Vehicle control methods and vehicles

Abstract

This application provides a vehicle control method and a vehicle, relating to the field of vehicle safety control technology. The control method includes: acquiring monitoring data of the vehicle tires and ambient temperature; determining whether there is gas leakage in the vehicle tires based on the monitoring data and ambient temperature; if gas leakage is present in the vehicle tires, determining the target fault type of the vehicle tires based on the monitoring data; obtaining a target handling method corresponding to the target fault type from a pre-configured fault handling method; and controlling the vehicle based on the target handling method. This control method can handle vehicle tire faults using a target handling method adapted to the target fault type, thereby improving vehicle safety.

Description

Technical Field

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

[0002] In related technologies, a vehicle's tire pressure monitoring system (TPMS) can monitor the internal tire pressure and issue an alert when the tire pressure falls below a threshold or drops rapidly within a short period. However, this method can only alert the user when a tire malfunction is detected; it cannot guarantee vehicle safety, and the vehicle still faces the risk of loss of control due to tire failure.

[0003] Therefore, improving vehicle safety when tires are faulty is a technical problem that needs to be solved. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle. When a vehicle tire malfunctions, the method determines a target handling method that matches the target malfunction type and handles the tire malfunction using the target handling method that matches the target malfunction type, thereby improving vehicle safety.

[0005] Firstly, a method for controlling a vehicle is provided, the method comprising: Acquire monitoring data of vehicle tires and ambient temperature; Based on the monitoring data and the ambient temperature, it is determined whether there is a gas leak in the vehicle tires; If the vehicle tire has the gas leak, determine the target fault type of the vehicle tire based on the monitoring data; In the pre-configured fault handling method, the target handling method corresponding to the target fault type is obtained based on the target fault type; Based on the target processing method, the vehicle is controlled.

[0006] In the embodiments of this application, when a gas leak is detected in a vehicle tire, the target fault type of the vehicle tire is determined based on the vehicle tire monitoring data; and based on the target fault type, the corresponding target handling method is obtained; and the vehicle is controlled according to the target handling method. Compared to related technologies, where only an alarm is triggered to alert the user when a tire fault is detected, the vehicle still faces the risk of loss of control due to the tire fault. In the embodiments of this application, by pre-judging the gas leak, the target fault type of the vehicle tire is determined when a gas leak is detected, avoiding misjudging normal fluctuations in tire pressure caused by environmental changes as tire faults, and ensuring that the target fault type can be accurately obtained. Furthermore, based on the target fault type of the vehicle tire, the target handling method corresponding to the target fault type is determined from the pre-configured fault handling methods, ensuring that the target handling method conforms to the target fault type under the actual working conditions of the vehicle tire, that is, when a vehicle tire has a fault, a target handling method adapted to the target fault type can be determined. Because this application uses a target processing method adapted to the target fault type to handle vehicle tire faults, and implements differentiated processing strategies for different types of tire faults, it can reduce the risk of vehicle loss of control due to tire faults, thereby improving vehicle driving safety and handling stability.

[0007] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the monitoring data includes the tire pressure values ​​of the vehicle, and determining the target fault type based on the monitoring data includes: Based on the tire pressure value of the vehicle, detect whether there is pressure shock in the vehicle tire; When the pressure shock is detected, the target fault type is determined from a first fault type and a second fault type based on the duration of the pressure change. The first fault type indicates that there is a foreign object embedded in the vehicle tire, and the second fault type indicates that there is damage caused by the foreign object in the vehicle tire, but the foreign object is not in the vehicle tire.

[0008] In the embodiments of this application, the presence of a pressure shock is determined based on the tire pressure value of the vehicle. The pressure shock can reflect whether there is damage to the tire caused by foreign objects. When a pressure shock is detected, it is determined that there is damage caused by foreign objects. Furthermore, the duration of the pressure value change is used to determine whether the foreign object is located in the vehicle tire, thereby determining the target fault type among the first fault type and the second fault type, ensuring that the fault type of the vehicle tire can be judged based on the tire pressure value and the duration of the pressure value change.

[0009] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the monitoring data further includes airflow velocity, and the method further includes: Based on the air pressure value, determine the rate of change of the air pressure value; If the rate of change of the air pressure value is greater than the first rate of change, and the airflow speed is greater than the first preset speed, the target fault type is determined to be the third fault type, and the third fault type is that there is a sudden gas leak in the vehicle tires.

[0010] In the embodiments of this application, the tire blowout fault is determined by combining the dual thresholds of air pressure change rate and airflow velocity, which can improve the accuracy and reliability of identifying sudden gas leaks and effectively avoid the problem of misjudgment caused by environmental interference when judging by a single parameter.

[0011] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining the target fault type based on the duration of the change in air pressure value among the first fault type and the second fault type includes: If the duration of the change in air pressure is less than a first preset duration, the target fault type is determined to be the first fault type. If the duration of the change in air pressure is greater than or equal to a second preset duration, and the airflow speed is less than a second preset speed, the target fault type is determined to be the second fault type, and the second preset duration is greater than or equal to the first duration.

[0012] In the embodiments of this application, if the duration of the pressure change is less than a first preset duration, it indicates that the vehicle tire is damaged by a foreign object, and the foreign object causes the tire pressure to remain stable after a brief leak. Therefore, the target fault type is determined to be the first fault type, i.e., a foreign object is embedded in the vehicle tire. If the duration of the pressure change is greater than a second preset duration, and the airflow velocity is less than a second preset velocity, it is determined that the vehicle tire is damaged by a foreign object, and the foreign object is inside the tire, causing the tire to be in a slow deflation state. This ensures that when a pressure impact is detected, the tire fault type can be accurately identified by combining the duration of the pressure change and the airflow velocity.

[0013] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, detecting whether there is a pressure shock in the vehicle tires based on the tire pressure value includes: Based on the tire pressure of the vehicle, determine the acceleration of the change in tire pressure; If the acceleration of the change in air pressure is greater than a preset acceleration threshold, it is determined that the vehicle tire is experiencing the pressure shock. If the acceleration of the change in air pressure is less than or equal to a preset acceleration threshold, it is determined that the vehicle tires do not experience the pressure shock.

[0014] In the embodiments of this application, the presence of a pressure shock in a vehicle tire is determined based on the acceleration of the change in tire pressure. If the acceleration of the change in tire pressure is greater than a preset acceleration threshold, a pressure shock is determined to exist; if the acceleration of the change in tire pressure is less than or equal to the preset acceleration threshold, a pressure shock is determined not to exist. This ensures accurate identification of instantaneous changes in tire pressure, effectively distinguishing between smooth air leakage and sudden impacts such as foreign object puncture, avoiding misjudgments caused by relying solely on tire pressure or the rate of change of tire pressure, improving the reliability of pressure shock detection, and providing a reliable basis for accurately distinguishing tire fault types.

[0015] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the monitoring data further includes airflow direction; determining whether there is gas leakage in the vehicle tires based on the monitoring data and the ambient temperature includes: If the airflow direction is from the inside of the vehicle tire to the outside, or if the rate of change of the tire pressure is greater than the maximum rate of change corresponding to the change in ambient temperature, it is determined that there is a gas leak in the vehicle tire. If the airflow direction has no outward component, and the air pressure change rate is less than or equal to the maximum change rate corresponding to the ambient temperature change, it is determined that there is no gas leakage in the vehicle tires.

[0016] In the embodiments of this application, if the airflow direction is from the inside of the tire to the outside, or the rate of change of air pressure is greater than the maximum rate of change corresponding to the change of ambient temperature, it is determined that there is a gas leak in the vehicle tire; otherwise, it is determined that there is no gas leak in the vehicle tire. By jointly determining the airflow direction and the rate of change of air pressure, it is possible to effectively distinguish between the air pressure drop caused by a real gas leak and the normal air pressure fluctuation caused only by changes in ambient temperature. This can reduce the false alarm rate of vehicle tire gas leak detection, improve the accuracy of tire gas leak identification, and provide a reliable basis for subsequent fault type determination and vehicle safety control.

