standard deviation and mean of the first parameter. The confidence level of the second parameter of the vehicle is determined based on the standard deviation and mean of the second parameter. The sum of the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter is determined as the target confidence level.

[0182] Based on the confidence level and target confidence level of the first rate of change of the first wheel, a first weight corresponding to the first rate of change of the first wheel is determined. Based on the confidence level and target confidence level of the second rate of change of the first wheel, a second weight corresponding to the second rate of change of the first wheel is determined. Based on the confidence level and target confidence level of the first parameter of the first wheel, a third weight corresponding to the first parameter is determined. Based on the confidence level and target confidence level of the second parameter of the vehicle, a fourth weight corresponding to the second parameter of the vehicle is determined. The initial parameters of the first wheel are determined by multiplying the first rate of change of the first wheel by its first weight, the second rate of change of the first wheel by its second weight, the first parameter of the first wheel by its first weight, and the second parameter of the vehicle by its fourth weight. The initial parameters of the first wheel are then subjected to nonlinear amplification processing to obtain the target coefficient of the first wheel. The product of the initial parameters of the first wheel and the target coefficient of the first wheel is determined as the target parameter of the first wheel.

[0183] The methods for determining the target parameters of the second wheel include: The confidence level of the first rate of change of the second wheel is determined based on the standard deviation and mean of the first rate of change. Similarly, the confidence level of the second rate of change of the second wheel is determined based on the standard deviation and mean of the second rate of change. The confidence level of the first parameter of the second wheel is determined based on the standard deviation and mean of the first parameter. The sum of the confidence levels of the first rate of change, the second rate of change, the first parameter, and the second parameter of the vehicle is determined as the target confidence level.

[0184] Based on the confidence level and target confidence level of the first rate of change of the second wheel, a first weight corresponding to the first rate of change of the second wheel is determined. Based on the confidence level and target confidence level of the second rate of change of the second wheel, a second weight corresponding to the second rate of change of the second wheel is determined. Based on the confidence level and target confidence level of the first parameter of the second wheel, a third weight corresponding to the first parameter of the second wheel is determined. Based on the confidence level and target confidence level of the second parameter of the vehicle, a fourth weight corresponding to the second parameter of the vehicle is determined. The initial parameters of the second wheel are determined by multiplying the first rate of change of the second wheel by its first weight, the second rate of change of the second wheel by its second weight, the first parameter of the second wheel by its first weight, and the second parameter of the vehicle by its fourth weight. The initial parameters of the second wheel are then subjected to nonlinear amplification processing to obtain the target coefficient of the second wheel. The product of the initial parameters of the second wheel and the target coefficient of the second wheel is determined as the target parameter of the second wheel.

[0185] The methods for determining the target parameters of the third wheel include: The confidence level of the first rate of change of the third wheel is determined based on the standard deviation and mean of the first rate of change. Similarly, the confidence level of the second rate of change of the third wheel is determined based on the standard deviation and mean of the second rate of change. Finally, the confidence level of the first parameter of the third wheel is determined based on the standard deviation and mean of the first parameter. The sum of the confidence levels of the first rate of change, the second rate of change, and the first parameter of the third wheel, along with the confidence level of the second parameter of the vehicle, is determined as the target confidence level.

[0186] Based on the confidence levels and target confidence levels of the first rate of change of the third wheel, the first weight corresponding to the first rate of change of the third wheel is determined. Based on the confidence levels and target confidence levels of the second rate of change of the third wheel, the second weight corresponding to the second rate of change of the third wheel is determined. Based on the confidence levels and target confidence levels of the first parameters of the third wheel, the third weight corresponding to the first parameters of the third wheel is determined. Based on the confidence levels and target confidence levels of the second parameters of the vehicle, the fourth weight corresponding to the second parameters of the vehicle is determined. The initial parameters of the third wheel are determined by multiplying the first rate of change of the third wheel by its first weight, the second rate of change of the third wheel by its second weight, the first parameter of the third wheel by its first weight, and the second parameter of the vehicle by its fourth weight. The initial parameters of the third wheel are then subjected to nonlinear amplification processing to obtain the target coefficients of the third wheel. The product of the initial parameters of the third wheel and the target coefficients of the third wheel is determined as the target parameters of the third wheel.

[0187] The methods for determining the target parameters of the fourth wheel include: The confidence level of the first rate of change of the fourth wheel is determined based on the standard deviation and mean of the first rate of change. Similarly, the confidence level of the second rate of change of the fourth wheel is determined based on the standard deviation and mean of the second rate of change. Finally, the confidence level of the first parameter of the fourth wheel is determined based on the standard deviation and mean of the first parameter. The sum of the confidence levels of the first rate of change, the second rate of change, and the first parameter of the fourth wheel, along with the confidence levels of the second parameter of the vehicle, is determined as the target confidence level.

