Tire blowout identification method for vehicle, vehicle controller, vehicle, and medium

Abstract

A tire blowout identification method for a vehicle, a vehicle controller (300), a vehicle, and a medium. The tire blowout identification method for a vehicle comprises: when a vehicle has a tire blowout possibility, executing a preset operation; obtaining a first operation parameter value of the vehicle when the preset operation is executed; and on the basis of the first operation parameter value, determining whether tire blowout occurs to the vehicle, wherein the first operation parameter value is an operation parameter value which changes due to tire blowout of the vehicle when the preset operation is executed.

Description

Vehicle tire blowout identification method, vehicle controller, vehicle and medium

[0001] This application claims priority to the Chinese patent application filed on March 22, 2024 with the Patent Office of China, application number 202410342166.5, and application name “Vehicle Tire Blowout Identification Method, Vehicle Controller, Vehicle and Medium”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to, but is not limited to, the field of vehicle technology, and more specifically, to a vehicle tire blowout identification method, a vehicle controller, a vehicle, and a computer-readable storage medium. Background Art

[0003] Tire blowouts can occur at high speeds due to road conditions, tire wear, and / or aging. The consequences of a high-speed tire blowout are extremely serious. Statistics show that tire blowouts at high speeds account for 49% of all fatalities and 64% of all injuries in highway accidents. Technical issues

[0004] In order to improve vehicle driving safety and protect the lives and property of drivers and passengers, how to accurately identify whether a vehicle has a tire blowout has become a technical problem that needs to be solved urgently. Technical Solutions

[0005] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0006] One purpose of this application is to provide a new technical solution for vehicle tire blowout identification.

[0007] According to a first aspect of the present application, a vehicle tire blowout identification method is provided, comprising:

[0008] When there is a possibility of tire blowout, execute the preset operation;

[0009] Acquiring a first operating parameter value of the vehicle when the preset operation is performed;

[0010] It is determined whether the vehicle has a tire blowout according to the first operating parameter value, where the first operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle when the preset operation is performed.

[0011] Optionally, before executing a preset operation when there is a possibility of a tire blowout on the vehicle, the method includes:

[0012] Acquire a second operating parameter value of the vehicle, where the second operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle;

[0013] Determine whether the vehicle has a possibility of a tire blowout according to the second operating parameter value.

[0014] Optionally, the preset operation is an operation of applying a yaw moment of a preset magnitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period.

[0015] Optionally, determining whether the vehicle has a tire blowout according to the first operating parameter value includes:

[0016] When the yaw angular velocity change value is greater than a preset threshold, it is determined that the vehicle has a tire burst.

[0017] Optionally, the second operating parameter value includes any combination of a steering wheel angle change value within a second preset time period, a wheel speed change value within a second preset time period, a yaw angular velocity change value within a second preset time period, a lateral acceleration change value within a second preset time period, and a roll angular velocity change value within a second preset time period.

[0018] Optionally, determining whether the vehicle has a possibility of a tire blowout according to the second operating parameter value includes:

[0019] determining whether the steering wheel angle change value within the second preset time period is greater than a preset steering wheel angle change value;

[0020] If the steering wheel angle change value within the second preset time period is less than or equal to the preset steering wheel angle change value, determining whether a difference between the wheel speed change value within the second time period and the vehicle speed change value within the second preset time period is greater than a preset speed difference value, whether a yaw rate change value within the second preset time period is greater than a preset yaw rate change value, whether a lateral acceleration change value within the second preset time period is greater than a preset lateral acceleration change value, and whether a roll rate change value within the second preset time period is greater than a preset roll rate change value;

[0021] When the difference between the wheel speed change value within the second time period and the vehicle speed change value within the second time period is greater than a preset difference value, the yaw angular velocity change value within the second preset time period is greater than a preset yaw angular velocity change value, the lateral acceleration change value within the second preset time period is greater than a preset lateral acceleration change value, and the roll angular velocity change value within the second preset time period is greater than a preset roll angular velocity change value, it is determined that the vehicle has a possibility of a tire blowout.

[0022] Optionally, the method further includes:

[0023] If the steering wheel angle change value within the second preset time period is greater than the preset steering wheel angle change value, determining whether a difference between the wheel speed change value within the second time period and the vehicle speed change value within the second preset time period is greater than a preset speed difference value, whether the lateral acceleration change value within the second preset time period is greater than a preset lateral acceleration change value, and whether the roll angular velocity change value within the second preset time period is greater than a preset roll angular velocity change value;

[0024] When the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than a preset speed difference value, the lateral acceleration change value in the second preset time period is greater than a preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than a preset roll angular velocity change value, it is determined that the vehicle has a possibility of a tire blowout.