[0017] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the control method further includes: If there is no gas leak in the vehicle's tires, the vehicle is controlled to shield the warning information for tire malfunction.

[0018] In the embodiments of this application, if there is no gas leakage in the vehicle tires, controlling the vehicle to shield the warning information of tire malfunction can effectively avoid false alarms caused by non-leakage factors such as temperature fluctuations and interference signals, reduce unnecessary prompts that interfere with the driver, improve the driving experience, and at the same time ensure the effectiveness and credibility of the warning information, ensuring that the warning is triggered when there is a real malfunction in the vehicle tires, thereby improving driving safety.

[0019] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, obtaining the target processing method corresponding to the target fault type based on the target fault type includes: If the target fault type is the first fault type, the fault type will be recorded and determined as the target processing method; If the target fault type is the second fault type, controlling the release of the repair agent from the vehicle tires will be determined as the target treatment method; If the target fault type is the third fault type, the vehicle will be controlled by the vehicle's electronic stability system to determine the target handling method. The first fault type indicates that there is a foreign object embedded in the tire; the second fault type indicates that there is damage to the tire caused by a foreign object, but the foreign object is not in the tire; and the third fault type indicates that there is a sudden gas leak in the vehicle tire.

[0020] In the embodiments of this application, differentiated target processing methods are adopted for different tire fault types, enabling precise and targeted fault handling. When the target fault type is the first fault type, since there is a foreign object embedded in the tire but the tire is not continuously leaking air, only fault recording is performed. When the target fault type is the second fault type, the vehicle tire has a foreign object that has fallen off, and the tire is continuously leaking air, so an automatic release of repair agent is implemented. When the target fault type is the third fault type, since there is a sudden gas leak in the vehicle tire, the vehicle is at risk of losing control. Therefore, the vehicle's electronic stability system is activated to control the vehicle, which avoids unnecessary system intervention and can ensure the vehicle's driving stability in a timely manner under dangerous conditions, effectively improving the overall vehicle safety.

[0021] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, a repair agent storage cavity is integrated inside the vehicle tire; the control of the vehicle based on the target processing method includes: When the target fault type is the second fault type, the repair agent storage chamber is opened so that the repair agent in the repair agent storage chamber flows to the inner cavity of the vehicle tire along the preset guide channel; Determine the release duration and release dose of the repair agent; After detecting that the release duration has reached a preset release duration or the release dose has reached a preset release dose, the repair agent storage chamber is controlled to close.

[0022] In the embodiments of this application, after detecting that the release time has reached a preset release time or the release dosage has reached a preset release dosage, the repair agent storage chamber is controlled to close. Repair agent is released to the damaged area of ​​the vehicle tire at regular intervals or in measured quantities, ensuring a stable and reliable self-healing effect, avoiding unlimited continuous release of repair agent, effectively saving repair agent consumables, extending the service life of the repair agent, and reducing the vehicle's later maintenance costs. Furthermore, closing the storage chamber promptly after reaching the preset conditions can prevent high-pressure gas inside the tire from flowing back into the repair agent storage chamber, thereby protecting the sealing structure of the storage chamber and the internal repair agent, and preventing the repair agent from deteriorating and failing.

[0023] Secondly, a vehicle control device is provided, the device comprising: The acquisition module is used to acquire monitoring data of the vehicle's tires; The processing module is used to determine the target fault type of the vehicle tire based on the monitoring data; obtain the target processing method corresponding to the target fault type based on the pre-configured fault processing method; and control the vehicle based on the target processing method.

[0024] Thirdly, a vehicle is provided, the vehicle including a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the control method in the first aspect or any possible implementation of the first aspect.

[0025] Fourthly, a computer program product is provided, comprising: 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.

[0026] Fifthly, 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. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the system architecture of a tire fault handling system 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 3 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application; Figure 4This 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

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0030] In related technologies, a vehicle's tire pressure monitoring system (TPMS) can monitor the internal tire pressure and issue an alarm when the tire pressure falls below a threshold or drops rapidly within a short period. The following example illustrates the technical problems associated with this technology.

[0031] For example, the relevant technology triggers an alarm when it detects tire pressure below a preset threshold or a rapid drop in pressure within a short period. This method relies solely on tire pressure as a single parameter, making it susceptible to interference from factors such as changes in ambient temperature and fluctuations in vehicle operating conditions. For instance, a natural decrease in tire pressure in low-temperature environments or normal fluctuations in tire pressure due to temperature increases during high-speed driving can both be misinterpreted as tire abnormalities, leading to frequent false alarms. Furthermore, the technology can only alert the user after a significant tire pressure abnormality occurs, failing to differentiate between different fault types such as foreign object puncture, slow leaks, rapid leaks, tire blowouts, and non-leakage interference. For example, if a foreign object punctures a tire while the vehicle is in motion, the puncture hole is exposed, and air continues to escape. The gradual change in tire pressure is difficult to detect in a timely manner, potentially causing the tire pressure to drop to the alarm threshold only after several hours. During this period, the user cannot detect the tire fault in time, and by the time the alarm is triggered, the tire already poses a significant safety hazard, facing the risk of a sudden tire blowout at high speed. Furthermore, when a vehicle experiences extreme and dangerous conditions such as a tire blowout, relying solely on the alarm function is insufficient to take timely and proactive safety measures, effectively stabilize the vehicle's driving posture, and ensure vehicle safety.

[0032] Therefore, improving vehicle safety when tires are faulty is a technical problem that needs to be solved.

[0033] In view of this, this application provides a vehicle control method and a vehicle. Through the embodiments of this application, when there is air leakage in a vehicle tire, the target fault type of the vehicle tire is determined based on the vehicle tire monitoring data. This avoids misjudging normal fluctuations in tire pressure caused by environmental changes as tire faults, ensuring accurate identification of the target fault type. Based on the target fault type, a corresponding target handling method is obtained; ensuring that the target handling method conforms to the actual working conditions of the vehicle tire, that is, when a vehicle tire fault exists, a target handling method adapted to the target fault type can be determined. Furthermore, by employing a target handling method adapted to the target fault type to handle the vehicle tire fault, differentiated handling strategies for different types of tire faults are implemented, reducing the risk of vehicle loss of control due to tire faults, thereby improving vehicle driving safety and handling stability.

[0034] The following is combined Figures 1 to 3 The vehicle control method provided in the embodiments of this application will be described in detail.

[0035] Figure 1 This is a schematic diagram of the system architecture of a tire fault handling system provided in an embodiment of this application.

[0036] like Figure 1 As shown in the system architecture 100, the tire fault handling system includes a sensor module, a signal processing unit, a preset judgment model, a controller, and an execution module. The functions of each module are further explained below.

[0037] For example, the sensor module is used to collect airflow characteristics of the tire, including the duration of airflow changes, airflow direction, airflow speed, and air pressure value. The duration of airflow changes refers to the total time from the start of the airflow change to its cessation. The airflow direction is determined by the sensor array or unidirectional sensitive structure within the sensor module, indicating whether the airflow is flowing from the inside of the tire to the outside. The airflow speed is the real-time velocity of the gas flowing from the inside of the tire to the outside. Furthermore, the airflow speed fluctuation amplitude per unit time (i.e., airflow speed stability) can be calculated using the airflow speed; and the acceleration of the air pressure change can be used to determine whether there is a momentary pressure shock to the tire, thereby determining whether a foreign object has punctured the tire.

[0038] For example, one or more micro-airflow sensors (micro-airflow sensors are miniature sensing devices that can detect weak gas flow, operating based on pressure difference, heat conduction, or capacitance changes; they are small in size and can be integrated into the TPMS module) can be deployed inside the tire's airtight layer or on the TPMS transmitter housing. These sensors can be either differential pressure microporous membrane sensors or flexible capacitive airflow membranes. The differential pressure microporous membrane sensor uses the pressure difference signal generated when gas flows through internal micron-sized pores to detect airflow, while the flexible capacitive airflow membrane uses airflow to cause slight deformation of the membrane, resulting in a change in capacitance to sense the airflow state. Both of these micro-airflow sensors employ a miniaturized structural design, which does not change the tire's mass distribution or affect its dynamic balance after assembly. They can also reuse the existing TPMS power supply lines and communication channels, eliminating the need for additional wiring harnesses or power supply modules, facilitating direct upgrades and integration into existing vehicle tire pressure monitoring systems.