[0188] Based on the confidence level and target confidence level of the first rate of change of the fourth wheel, the first weight corresponding to the first rate of change of the fourth wheel is determined. Based on the confidence level and target confidence level of the second rate of change of the fourth wheel, the second weight corresponding to the second rate of change of the fourth wheel is determined. Based on the confidence level and target confidence level of the first parameter of the fourth wheel, the third weight corresponding to the first parameter of the fourth wheel is determined. Based on the confidence level and target confidence level of the second parameter of the vehicle, the fourth weight corresponding to the second parameter of the vehicle is determined. The initial parameters of the fourth wheel are determined by multiplying the first rate of change of the fourth wheel by its first weight, the second rate of change of the fourth wheel by its second weight, the first parameter of the fourth wheel by its first weight, and the second parameter of the vehicle by its second weight. The initial parameters of the fourth wheel are then subjected to nonlinear amplification processing to obtain the target coefficient of the fourth wheel. The product of the initial parameters of the fourth wheel and the target coefficient of the fourth wheel is determined as the target parameter of the fourth wheel.

[0189] S308 determines the target parameters of each tire based on the target parameters corresponding to each tire.

[0190] For example, the maximum value among the target parameters corresponding to each tire is determined as the tire's target parameter. Taking a four-wheeled vehicle as an example, the maximum value among the target parameters of the first, second, third, and fourth wheels is determined, and this maximum value is determined as the tire's target parameter. Alternatively, based on the target parameters corresponding to each tire, the average value of the target parameters corresponding to each tire is determined as the tire's target parameter. Taking a four-wheeled vehicle as an example, the average value among the target parameters of the first, second, third, and fourth wheels is determined, and this average value is determined as the tire's target parameter. Alternatively, the minimum value among the target parameters corresponding to each tire is determined as the tire's target parameter. Taking a four-wheeled vehicle as an example, the minimum value among the target parameters of the first, second, third, and fourth wheels is determined, and this minimum value is determined as the tire's target parameter.

[0191] S309, when the target parameter is less than the first preset parameter, the upper limit of the distance is determined as the limit distance.

[0192] For example, when the target parameter is less than the first preset parameter, the upper limit of the distance is determined as the restricted distance. It should be noted that the first preset parameter is less than the second preset parameter; the first preset speed is greater than the second preset speed; and the first preset distance is greater than the second preset distance. A larger target parameter indicates a higher risk level for the tire, and a higher risk level for the tire results in a smaller speed and distance restriction.

[0193] If the target parameter is less than the first preset parameter, indicating that the vehicle's tires are in normal condition, then the upper limit of distance is determined as the restricted distance. The upper limit of distance represents the upper limit of the vehicle's calibrated driving distance, such as 1000km, 1500km, 2000km, etc. Alternatively, if the target parameter is less than the first preset parameter, the upper limit of speed is determined as the restricted speed. The restricted speed represents the upper limit of the vehicle's calibrated speed.

[0194] S310, when the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, determine the limiting speed based on the first preset speed and determine the limiting distance based on the first preset distance.

[0195] For example, when the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, a speed limit is determined based on the first preset speed, and a distance limit is determined based on the first preset distance. It should be noted that the second preset parameter is less than the third preset parameter; the second preset speed is greater than the third preset speed; and the second preset distance is greater than the third preset distance. A larger target parameter indicates a higher risk level for the tire, and a higher risk level for the tire results in a smaller speed limit and distance limit.

[0196] When the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, it indicates a relatively minor degree of tire pressure loss, and the impact of tire condition on vehicle performance is limited. A speed limit is determined by a first preset speed, and a distance limit is determined by a first preset distance. For example, when the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, the first preset speed is determined as the speed limit. The distance limit is then determined based on the first preset distance and the target parameter.

[0197] For example, a candidate distance is determined based on a first preset distance and the tire temperature change rate, wherein the first preset distance is positively correlated with the candidate distance and the tire temperature change rate is negatively correlated with the candidate distance; when the candidate distance is greater than or equal to the lower limit of the distance, the candidate distance is determined as the restricted distance; when the candidate distance is less than the lower limit of the distance, the lower limit of the distance is determined as the restricted distance.

[0198] Optionally, the temperature change rate of the tire can be the maximum temperature change rate selected from the temperature change rates of all tires in the vehicle.