[0025] According to a second aspect of the present application, a vehicle controller is provided, comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the method as described in any one of the first aspects.

[0026] According to a third aspect of the present application, a vehicle is provided, comprising the vehicle controller as described in the second aspect.

[0027] According to a fourth aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method according to any one of the first aspects is implemented. Beneficial effects

[0028] This application provides a method for identifying a vehicle tire blowout. When a vehicle has a potential tire blowout, the method executes a predetermined operation. Based on this, the method obtains an operating parameter value, i.e., a first operating parameter value, that changes in the vehicle's operating parameters due to the tire blowout when the predetermined operation is executed. Furthermore, a determination is made based on the first operating parameter value as to whether the vehicle has a tire blowout. In other words, this application provides a method for further verifying whether the vehicle has actually experienced a tire blowout by actively controlling the vehicle when a vehicle has a potential tire blowout. This method provides a method for accurately determining whether a vehicle has experienced a tire blowout.

[0029] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0031] FIG1 is a flow chart of a vehicle tire blowout identification method provided by the present application;

[0032] FIG2 is a schematic diagram of the yaw rate response of a vehicle provided by the present application;

[0033] FIG3 is a schematic structural diagram of a vehicle controller provided in this application.

[0034] Implementation Methods of the Application

[0035] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0036] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0037] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0038] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0039] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0040] This solution provides a vehicle tire blowout identification method. This method can further verify whether a vehicle has actually experienced a tire blowout, even if it is estimated based on vehicle operating parameters. This method provides a method for accurately determining whether a vehicle has experienced a tire blowout. As shown in Figure 1, the vehicle tire blowout identification method provided in this application includes the following steps S110 to S130.

[0041] Step S110: When there is a possibility of a tire blowout in the vehicle, a preset operation is performed.

[0042] In this application, the possibility of a tire blowout for a vehicle refers to an estimation of a tire blowout based on vehicle operating parameters, etc., i.e., the possibility of a tire blowout is determined when a tire blowout is estimated based on vehicle operating parameters, etc. For example, the possibility of a tire blowout is determined when a tire blowout is determined based on a conventional tire blowout identification method.

[0043] The preset operation is an operation that causes the values ​​of certain operating parameters of the vehicle to change significantly differently under the two operating conditions of a tire blowout and a tire not blown out. The aforementioned significantly different operating parameter values ​​are referred to as first operating parameter values ​​in this application. Based on this, the preset operation is executed when there is a possibility of a tire blowout. Furthermore, the first operating parameter value is obtained based on the following step S120.

[0044] Step S120: obtaining a first operating parameter value of the vehicle when a preset operation is performed.

[0045] The first operating parameter is an operating parameter value that changes due to a tire blowout of the vehicle when a preset operation is performed.

[0046] In one embodiment of the present application, when a yaw moment is applied to the vehicle, the two-degree-of-freedom motion equation of the vehicle is as follows:

[0047] Among them, ω is the vehicle's yaw rate, β is the vehicle's center of mass sideslip angle, δ is the vehicle's front wheel angle, K f is the equivalent cornering stiffness of the vehicle front axle, K r is the equivalent cornering stiffness of the rear axle of the vehicle, a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, I Z is the vehicle's moment of inertia, m is the vehicle's mass, ΔM Z is the vehicle yaw moment, β is the vehicle slip angular acceleration, and ω is the vehicle yaw angular acceleration.

[0048] In the event of a tire blowout, the cornering stiffness of the wheel with the blowout will be significantly reduced, and the equivalent cornering stiffness of the axle on which the wheel with the blowout is located will also decrease. Based on the above formula 1, the vehicle's two-degree-of-freedom equation can be expressed as the following formula 2:

[0049] Among them, ω b is the yaw rate of the vehicle with a flat tire, β b is the sideslip angle of the vehicle with a flat tire, K fb is the equivalent cornering stiffness of the front axle of the vehicle with a tire blowout, K rb is the equivalent cornering stiffness of the rear axle of the vehicle with a tire blowout, β b is the sideslip acceleration of the vehicle with a flat tire, ω b is the yaw angular acceleration of the vehicle with a tire blowout.

[0050] Based on the above formulas 1 and 2, it can be seen that when a yaw moment is applied to a vehicle with a flat tire and a normal vehicle respectively, the yaw angular velocity changes of the vehicle with a flat tire and the vehicle without a flat tire are significantly different due to the reduction of the equivalent cornering stiffness of the axle of the vehicle with a flat tire.