[0039] For example, the signal processing unit amplifies, filters, performs analog-to-digital conversion and computation on the raw signals collected by the sensor module to obtain characteristic parameters such as air pressure change rate, pressure change acceleration, airflow speed, and airflow direction, and inputs these processed characteristic parameters into a preset judgment model; the preset judgment model is a pre-configured threshold judgment logic or classification rule model, which is used to match the corresponding tire fault type according to the characteristic parameters output by the signal processing unit and the set conditions.

[0040] For example, the judgment logic of the preset judgment model is as follows: if an instantaneous pressure impact is detected based on the pressure change acceleration, and the duration of the airflow change is less than a first preset duration (e.g., 5 seconds), and then the flow stops and the tire pressure stabilizes, the tire fault type is determined to be a foreign object piercing but not being removed; if the airflow duration is greater than a second preset duration (e.g., 30 seconds), and the airflow direction is stable, and the airflow speed is within a preset range (e.g., 0.01m / s to 0.1m / s), the tire fault type is determined to be slow air leakage after the foreign object is removed; if the airflow speed is greater than a first preset speed (e.g., 1m / s), and the direction is disordered, accompanied by a sudden drop in tire pressure, the tire fault type is determined to be rapid tire gas leakage or sudden gas leakage such as tire blowout; if there is no directional airflow and the tire pressure changes slowly with temperature, it is determined to be non-leakage interference, and the tire has no fault.

[0041] For example, the controller determines the handling method for the vehicle tires based on the judgment result of a preset judgment model, and sends the corresponding control command to the execution module according to the handling method. The execution module then responds to the control command and performs the corresponding operation. For instance, the preset judgment model sends the judgment result to the controller via the vehicle's Controller Area Network (CAN) bus or wireless signal. The controller performs a graded response based on the tire fault type, determines the handling method corresponding to the fault type, and sends a control signal to the actuator so that the actuator performs the corresponding fault handling method.

[0042] For example, if the determination is that a foreign object has been inserted but not removed, since the basic sealant inside the tire has taken effect and there is no continuous gas leakage, the corresponding handling method is to only record the event and not trigger repair; if the determination is that the foreign object has been removed and there is slow air leakage, the self-healing tire's repair agent release mechanism is triggered to repair the damaged area of ​​the tire, and a prompt message "The tire is automatically repairing" is output; if the determination is that the tire is leaking gas rapidly or has blown out, the vehicle's instrument panel audible and visual alarm is activated, and the vehicle's Electronic Stability Program (ESP) is controlled to intervene in vehicle control to prevent the vehicle from losing control; if the determination is that there is no air leakage interference, the handling method is to disable the alarm to avoid interfering with the user.

[0043] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0044] For example, Figure 2 The control method 200 shown can be executed by a vehicle, or can be executed by... Figure 1 The tire failure handling system shown can be executed by the vehicle's overall controller, or by the vehicle's processor or chip.

[0045] like Figure 2 As shown, the vehicle control method 200 includes S210 to S250. The vehicle control method shown in S210 to S250 will be described in detail below.

[0046] S210 acquires monitoring data of vehicle tires and ambient temperature.

[0047] The vehicle tire monitoring data includes at least one of the following: tire pressure, airflow direction, and airflow speed; based on the tire pressure, the duration of the change in tire pressure, as well as the rate of change and acceleration of the change in tire pressure can be determined.

[0048] For example, the vehicle continuously acquires tire monitoring data through a micro-airflow sensor (which can be a differential pressure microporous membrane sensor or a flexible capacitive airflow membrane) installed inside the tire. The vehicle acquires the ambient temperature through a temperature sensor installed on the inner or outer side of the tire.

[0049] The micro-airflow sensor can be integrated into existing TPMS chips, eliminating the need for a separate module and reducing hardware costs. For example, the micro-airflow sensor sends the collected raw monitoring data to the vehicle's signal processing unit. The signal processing unit preprocesses the received raw monitoring data, including: filtering the raw monitoring signal to remove noise signals from vehicle vibrations and electromagnetic interference; performing analog-to-digital conversion on the filtered signal to convert the analog signal into a digital signal; calculating the rate of change of air pressure and the acceleration of air pressure change based on the air pressure data; and analyzing the micro-airflow sensor signal to obtain the airflow velocity and direction characteristics. The preprocessed feature data is then input into a preset judgment model for subsequent tire fault type determination.

[0050] In one implementation, temperature compensation is applied to the air pressure value in the monitoring data based on temperature data collected by a temperature sensor to eliminate the influence of ambient temperature changes on the air pressure detection results; the compensated air pressure value is then used as the vehicle tire air pressure value. Specifically, temperature compensation for the air pressure value based on the temperature data collected by the temperature sensor involves: establishing a correspondence between tire internal air pressure and temperature based on the gas state equation; and converting the measured air pressure value to an equivalent air pressure value at a standard reference temperature based on the currently collected real-time temperature to eliminate the influence of temperature changes on the air pressure detection results. The signal processing unit corrects the measured air pressure value according to preset temperature and air pressure compensation coefficients to obtain a standard air pressure value after eliminating the influence of temperature, and calculates the air pressure change rate and air pressure change acceleration based on this standard air pressure value to avoid misjudging air pressure fluctuations caused by ambient temperature changes or driving temperature rises as tire leaks.

[0051] S220 determines whether there is a gas leak in a vehicle's tires based on monitoring data and ambient temperature.

[0052] In one implementation, the monitoring data includes airflow direction, and determining whether there is a gas leak in the vehicle tires based on the monitoring data and ambient temperature includes: determining whether there is a gas leak in the vehicle tires based on the airflow direction and ambient temperature.

[0053] Among them, the ambient temperature can be measured by temperature sensors placed inside or outside the tire; the airflow direction can be determined by setting up a multi-point micro airflow sensor array inside the tire airtight layer or at the TPMS transmitter location, or by using a sensing structure with unidirectional airflow sensitivity.

[0054] For example, when using a multi-point micro-airflow sensor array to obtain the airflow direction, the propagation direction of the airflow is determined by comparing the amplitude and phase differences of the airflow signals detected by sensors at different locations. When sensors at different locations all detect airflow flowing from the inside of the tire to the outside, and the signal timing and amplitude distribution conform to the characteristics of gas leakage outward, it is determined that the gas is always flowing outward from the tire cavity (the tire cavity is the inside of the tire). When a sensing structure with unidirectional airflow sensitivity is used to determine the airflow direction, the unidirectional sensitive structure only responds to airflow pointing outward along the tire cavity, and is insensitive to or significantly weakens its response to reverse airflow. When the structure continuously outputs a valid airflow signal, it can be determined that there is a stable outward gas flow, thereby eliminating interference from environmental disturbances, internal turbulence, and other non-gas leakage factors, ensuring accurate determination of whether there is a real tire gas leak.

[0055] The following section provides further explanation of how to determine if a vehicle's tires are leaking gas.

[0056] Specifically, determining whether a vehicle tire has a gas leak includes: if the airflow direction is from the inside of the vehicle tire to the outside, or the tire pressure change rate is greater than the maximum change rate corresponding to the ambient temperature change, then the vehicle tire has a gas leak; if the airflow direction has no outward component, and the tire pressure change rate is less than or equal to the maximum change rate corresponding to the ambient temperature change, then the vehicle tire does not have a gas leak.

[0057] The maximum rate of change in tire pressure corresponding to changes in ambient temperature was determined through pre-calibration. Under standard operating conditions with intact tire seals and no gas leaks, the effects of different ambient temperatures and driving conditions on tire pressure were tested to establish a correspondence between the rate of temperature change and the normal range of tire pressure fluctuations. The maximum rate of change in tire pressure caused by temperature changes was extracted and pre-stored as the maximum rate of change corresponding to ambient temperature changes. This maximum rate of change was used as a threshold to distinguish between normal temperature fluctuations and tire pressure changes caused by actual gas leaks.