[0199] Optionally, the lower limit of the distance can be 5km, 6km, 7km, etc., and no specific limit is specified here.

[0200] The temperature change rate of each tire in the vehicle is selected from the temperature change rates of the individual tires. Candidate distances are calculated based on a first preset distance and the tire temperature change rate. The maximum distance between the candidate distances and the lower limit distance is determined as the limiting distance. By combining the actual conditions of the tires in the vehicle, the allowed vehicle travel limit distance is dynamically determined, ensuring the matching of the limiting distance with the actual vehicle conditions, thereby improving the accuracy of vehicle control.

[0201] Optionally, the method for determining the speed limit based on the first preset speed and the method for determining the distance limit based on the first preset distance can refer to the foregoing disclosed embodiments, and will not be repeated here.

[0202] S311, when the target parameter is greater than or equal to the second preset parameter and less than the third preset parameter, determine the limiting speed based on the second preset speed and the limiting distance based on the second preset distance.

[0203] For example, when the target parameter is greater than or equal to the second preset parameter and less than the third preset parameter, a speed limit is determined based on the second preset speed, and a distance limit is determined based on the second preset distance. Specifically, the speed limit can be determined based on the second preset speed and the target parameter, and the distance limit can be determined based on the second preset distance and the tire temperature change rate.

[0204] For example, candidate speeds are determined based on target parameters, and the candidate speeds are negatively correlated with the target parameters. The maximum value between the candidate speed and a second preset speed is determined as the limiting speed. Specifically, candidate speeds are calculated based on target parameters, and the maximum value between the candidate speed and the second preset speed is determined as the limiting speed.

[0205] It is understandable that when the target parameter is greater than or equal to the second preset parameter and less than the third preset parameter, the risk level of the vehicle tires is considered to be medium risk, and the speed limit needs to be determined based on the actual situation of the vehicle.

[0206] Candidate distances are determined based on a second preset distance and the tire's temperature change rate. The second preset distance and candidate distances are positively correlated, while the tire's temperature change rate is negatively correlated. When a candidate distance is greater than or equal to a lower limit, it is designated as the restricted distance; when a candidate distance is less than the lower limit, the lower limit is designated as the restricted distance. By dynamically determining the restricted speed based on the candidate speed and the second preset speed, the adaptability of the restricted speed to tire conditions can be improved, better meeting the user's driving needs, ensuring driving safety, and ultimately enhancing the user experience.

[0207] Determining the limiting distance based on a second preset distance includes: determining candidate parameters based on the second preset distance and the tire's temperature change rate, where the second preset distance is positively correlated with the candidate parameters, and the tire's temperature change rate is negatively correlated with the candidate distance. When a candidate distance is greater than or equal to a lower limit, the candidate distance is determined as the limiting distance; when a candidate distance is less than a lower limit, the lower limit is determined as the limiting distance.

[0208] Optionally, the method for determining the speed limit based on the second preset speed and the method for determining the distance limit based on the second preset distance can refer to the foregoing disclosed embodiments, and will not be repeated here.

[0209] S312, when the target parameter is greater than or equal to the third preset parameter, determine the limiting speed based on the third preset speed, and determine the limiting distance based on the third preset distance.

[0210] For example, when the target parameter is greater than or equal to the third preset parameter, the limiting speed is determined based on the third preset speed, and the limiting distance is determined based on the third preset distance.

[0211] It should be noted that the first preset parameter is less than the second preset parameter, and the second preset parameter is less than the third preset parameter; the first preset speed is greater than the second preset speed, and the second preset speed is greater than the third preset speed; the first preset distance is greater than the second preset distance, and the second preset distance is greater than the third preset distance. A larger target parameter indicates a higher risk level for the tire, and a higher risk level for the tire results in a smaller speed and distance limit.

[0212] When the target parameter is greater than or equal to the third preset parameter, a speed limit is determined by the third preset speed, and a distance limit is determined by the third preset distance. The third preset speed can be set as the speed limit, and the distance limit can be determined based on the third preset distance and the tire temperature change rate. Specifically, candidate parameters are determined based on the third preset distance and the tire temperature change rate; the third preset distance is positively correlated with the candidate parameters, and the tire temperature change rate is negatively correlated with the candidate distance. When the candidate distance is greater than or equal to the lower distance limit, the candidate distance is set as the distance limit; when the candidate distance is less than the lower distance limit, the lower distance limit is set as the distance limit.

[0213] Optionally, the method for determining the speed limit based on the third preset speed and the method for determining the distance limit based on the third preset distance can refer to the foregoing disclosed embodiments, and will not be repeated here.