[0058] For example, if the airflow direction is from the inside of the tire to the outside, it indicates that gas is flowing from the inside of the tire to the outside, which is a direct flow characteristic of gas leakage. If the tire pressure change rate is greater than the maximum change rate corresponding to environmental changes, it indicates that the current pressure drop exceeds the normal fluctuation range caused by temperature fluctuations, excluding pressure fluctuations caused by temperature changes, and reflects pressure changes caused by gas leakage. When either of these two conditions is met, it can be determined that the pressure drop is caused by actual gas leakage, rather than by interfering factors such as temperature, thus accurately determining that there is a gas leak in the vehicle tire. Conversely, when there is no outward component in the airflow direction, and the pressure change rate is less than the maximum change rate corresponding to the environmental temperature change, it can be determined that there is no gas leak in the vehicle tire.

[0059] It should be noted that if the vehicle tire malfunction is classified as Type I, meaning the tire is damaged due to a foreign object, but the object remains lodged in the tire and has not dislodged, causing the tire to slowly deflate (i.e., the tire pressure drops at an extremely low rate, without noticeable impact, and the user is unlikely to detect the leak). In this case, the rate of change of the tire pressure may be less than the maximum rate of change corresponding to temperature changes, but there is still a gas leak in the tire. Therefore, this application determines that there is no gas leak in the vehicle tire when both the airflow direction and the rate of change of pressure meet the conditions, avoiding misjudging the slow tire deflation caused by Type I malfunction as normal pressure fluctuations caused by temperature changes, thus avoiding misjudgment of tire gas leaks and ensuring accurate identification of vehicle tire malfunction types, including Type I malfunction.

[0060] In the embodiments of this application, by using airflow direction and pressure change rate, it is possible to effectively distinguish between pressure drop caused by actual gas leakage and normal pressure fluctuation caused only by changes in ambient temperature. This can reduce the false alarm rate of vehicle tire gas leakage detection, improve the accuracy of tire gas leakage identification, and provide a reliable basis for subsequent fault type determination and vehicle safety control.

[0061] S230: If there is a gas leak in the vehicle tires, determine the target fault type of the vehicle tires based on monitoring data.

[0062] The target fault type can be a first fault type, a second fault type, or a third fault type. The first fault type indicates that a foreign object is embedded in the tire, meaning the tire is damaged due to a foreign object, but the object remains lodged inside. The second fault type indicates that the tire is damaged due to a foreign object, but the object is not inside the tire; that is, the object punctured the tire and then detached. The third fault type is a sudden gas leak, which includes tire blowouts and rapid tire deflating.

[0063] It should be noted that tire pressure is easily affected by the environment. Tire malfunctions or environmental changes can cause changes in tire pressure, which may lead to misdiagnosis of tire pressure changes caused by environmental factors as tire malfunctions. Therefore, this application determines whether there is a gas leak in the vehicle; if a gas leak is found in the vehicle's tires, it further determines the target fault type based on monitoring data.

[0064] For example, based on airflow direction and environmental data, it can be determined whether the change in vehicle tire pressure is caused by environmental factors or by tire gas leakage. When the change in vehicle tire pressure is caused by environmental factors, it indicates that there is no gas leakage in the vehicle tire, i.e., the vehicle tire is not faulty; when the change in vehicle tire pressure is caused by gas leakage, it indicates that the vehicle tire is faulty, and the target fault type corresponding to the vehicle tire fault is further determined based on monitoring data.

[0065] In the embodiments of this application, when there is gas leakage in the vehicle tires, the target fault type is determined based on monitoring data. This ensures that when there is gas leakage in the vehicle tires, i.e., when there is a fault in the vehicle tires, the target fault type is further determined based on monitoring data, avoiding misjudgment of the tire fault type and ensuring that the target fault type can be accurately obtained.

[0066] The method for determining the target fault type is explained further below: Specifically, based on monitoring data, the target fault type is determined, including: detecting whether there is pressure shock in the vehicle tires based on the tire pressure value; when a pressure shock is detected, the target fault type is determined from a first fault type and a second fault type based on the duration of the pressure value change. The first fault type indicates that there is a foreign object puncturing the vehicle tire, and the second fault type indicates that there is damage caused by a foreign object in the vehicle tire, but the foreign object is not in the vehicle tire.

[0067] Among them, pressure shock (instantaneous pressure shock) refers to the violent and sudden pressure fluctuation that occurs in the tire's internal air pressure in a very short period of time, usually caused by conditions such as foreign object puncture or impact from external sharp objects.

[0068] For example, the presence of a pressure shock is determined based on the tire pressure value of the vehicle. The pressure shock can reflect whether there is damage to the tire caused by foreign objects. When a pressure shock is detected, it is determined that there is damage caused by foreign objects. Furthermore, the duration of the pressure value change is used to determine whether the foreign object is located in the vehicle tire. Thus, the target fault type is determined from the first fault type and the second fault type, ensuring that the fault type of the vehicle tire can be judged based on the tire pressure value and the duration of the pressure value change.

[0069] In one implementation, if the duration of the pressure change is less than a first preset duration, the target fault type is determined to be the first fault type; if the duration of the pressure change is greater than or equal to a second preset duration and the airflow speed is less than a second preset speed, the target fault type is determined to be the second fault type, and the second preset duration is greater than or equal to the first duration.

[0070] For example, if the duration of the pressure change is less than a first preset duration, it indicates that the vehicle tire has been damaged by a foreign object, and the foreign object is blocking the damaged area of ​​the tire, causing the tire pressure to remain stable after a brief leak. Therefore, the target fault type is determined to be the first fault type, i.e., a foreign object is embedded in the vehicle tire. If the duration of the pressure change is greater than a second preset duration, and the airflow speed is less than a second preset speed, it is determined that the vehicle tire has been damaged by a foreign object, and the foreign object is not in the vehicle tire, causing the vehicle tire to be in a slow deflation state. This ensures that when a pressure impact is detected, the tire fault type can be accurately identified by combining the duration of the pressure change and the airflow speed.

[0071] For example, if the first duration is 5 seconds (s), the second preset duration is 30 seconds, and the second preset speed is 0.1 m / s, and a momentary pressure impact is detected, and the duration of the pressure change is less than 5 seconds, followed by stable airflow and no further pressure change, then the tire fault type is determined to be the first fault type, meaning there is a foreign object embedded in the tire, and the foreign object is located inside the tire. If a momentary pressure impact is detected, and the duration of the pressure change exceeds 30 seconds, and the airflow speed is 0.08 m / s, then the tire fault type is determined to be the second fault type, meaning there is a foreign object embedded in the tire, but the foreign object is not stuck inside the tire, and the damage caused by the foreign object continues to be exposed, resulting in continuous tire leakage.

[0072] It should be noted that the above are examples of the first duration, the second preset duration, and the second preset speed, used to describe the process of determining the tire fault type based on the duration of air pressure change and airflow speed. This application does not limit the specific values ​​of each parameter.

[0073] Optionally, a second fault type is identified based on the duration of the airflow change, the airflow speed, and the airflow direction; when the duration of the airflow change is longer than a second preset duration, the airflow speed is less than a second preset speed, and the airflow direction remains stable (from the inside of the tire to the outside of the tire), the target fault type is determined to be the second fault type.

[0074] In the embodiments of this application, airflow continuity, directional stability, and airflow speed are used as the core identification criteria for slow tire deflation, breaking through the limitations of traditional pressure thresholds and improving the accuracy of fault type identification. Airflow continuity refers to the duration and continuity of gas leakage from the inside of the tire to the outside; for example, leakage lasting more than 30 seconds is considered continuous leakage, while leakage lasting 1 to 3 seconds is considered instantaneous leakage. Airflow direction refers to the vector direction of gas flow; in a normal leak scenario, it should be a unidirectional flow from the inside to the outside. Turbulent or reverse flow may indicate a tire blowout or sensor interference.

[0075] For example, based on the air pressure value, the rate of change of the air pressure value is determined; if the rate of change of the air pressure value is greater than the first rate of change and the airflow speed is greater than the first preset speed, the target fault type is determined to be the third fault type, the third fault type is that there is a sudden gas leak in the vehicle tire, and the sudden gas leak includes tire blowout or rapid air leakage fault.

[0076] Among these conditions, a tire pressure change rate greater than the first change rate indicates a rapid drop in tire pressure within a short period, with the gas leakage rate significantly exceeding the range of normal temperature fluctuations and typical slow leaks. An airflow velocity greater than the first preset velocity indicates that gas is leaking out of the tire at a high velocity, suggesting a large-scale, sudden gas loss pathway. When both conditions are met simultaneously, it indicates significant tire damage or bursting, rather than minor punctures or slow gas leakage. Therefore, the target fault type can be identified as a sudden gas leak.

[0077] In the embodiments of this application, the tire blowout fault is determined by combining the dual thresholds of air pressure change rate and airflow velocity. This can improve the accuracy and reliability of blowout identification, effectively avoid the problem of misjudgment caused by environmental interference when judging a single parameter, and achieve timely and accurate identification of tire blowout faults so as to trigger active safety control measures such as the vehicle electronic stability system in a timely manner to ensure driving safety.

[0078] Optionally, when there is no instantaneous pressure impact on the vehicle tires, tire blowout can be identified based on airflow direction, rate of change of air pressure, and airflow velocity; when the airflow direction is disordered (the airflow direction changes multiple times in a short period of time or the airflow flows in reverse), the fault type of the vehicle tire is predicted to be a blowout.

[0079] In one implementation, detecting whether there is a pressure shock on the vehicle tires based on the tire pressure value includes: determining the acceleration of the change in tire pressure value based on the tire pressure value; if the acceleration of the change in tire pressure value is greater than a preset acceleration threshold, determining that there is a pressure shock on the vehicle tires; if the acceleration of the change in tire pressure value is less than or equal to the preset acceleration threshold, determining that there is no pressure shock on the vehicle tires.

[0080] For example, the acceleration due to pressure change is the rate of change of air pressure per unit time, used to characterize the drastic and abrupt changes in air pressure over time. When the acceleration due to pressure change is greater than a preset acceleration threshold, it indicates that the air pressure inside the tire experiences a sudden and drastic fluctuation within a very short period of time. This characteristic is consistent with the instantaneous pressure shock caused by a foreign object puncturing the tire, therefore, a pressure shock is determined to exist. When the acceleration due to pressure change is less than or equal to the preset acceleration threshold, it indicates that the air pressure change is stable and gradual, possibly caused by gradual factors such as temperature changes or vehicle temperature rise during driving, without any instantaneous and drastic pressure abrupt changes, therefore, a pressure shock is determined not to exist.

[0081] In one possible implementation, the presence of instantaneous pressure shocks in the tire can be detected based on the degree of fluctuation in tire pressure. For example, the variance or standard deviation of the tire pressure is calculated within a fixed time window. If the variance or standard deviation is greater than a set value, it indicates that the tire pressure is fluctuating violently, and an instantaneous pressure shock is identified. Conversely, if the variance or standard deviation is less than or equal to the set value, an instantaneous pressure shock is determined not to exist.

[0082] In the embodiments of this application, it is ensured that the instantaneous change characteristics of the pressure signal can be accurately identified, effectively distinguishing between sudden working conditions such as smooth tire leakage and foreign object puncture accompanied by impact, avoiding misjudgment caused by judging solely by air pressure or air pressure change rate, improving the reliability of pressure impact detection, and providing a reliable basis for accurate differentiation of tire fault types.

[0083] Optionally, the control method also includes: if there is no gas leakage in the vehicle tires, controlling the vehicle to shield the warning information of tire malfunction.

[0084] For example, during normal vehicle operation, factors such as changes in ambient temperature, road surface bumps, vehicle body vibration, and changes in driving conditions can easily cause temporary fluctuations in tire pressure parameters, which can easily trigger false alarms in the TPMS system. This application addresses this issue by proactively blocking the triggering and push of tire fault warning information when the vehicle controller detects tire pressure fluctuations even when it determines that there is no air leakage in the vehicle's tires.

[0085] In the embodiments of this application, if there is no gas leakage in the vehicle tires, controlling the vehicle to shield the warning information of tire malfunction can effectively avoid false alarms caused by non-leakage factors such as temperature fluctuations and interference signals, reduce unnecessary prompts that interfere with the driver, improve the user's driving experience, and at the same time ensure the effectiveness and credibility of the warning information, ensuring that the warning is triggered when there is a real malfunction in the vehicle tires, thereby improving driving safety.

[0086] For example, when it is determined that there is no gas leak in the vehicle tires, the warning information can be shielded by clearing the tire fault marker, turning off the warning output enable signal, or cutting off the transmission of tire fault warning information to the instrument panel and vehicle terminal.

[0087] For example, a tire fault warning enable flag can be set within the vehicle controller. When no gas leak is detected, the flag is forcibly reset or locked, preventing it from being set. Even if there are slight fluctuations in the original tire pressure data, a fault warning command cannot be triggered. Alternatively, an enable switch can be set in the output channels of the instrument panel audible and visual alarms, vehicle infotainment pop-ups, and on-board computer prompts. When no gas leak is detected, the tire warning output enable is turned off, cutting off the transmission of the warning signal to the backend instrument panel and vehicle display terminal, retaining only the original monitoring data collection, and not pushing warning information externally.

[0088] Optionally, when subsequent detections of outward airflow from the vehicle tires, pressure change rate exceeding a threshold, or detection of valid fault characteristics such as pressure shock, the shielding is removed, restoring the normal triggering mechanism for tire fault warnings and ensuring timely alarms for genuine faults.

[0089] S240, in the pre-configured fault handling method, obtains the target handling method corresponding to the target fault type based on the target fault type.

[0090] The pre-configured fault handling methods include recording the fault type, controlling the release of repair agent from the vehicle tires, controlling the vehicle's electronic stability system to intervene in vehicle control, and outputting prompt information.

[0091] Specifically, based on the target fault type, the target handling method corresponding to the target fault type is obtained, including: if the target fault type is the first fault type, the recorded fault type is determined as the target handling method; if the target fault type is the second fault type, controlling the release of repair agent from the vehicle tires is determined as the target handling method; if the target fault type is the third fault type, controlling the vehicle through the vehicle's electronic stability system is determined as the target handling method.

[0092] For example, employing differentiated target processing methods for different tire fault types enables precise and targeted fault handling. When the target fault type is the first type, since there is a foreign object embedded in the tire but the tire is not continuously leaking air, the foreign object itself has physically blocked the puncture site. Combined with the tire's original basic sealant layer, a preliminary seal is achieved, maintaining airtightness and preventing rapid pressure leakage. Therefore, in this case, only the event of the foreign object puncturing the tire needs to be recorded and stored for subsequent maintenance prompts; there is no need to control and activate the repair agent release device. This approach avoids unnecessary repair agent spraying, saves consumables, prevents malfunctions in situations where repair is not required, and improves system economy and reliability.

[0093] For example, when the target fault type is the second fault type, there is a foreign object in the vehicle tire and the foreign object has fallen off. Because the tire is continuously and slowly leaking air, the diameter of the puncture is controllable. Therefore, it can be sealed with a sealant, satisfying the self-repair activation conditions and triggering the tire sealant release mechanism. This controls the tire to automatically release the sealant to repair the damaged area. Specifically, this involves arranging an array of microcapsules supported by an elastomer-responsive membrane inside the tire. When the tire slowly deflates, causing localized negative pressure that triggers critical deformation of the diaphragm at the leak point, the microcapsules rupture due to tensile stress concentration, releasing the sealant to seal the leaking and damaged area of ​​the tire. For example, when the target fault type is the third type, a sudden tire gas leak (tire blowout or rapid air leakage) can easily cause the vehicle to lose control. Therefore, the vehicle's electronic stability system intervenes to control the situation, implementing real-time dynamic adjustments to address the issues of instantaneous tire pressure loss, sudden changes in ground contact characteristics, and decreased vehicle stability. This avoids the risks of vehicle swerving, skidding, and loss of control caused by a tire blowout. This avoids unnecessary system intervention while ensuring vehicle stability in dangerous conditions, effectively improving overall vehicle safety.