[0214] S313, controlling vehicles based on speed and / or distance limits.

[0215] For example, when a speed limit and / or a distance limit are determined, the vehicle is controlled such that its speed is less than or equal to the speed limit and its distance traveled is less than or equal to the distance limit. Furthermore, when a tire in the vehicle is depressurized, a warning message is output to indicate that the tire is depressurized.

[0216] The aforementioned technical solution, by using multi-dimensional data to determine tire condition, avoids misjudgments caused by relying on a single parameter, thus improving the accuracy and reliability of tire condition identification. Furthermore, by indicating the risk level of a tire's underinflation state through target parameters and combining this risk level with the vehicle's target strategy, proactive intervention based on the tire's risk level can be implemented, effectively preventing safety hazards caused by decreased vehicle stability due to tire condition, thereby improving driving safety. Simultaneously, by dynamically determining speed and distance limits based on the risk level corresponding to the tire condition, driver anxiety and uncertainty in fault conditions are eliminated, enhancing the brand's technological appeal and user trust.

[0217] Furthermore, data can be collected using existing sensors in the vehicle without the need for additional hardware, and the functionality can be achieved through software algorithms. Combined with over-the-air (OTA) download technology, it can be deployed to existing vehicle models, resulting in lower commercialization costs.

[0218] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0219] For example, such as Figure 4 As shown, the vehicle control device 400 includes: Acquisition module 410: used to acquire vehicle driving parameters, including vehicle speed, tire speed and tire temperature; Processing module 420: used to determine target parameters of the tire based on vehicle speed, tire speed and tire temperature, the target parameters are used to indicate the risk level of the tire being in a state of underinflation; based on the target parameters, determine the target strategy of the vehicle and control the vehicle.

[0220] Optionally, the vehicle control device 400 is also used to execute various modules or units of the vehicle control method in any of the above possible implementations.

[0221] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0222] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 510 and a processor 520, wherein the memory 510 stores executable program code 530, and the processor 520 is used to call and execute the executable program code 530 to perform a vehicle control method.

[0223] For example, the memory 510 can be used to store the relevant program of the vehicle control method provided in the embodiments of this application; the processor 520 can call the relevant program of the vehicle control method stored in the memory 510 to execute the vehicle control method of the embodiments of this application.

[0224] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0225] When the functional modules are divided according to their respective functions, the device may also include an acquisition module and a processing module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0226] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0227] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0228] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0229] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0230] This application also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, it causes the computer to execute the above-described related method steps to implement a vehicle control method provided in the above embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of media or device suitable for storing instructions and / or data.

[0231] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiments.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: Obtain the vehicle's driving parameters, including vehicle speed, tire speed, and tire temperature; Based on the vehicle speed, the tire rotation speed, and the tire temperature, target parameters for the tire are determined, and these target parameters are used to indicate the risk level of the tire being in a state of depressurization. Based on the target parameters, the target strategy for the vehicle is determined, and the vehicle is controlled.

2. The method according to claim 1, characterized in that, The determination of target tire parameters based on the vehicle speed, tire rotation speed, and tire temperature includes: Based on the vehicle speed and the tire rotation speed, a first rate of change of the tire is determined, the first rate of change being used to indicate the rate of change of the tire's rolling radius; Based on the frequency domain data corresponding to the tire rotation speed, a second rate of change of the tire is determined, which is used to indicate the rate of change of the tire's resonant frequency; Based on the vehicle speed and the tire temperature, a first parameter of the tire is determined, which is used to indicate the thermal risk assessment parameter of the tire. The target parameter is determined based on the first rate of change, the second rate of change, and the first parameter.

3. The method according to claim 2, characterized in that, The driving parameters also include the vehicle's lateral acceleration and yaw rate, and the method further includes: Based on the vehicle speed, the lateral acceleration, and the yaw rate, a second parameter of the vehicle is determined, which is used to indicate the stability assessment parameter of the vehicle during driving. Determining the target parameter based on the first rate of change, the second rate of change, and the first parameter includes: The target parameter is determined based on the first rate of change, the second rate of change, the first parameter, and the second parameter.

4. The method according to claim 3, characterized in that, Determining the target parameter based on the first rate of change, the second rate of change, the first parameter, and the second parameter includes: Based on the fluctuation of the first rate of change, the fluctuation of the second rate of change, the fluctuation of the first parameter, and the fluctuation of the second parameter within a preset time period, a first weight of the first rate of change, a second weight of the second rate of change, a third weight of the first parameter, and a fourth weight of the second parameter are determined. The target parameter is determined based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight.