[0094] S250 controls the vehicle based on target processing.

[0095] Specifically, the vehicle is controlled according to the target handling method, including: when the target fault type is the first fault type, the fault type is recorded for subsequent maintenance prompts; when the target fault type is the second fault type, the vehicle tires are controlled to release repair agent; when the target fault type is the third fault type, vehicle control is intervened through ESP.

[0096] For example, the tire cavity or valve stem integrates a repair agent storage chamber, an electronically controlled on / off valve, and a flow channel. When the target fault type is the second fault type, the vehicle tire is controlled to release the repair agent, including: when the target fault type is the second fault type, the repair agent storage chamber is controlled to open, so that the repair agent in the storage chamber flows into the tire cavity along the preset flow channel. For example, an electric drive signal is controlled to open the sealing valve of the repair agent storage chamber, releasing the mechanical lock or electronically controlled sealing structure; the liquid sealing repair agent in the storage chamber flows into the tire cavity along the preset flow channel due to the tire pressure difference, centrifugal force, and gas flow; the centrifugal force generated by the vehicle's rotation drives the repair agent to evenly adhere to and circulate, covering the tire inner wall and the puncture site. The repair agent actively gathers towards the puncture damage area with the leaking air flow, filling micropores and puncture gaps; the gel-like sealing components and fiber fillers in the repair agent quickly solidify and adhere to the puncture gap, blocking the leakage of gas from the tire cavity, continuously suppressing slow leakage, and achieving self-repair of the damage.

[0097] For example, the release time and release dosage of the repair agent are determined. When the release time of the repair agent reaches the preset release time or the release dosage of the repair agent reaches the preset release dosage, the repair agent storage chamber is controlled to close, that is, the opening and closing valve is automatically closed to stop the supply of repair agent. After the release is completed, the tire pressure and airflow signals are continuously monitored to verify the sealing effect. If the repair is ineffective, the fault warning is upgraded.

[0098] In the embodiments of this application, by releasing the repair agent into the damaged area of ​​the vehicle tire at regular intervals or in fixed quantities, a reasonable amount of repair agent can be matched according to the degree of damage of minor tire puncture and leakage, ensuring a stable and reliable self-repair effect. Secondly, this application uses release duration and release dosage as dual stopping conditions to avoid unlimited continuous release of the repair agent, effectively saving repair agent consumables, extending the service life of the repair agent, and reducing the later maintenance costs of the vehicle.

[0099] Optionally, the degree of damage to the vehicle tires is determined based on the rate of change of air pressure and the airflow velocity, wherein the degree of damage is positively correlated with the rate of change of air pressure and the degree of damage is positively correlated with the airflow velocity; a preset release duration and a preset release dose are determined based on the degree of damage to the vehicle tires; the preset release duration and the preset release dose are positively correlated with the degree of damage.

[0100] Understandably, the greater the rate of change in air pressure or the greater the airflow speed, the more severe the gas leak in the vehicle, indicating a greater degree of tire damage. Determining the preset release time and preset release dosage based on the degree of tire damage allows for the matching of an appropriate amount of repair agent, avoiding problems such as excessive release of repair agent leading to residual accumulation in the tire cavity and driving vibration, while also preventing insufficient repair agent from causing incomplete sealing and leakage repair failure, thus ensuring a stable and reliable repair effect of the repair agent.

[0101] For example, when the target fault type is similar to the third fault, the vehicle's ESP intervenes in vehicle control. ESP independently adjusts the braking force of the wheel corresponding to the faulty tire, suppressing the vehicle's deviation torque caused by a single tire failure and correcting the vehicle's tendency to veer off course. It limits the vehicle's drive torque and overall drive output to prevent high torque acceleration from exacerbating vehicle instability, adapting to the traction limit of the faulty tire. Combining yaw rate, steering angle, and vehicle speed signals, it actively adjusts wheel braking force and lateral support to suppress vehicle yaw, fishtailing, and sideslip. Simultaneously, it triggers a downgraded driving strategy and outputs warning messages to remind the driver to decelerate smoothly and avoid the risk of high-speed loss of control.

[0102] In the above embodiments, by pre-judging gas leaks, the target fault type of the vehicle tire is determined when a gas leak is detected. This avoids misjudging normal fluctuations in tire pressure caused by environmental changes as tire faults, ensuring accurate identification of the target fault type. Furthermore, based on the target fault type of the vehicle tire, a target handling method corresponding to the target fault type is determined from pre-configured fault handling methods. This ensures that the target handling method matches the target fault type under the actual operating conditions of the vehicle tire, meaning that when a vehicle tire fault exists, a target handling method adapted to the target fault type can be determined. Because this application uses a target handling method adapted to the target fault type to handle vehicle tire faults, it implements differentiated handling strategies for different types of tire faults. Therefore, it can reduce the risk of vehicle loss of control due to tire faults, thereby improving vehicle driving safety and handling stability.

[0103] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0104] For example, Figure 3 The control method 300 shown can be executed by a vehicle, or can be executed by... Figure 1 The tire failure handling system shown can be executed by the controller in the vehicle, or by the vehicle's processor or chip.

[0105] like Figure 3 As shown, the vehicle control method 300 includes S301 to S320. The vehicle control method shown in S301 to S320 will be described in detail below.

[0106] S301, acquires monitoring data of vehicle tires.

[0107] For example, the monitoring data of vehicle tires includes at least one of the following: tire pressure, airflow direction, and airflow speed.

[0108] Alternatively, the implementation of S301 can be found in [reference needed]. Figure 2 The relevant descriptions of S210 will not be repeated here.

[0109] S302, determine if there is a gas leak; if yes, proceed to S303; if no, proceed to S304.

[0110] For example, determine whether there is a gas leak in the vehicle's tires; if there is a gas leak, further determine the acceleration of the change in air pressure based on the air pressure value; if there is no gas leak, then disable the fault warning information.

[0111] Alternatively, the implementation of S302 can be found in [reference needed]. Figure 2 The relevant descriptions of the S220 are not repeated here.

[0112] S303, determine the acceleration of the change in air pressure value based on the air pressure value.

[0113] For example, the acceleration of the change in air pressure is determined based on the air pressure value, which represents the rate of change of the air pressure value per unit time.

[0114] S304, disables tire malfunction warning information.

[0115] For example, if there is no air leakage in the vehicle tires, the tire fault warning information is blocked to avoid false alarms caused by non-leakage factors such as temperature fluctuations and interference signals, thereby reducing unnecessary prompts that may interfere with the driver and improving the user's driving experience.

[0116] S305, Is the changing acceleration greater than the preset acceleration threshold? If yes, proceed to S306; if no, proceed to S315.

[0117] For example, it is determined whether the acceleration of the change in air pressure is greater than a preset acceleration threshold; if the acceleration of the change in air pressure is greater than the preset acceleration threshold, it is determined that there is a pressure shock in the vehicle tires; if the acceleration of the change in air pressure is less than or equal to the preset acceleration threshold, it is determined that there is no pressure shock.

[0118] S306, a pressure shock has been confirmed.

[0119] For example, if the acceleration of the change in air pressure is greater than a preset acceleration threshold, it indicates that the air pressure inside the tire has undergone a sudden and violent fluctuation in a very short time. This characteristic is consistent with the instantaneous pressure shock caused by a foreign object puncture event, so it is determined that there is a pressure shock in the vehicle tire.

[0120] S307 determines the duration of the airflow change.

[0121] For example, the duration of airflow change inside the tire is determined based on the change in tire pressure, which represents the duration from when the tire pressure begins to change until the pressure stops changing.

[0122] S308, Is the duration less than the first preset duration? If yes, proceed to S309; ​​if no, proceed to S311.

[0123] For example, it is determined whether the duration is less than a first preset duration; if the duration is less than the first duration, the target fault type is determined to be the first fault type; if the duration is greater than or equal to the first preset duration, it is further determined whether the duration is greater than a second preset duration.

[0124] S309, The target fault type is determined to be the first fault type.

[0125] For example, if the duration is less than or equal to the first preset duration, it indicates that there is damage to the vehicle tire caused by a foreign object, and the foreign object blocks the damaged area of ​​the tire, causing the tire pressure to remain stable after a brief leak. Therefore, the target fault type is determined to be the first fault type, that is, there is a foreign object piercing the vehicle tire.

[0126] S310, determine the recorded fault type as the target handling method.

[0127] For example, if a foreign object is embedded in the tire but the tire is not continuously leaking air, meaning the foreign object itself has physically blocked the puncture site, and combined with the original basic sealant layer inside the tire, a preliminary seal can be achieved, maintaining airtightness and preventing rapid air pressure leakage. Therefore, in this case, it is only necessary to record and store the foreign object puncture event for subsequent maintenance prompts, without needing to control and activate the repair agent release device.

[0128] S311, Is the duration greater than or equal to the second preset duration? If so, execute S312.

[0129] For example, if the duration is greater than or equal to the first preset duration, it is further determined whether the duration is greater than or equal to the second preset duration; if the duration is greater than or equal to the second preset duration, it is determined whether the airflow speed is less than the second preset speed.

[0130] Optionally, if the duration is less than the second preset duration, the duration of the airflow change at the vehicle tires is continued to be detected.

[0131] S312, Is the airflow speed less than the second preset speed? If so, execute S313.

[0132] For example, whether the airflow speed is less than a second preset speed; if the airflow speed is less than the second preset speed, then the target fault type is determined to be the second fault type.

[0133] Optionally, if the airflow velocity is greater than or equal to the second preset velocity, then it is further determined whether the airflow velocity is greater than the first preset velocity; if the airflow velocity is greater than the first preset velocity and the air pressure change rate is greater than the first change rate, the target fault type is determined to be the third fault type.

[0134] S313, The target fault type is determined to be the second fault type.

[0135] For example, if the duration of the pressure change is greater than the second preset duration and the airflow speed is less than the second preset speed, it is determined that there is damage to the vehicle tire caused by a foreign object, and the foreign object is in the vehicle tire, causing the vehicle tire to be in a slow deflation state.

[0136] S314 defines controlling the release of repair agents from vehicle tires as the target treatment method.

[0137] For example, when the target fault type is the second fault type, there is a foreign object in the vehicle tire and the foreign object has fallen off. Since the tire is leaking air slowly and continuously, the diameter of the puncture is controllable. Therefore, it can be sealed with a sealant to meet the self-repair start-up conditions and trigger the tire sealant release mechanism, controlling the tire to automatically release the sealant to repair the damaged area of ​​the tire.

[0138] S315, it has been determined that there is no pressure shock.

[0139] For example, when the air pressure change acceleration is less than or equal to the preset acceleration threshold, it indicates that the air pressure change is stable and gradual, which may be caused by gradual factors such as temperature change and vehicle driving temperature rise. There is no instantaneous and violent pressure change, so it is determined that there is no pressure shock.

[0140] S316, Is the rate of change of air pressure greater than the first rate of change? If so, proceed to S317.

[0141] For example, it is determined whether the rate of change of air pressure is greater than a first rate of change; if the rate of change of air pressure is greater than the first rate of change, it is further determined whether the airflow speed is greater than a first preset speed.

[0142] Optionally, if the rate of change of tire pressure is less than or equal to the first rate of change, the tire pressure rate of change will continue to be monitored based on the tire pressure value.

[0143] S317, the airflow speed is greater than the first preset speed; if so, execute S318.

[0144] For example, it is determined whether the airflow speed is greater than a first preset speed; if the airflow speed is greater than the first preset speed, the target fault type is determined to be the third fault type.

[0145] Optionally, if the airflow speed is less than or equal to the first preset speed, the airflow speed continues to be monitored based on the monitoring data of the vehicle tires.

[0146] S318, The target fault type is determined to be the third fault type.

[0147] For example, if the rate of change of tire pressure is greater than the first rate of change, it indicates that the tire pressure has dropped sharply in a short period of time, and the leakage rate significantly exceeds the range of changes caused by normal temperature fluctuations and normal slow leakage; if the airflow velocity is greater than the first preset velocity, it indicates that the gas inside the tire is leaking out at a high flow rate, and there is a large-scale, sudden gas loss channel. When both of the above conditions are met simultaneously, it indicates that the tire has suffered significant damage or bursting, rather than minor punctures or slow gas leakage. Therefore, the target fault type can be identified as a sudden gas leak.

[0148] S319 identifies vehicle control via ESP as the target processing method.

[0149] For example, when the target fault type is the third fault type, a sudden gas leak in the tire (tire blowout, rapid leak of large diameter air) can easily cause the vehicle to lose control. Therefore, the vehicle's electronic stability system intervenes to control the vehicle and implement real-time dynamic adjustment to address the problems of instantaneous tire pressure loss, sudden change in ground contact characteristics, and decreased vehicle driving stability, thereby avoiding the risks of vehicle deviation, fishtailing, and loss of control caused by tire blowout.

[0150] Alternatively, the implementation methods of S302 to S319 can be found in [reference needed]. Figure 2 The relevant descriptions of S230 and S240 will not be repeated here.

[0151] S320 controls the vehicle according to the target processing method.

[0152] For example, a target processing method adapted to the target fault type is used to handle vehicle tire faults, thereby realizing differentiated processing strategies for different types of tire faults, reducing the risk of vehicle loss of control due to tire faults, and thus improving vehicle driving safety and handling stability.

[0153] Alternatively, the implementation of S320 can be found in [reference needed]. Figure 2 The relevant descriptions of the S250 will not be repeated here.

[0154] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0155] For example, such as Figure 4 As shown, the vehicle control device 400 includes: The acquisition module 410 is used to acquire monitoring data of the vehicle tires and ambient temperature; The processing module 420 is used to determine whether there is gas leakage in the vehicle tires based on monitoring data and ambient temperature; if there is gas leakage in the vehicle tires, it determines the target fault type of the vehicle tires based on the monitoring data; in the pre-configured fault handling methods, it obtains the target handling method corresponding to the target fault type based on the target fault type; and controls the vehicle based on the target handling method.

[0156] Optionally, as an embodiment, the processing module 420 is specifically used to: detect whether there is a pressure shock in the vehicle tire based on the tire pressure value; when a pressure shock is detected, determine a target fault type based on the duration of the pressure value change between a first fault type and a second fault type, wherein the first fault type indicates that there is a foreign object puncturing the vehicle tire, and the second fault type indicates that there is damage caused by a foreign object in the vehicle tire, but the foreign object is not in the vehicle tire.

[0157] Optionally, as an embodiment, the processing module 420 is specifically used to: determine the rate of change of the air pressure value based on the air pressure value; if the rate of change of the air pressure value is greater than a first rate of change and the airflow speed is greater than a first preset speed, determine the target fault type as a third fault type, the third fault type being a sudden gas leak in the vehicle tires.

[0158] Optionally, as an embodiment, the processing module 420 is specifically used to: if the duration of the change in air pressure value is less than a first preset duration, determine the target fault type as a first fault type; if the duration of the change in air pressure value is greater than or equal to a second preset duration, and the airflow speed is less than a second preset speed, determine the target fault type as a second fault type, wherein the second preset duration is greater than or equal to the first duration.

[0159] Optionally, as an embodiment, the processing module 420 is specifically used to: determine the acceleration of the change in tire pressure based on the tire pressure value of the vehicle; if the acceleration of the change in tire pressure is greater than a preset acceleration threshold, determine that there is a pressure shock in the vehicle tire; if the acceleration of the change in tire pressure is less than or equal to the preset acceleration threshold, determine that there is no pressure shock in the vehicle tire.