5. The method according to claim 4, characterized in that, The determination of a first weight for the first rate of change, a second weight for the second rate of change, a third weight for the first parameter, and a fourth weight for the second parameter based on the fluctuation levels of the first rate of change, the second rate of change, the first parameter, and the second parameter within a preset time period includes: Determine the standard deviation and average value of the target value within the preset time period, wherein the target value is any one of the first rate of change, the second rate of change, the first parameter, and the second parameter; The confidence level of the target value is determined based on the ratio of the standard deviation to the mean of the target value, and the confidence level is negatively correlated with the ratio. Based on the confidence level of the target value and the target confidence level, the weight corresponding to the target value is determined. The target confidence level is determined based on the confidence level of the first rate of change, the confidence level of the second rate of change, the confidence level of the first parameter, and the confidence level of the second parameter.

6. The method according to claim 4, characterized in that, The determination of the target parameter based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight includes: The initial parameters of the tire are determined based on the product of the first rate of change and the first weight, the product of the second rate of change and the second weight, the product of the first parameter and the third weight, and the product of the second parameter and the fourth weight. The rate of change of the initial parameters is nonlinearly amplified to obtain the target coefficients; The target parameter is determined based on the product of the initial parameter and the target coefficient.

7. The method according to claim 3, characterized in that, The determination of the second parameter of the vehicle based on the vehicle speed, the lateral acceleration, and the yaw rate includes: Based on the vehicle speed, steering wheel angle, and vehicle wheelbase, the desired lateral acceleration is obtained; Based on the desired lateral acceleration and the lateral acceleration, the lateral acceleration deviation is determined, and based on the desired yaw rate and the yaw rate, the yaw rate deviation is determined. The second parameter is obtained based on the lateral acceleration deviation and the yaw rate deviation.

8. The method according to claim 2, characterized in that, The determination of the first parameter of the tire based on the vehicle speed and the tire temperature includes: Based on the tire temperature of each tire in the vehicle, the temperature deviation of each tire is determined; The temperature change rate of the tires is determined based on the temperature deviation of each tire and the vehicle speed. The first parameter of the tire is obtained based on the temperature deviation of each tire and the temperature change rate of the tire.

9. The method according to claim 2, characterized in that, Determining the first rate of change of the tire based on the vehicle speed and the tire rotation speed includes: The ratio of the vehicle speed to the tire rotation speed is determined as the effective radius of the tire; The radius change is determined based on the absolute value of the difference between the effective radius and the preset radius of the tire. The first rate of change is determined based on the ratio of the radius change to the preset radius.

10. The method according to any one of claims 1 to 9, characterized in that, The target strategy includes limiting speed and / or limiting distance, and determining the target strategy for the vehicle based on the target parameters includes: When the target parameter is less than the first preset parameter, the upper limit of the distance is determined as the restricted distance; When the target parameter is greater than or equal to the first preset parameter and less than the second preset parameter, the limiting speed is determined based on the first preset speed, and the limiting distance is determined based on the first preset distance; When the target parameter is greater than or equal to the second preset parameter and less than the third preset parameter, the limiting speed is determined based on the second preset speed, and the limiting distance is determined based on the second preset distance; When the target parameter is greater than or equal to the third preset parameter, the limiting speed is determined based on the third preset speed, and the limiting distance is determined based on the third preset distance; Wherein, the first preset parameter is less than the second preset parameter, and the second preset parameter is less than the third preset parameter; the first preset speed is greater than the second preset speed, and the second preset speed is greater than the third preset speed; the first preset distance is greater than the second preset distance, and the second preset distance is greater than the third preset distance.

11. The method according to any one of claims 1 to 9, characterized in that, The acquisition of vehicle driving parameters includes: Obtain the reference rotational speed of the tire and the steering wheel angle; When the absolute value of the steering wheel angle is less than the preset angle, the reference rotation speed is determined as the tire rotation speed; When the absolute value of the steering wheel angle is greater than or equal to a preset angle, the correction coefficients for the outer tire and the inner tire are determined based on the absolute value of the steering wheel angle. The correction coefficient for the outer tire is positively correlated with the absolute value of the steering wheel angle, and the correction coefficient for the inner tire is negatively correlated with the absolute value of the steering wheel angle. The ratio of the reference rotational speed to the correction factor of the outer tire is determined as the tire rotational speed of the outer tire, and the ratio of the reference rotational speed to the correction factor of the inner tire is determined as the tire rotational speed of the inner tire.

12. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in any one of claims 1 to 10.

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