[0160] Optionally, as an embodiment, the processing module 420 is specifically used to: determine that there is a gas leak in the vehicle tire if the airflow direction is from the inside of the tire to the outside, or if the rate of change of the tire pressure is greater than the maximum rate of change corresponding to the change of ambient temperature; and determine that there is no gas leak in the vehicle tire if the airflow direction has no outward component and the rate of change of tire pressure is less than or equal to the maximum rate of change corresponding to the change of ambient temperature.

[0161] Optionally, as an embodiment, the processing module 420 is specifically used to: if there is no gas leakage in the vehicle tires, control the vehicle to shield the warning information of tire malfunction.

[0162] Optionally, as an embodiment, the processing module 420 is further configured to: if the target fault type is a first fault type, determine the recorded fault type as the target processing method; if the target fault type is a second fault type, determine the control of the vehicle tire to release the repair agent as the target processing method; if the target fault type is a third fault type, determine the control of the vehicle through the vehicle's electronic stability system as the target processing method; wherein, the first fault type indicates that there is a foreign object puncturing the tire, the second fault type indicates that there is damage caused by a foreign object in the tire, and the foreign object is not in the tire, and the third fault type indicates that there is a sudden gas leak in the vehicle tire.

[0163] Optionally, as an embodiment, the processing module 420 is specifically used to: when the target fault type is the second fault type, control the opening of the repair agent storage chamber so that the repair agent in the repair agent storage chamber flows to the inner cavity of the vehicle tire along a preset guide channel; determine the release duration and release dosage of the repair agent; and control the closing of the repair agent storage chamber after detecting that the release duration has reached the preset release duration or the release dosage has reached the preset release dosage.

[0164] It should be noted that the control devices of the aforementioned vehicles are embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0165] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0166] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0167] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0168] For example, vehicle 500 includes processor 510, memory 520 and executable program code 530.

[0169] For example, vehicle 500 includes one or more processors 510 that can support the vehicle control method in the method embodiment. The processor 510 can be a general-purpose processor or a special-purpose processor. For example, the processor 510 can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0170] For example, processor 510 can be used to control vehicle 500, execute software programs, and process data from the software programs. Vehicle 500 may also include a communication unit for receiving and transmitting signals.

[0171] For example, the vehicle 500 may include one or more memories 520, on which executable program code 530 is stored. The executable program code 530 can be run by the processor 510 to generate instructions, causing the processor 510 to execute the vehicle control method described in the above method embodiments according to the instructions.

[0172] Optionally, the memory 520 may also store data. Optionally, the processor 510 may also read data stored in the memory 520, which may be stored at the same memory address as the executable program code 530, or the data may be stored at a different memory address than the executable program code 530.

[0173] For example, the processor 510 and memory 520 can be configured separately or integrated together, for example, integrated on a system-on-a-chip of the terminal device.

[0174] For example, the memory 520 can be used to store related programs of the vehicle control method provided in the embodiments of this application. The processor 510 can be used to call the executable program code 530 stored in the memory 520 when controlling the vehicle to execute the vehicle control method of the embodiments of this application. For example, it can acquire monitoring data of the vehicle tires and ambient temperature; determine whether there is gas leakage in the vehicle tires based on the monitoring data and ambient temperature; if there is gas leakage in the vehicle tires, determine the target fault type of the vehicle tires based on the monitoring data; in the pre-configured fault handling mode, obtain the target handling mode corresponding to the target fault type based on the target fault type; and control the vehicle based on the target handling mode.

[0175] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method of any of the foregoing embodiments.

[0176] 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 medium or device suitable for storing instructions and / or data.

[0177] 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 as described in the above embodiments.

[0178] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module, and the vehicle may include a connected processor and a memory; wherein, the memory is used to store instructions, and the processor can call and execute the instructions to cause the chip to execute a vehicle control method in the above embodiments.

[0179] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding vehicle control method provided above, and will not be repeated here.

[0180] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0181] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0182] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The control method includes: Acquire monitoring data of vehicle tires and ambient temperature; Based on the monitoring data and the ambient temperature, it is determined whether there is a gas leak in the vehicle tires; If the vehicle tire has the gas leak, determine the target fault type of the vehicle tire based on the monitoring data; In the pre-configured fault handling method, the target handling method corresponding to the target fault type is obtained based on the target fault type; Based on the target processing method, the vehicle is controlled.

2. The control method according to claim 1, characterized in that, The monitoring data includes the tire pressure values ​​of the vehicle. Determining the target fault type based on the monitoring data includes: Based on the tire pressure value of the vehicle, detect whether there is pressure shock in the vehicle tire; When the pressure shock is detected, the target fault type is determined from a first fault type and a second fault type based on the duration of the pressure change. The first fault type indicates that there is a foreign object embedded in the vehicle tire, and the second fault type indicates that there is damage caused by the foreign object in the vehicle tire, but the foreign object is not in the vehicle tire.

3. The control method according to claim 2, characterized in that, The monitoring data also includes airflow velocity, and the method further includes: Based on the air pressure value, determine the rate of change of the air pressure value; If the rate of change of the air pressure value is greater than the first rate of change, and the airflow speed is greater than the first preset speed, the target fault type is determined to be the third fault type, and the third fault type is that there is a sudden gas leak in the vehicle tires.

4. The control method according to claim 2, characterized in that, Determining the target fault type based on the duration of the pressure change between the first fault type and the second fault type includes: If the duration of the change in air pressure is less than a first preset duration, the target fault type is determined to be the first fault type. If the duration of the change in air pressure is greater than or equal to a second preset duration, and the airflow speed is less than a second preset speed, the target fault type is determined to be the second fault type, and the second preset duration is greater than or equal to a first duration.

5. The control method according to claim 2, characterized in that, The step of detecting whether there is pressure shock in the vehicle tires based on the tire pressure value includes: Based on the tire pressure of the vehicle, determine the acceleration of the change in tire pressure; If the acceleration of the change in air pressure is greater than a preset acceleration threshold, it is determined that the vehicle tire is experiencing the pressure shock. If the acceleration of the change in air pressure is less than or equal to a preset acceleration threshold, it is determined that the vehicle tires do not experience the pressure shock.

6. The control method according to claim 1, characterized in that, The monitoring data also includes airflow direction; The step of determining whether there is a gas leak in the vehicle tires based on the monitoring data and the ambient temperature includes: If the airflow direction is from the inside of the vehicle tire to the outside, or if the rate of change of the tire pressure is greater than the maximum rate of change corresponding to the change in ambient temperature, it is determined that there is a gas leak in the vehicle tire. If the airflow direction has no outward component, and the air pressure change rate is less than or equal to the maximum change rate corresponding to the ambient temperature change, it is determined that there is no gas leakage in the vehicle tires.

7. The control method according to claim 6, characterized in that, The control method further includes: If there is no gas leak in the vehicle's tires, the vehicle is controlled to shield the warning information for tire malfunction.

8. The control method according to claim 1, characterized in that, The step of obtaining the target processing method corresponding to the target fault type based on the target fault type includes: If the target fault type is the first fault type, the fault type will be recorded and determined as the target processing method; If the target fault type is the second fault type, controlling the release of the repair agent from the vehicle tires will be determined as the target treatment method; If the target fault type is the third fault type, the vehicle will be controlled by the vehicle's electronic stability system to determine the target handling method. The first fault type indicates that there is a foreign object embedded in the tire; the second fault type indicates that there is damage to the tire caused by a foreign object, but the foreign object is not in the tire; and the third fault type indicates that there is a sudden gas leak in the vehicle tire.

9. The control method according to claim 1, characterized in that, The vehicle tires have an integrated repair agent storage cavity inside; The control of the vehicle based on the target processing method includes: When the target fault type is the second fault type, the repair agent storage chamber is opened so that the repair agent in the repair agent storage chamber flows to the inner cavity of the vehicle tire along the preset guide channel; Determine the release duration and release dosage of the repair agent; After detecting that the release duration has reached a preset release duration or the release dose has reached a preset release dose, the repair agent storage chamber is controlled to close.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the control method as described in any one of claims 1 to 9.

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