[0051] In one example, vehicles A and B of the same model were used as research objects. Both vehicles A and B were traveling in a straight line at a speed of 80 km / h. At the 5th second, the left front wheel of vehicle A had a tire blowout. The same impulse yaw moment of 1000 Nm was applied to both vehicles A and B. The yaw rate responses of the vehicles are shown in Figure 2. Specifically, the yaw rate change of vehicle A before and after the impulse yaw moment was applied was Δω. z1 =1.73deg / s, the yaw rate change of vehicle B is Δω z2 =0.64deg / s. That is, under the impulse additional yaw moment excitation, the yaw rate change of vehicle A with a flat tire is significantly greater than that of vehicle B without a flat tire.

[0052] Based on the above, it can be seen that in one embodiment of the present application, the predetermined operation is an operation of applying a yaw moment of a predetermined magnitude to the vehicle, and the first operating parameter value is a change in yaw rate within a first predetermined time period. The first predetermined time period is a period of first predetermined duration starting from the time the predetermined operation is performed.

[0053] The preset amplitude can be set based on experience, for example, 1000 Nm. The yaw moment can be exemplarily a pulsed yaw moment. The first preset duration is 0.2 s.

[0054] It should be noted that this application does not limit the magnitude of the preset amplitude, the specific form of the yaw moment, or the duration of the first preset time period. Furthermore, the preset operation of applying a yaw moment of the preset amplitude to the vehicle can be performed by, but is not limited to, controlling a drive actuator, brake actuator, or steering actuator of the vehicle, performing differential braking, differential drive, pulse steering, or a combination of these methods. Furthermore, the vehicle's yaw rate can be obtained in real time by a yaw rate sensor. Furthermore, the yaw rate change within the first preset time period can be determined based on the yaw rate obtained in real time by the yaw rate sensor during the first preset time period.

[0055] Step S130: determining whether the vehicle has a tire blowout based on the first operating parameter value.

[0056] In one embodiment of the present application, when the preset operation is to apply a yaw moment of a preset amplitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period, the specific implementation of the above-mentioned step S130 is as follows: step S131.

[0057] Step S131 : When the yaw rate change value is greater than a preset threshold, it is determined that the vehicle has a tire blowout.

[0058] In this embodiment, the preset threshold is the maximum change in the vehicle's yaw rate within a first preset time period after executing a preset operation without a tire blowout. This threshold can be set based on experience or experimentation. In one example, the preset threshold can range from [0.8, 2] deg / s. It should be noted that the value of the preset threshold depends on the vehicle model.

[0059] Corresponding to the above step S131 , when the yaw angular velocity change value within the first preset time period is less than or equal to the preset threshold, it is determined that the vehicle has not had a tire blowout.

[0060] This application provides a method for identifying a vehicle tire blowout. When a vehicle has a potential tire blowout, the method executes a predetermined operation. Based on this, the method obtains an operating parameter value, i.e., a first operating parameter value, that changes in the vehicle's operating parameters due to the tire blowout when the predetermined operation is executed. Furthermore, a determination is made based on the first operating parameter value as to whether the vehicle has a tire blowout. In other words, this application provides a method for further verifying whether the vehicle has actually experienced a tire blowout by actively controlling the vehicle when a vehicle has a potential tire blowout. This method provides a method for accurately determining whether a vehicle has experienced a tire blowout.

[0061] In one embodiment of the present application, the tire blowout identification method provided in the present application further includes the following steps S111 and S112 for determining whether the vehicle has a possibility of a tire blowout before the above step S110.

[0062] Step S111, obtaining a second operating parameter value of the vehicle.

[0063] The second operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle.

[0064] In this application, any operating parameter value that changes due to a tire blowout can be used as the second operating parameter value. That is, this application does not limit the second operating parameter value.

[0065] In one embodiment of the present application, the second operating parameter value includes any combination of a steering wheel angle change value within a second preset time period, a wheel speed change value within a second preset time period, a yaw angular velocity change value within a second preset time period, a lateral acceleration change value within a second preset time period, and a roll angular velocity change value within a second preset time period.

[0066] Step S112: determining whether the vehicle has a possibility of a tire blowout based on the second operating parameter value.

[0067] In one embodiment of the present application, when the second operating parameter value includes the steering wheel angle change value within the second preset time period, the wheel speed change value within the second preset time period, the yaw angular velocity change value within the second preset time period, the lateral acceleration change value within the second time period and the roll angular velocity change value within the second preset time period, the above-mentioned step S112 is specifically implemented through the following steps S1121 to S1123.

[0068] Step S1121: Determine whether the steering wheel angle change value within the second preset time period is greater than a preset steering wheel angle change amount.

[0069] In the present application, the second preset time period is a time period of the second preset duration before and including the current moment. Furthermore, if the yaw rate change value is accurate, the yaw rate change value and the steering wheel angle change value are in a certain positive proportional mapping relationship, and the maximum steering wheel angle change value when the yaw rate change value is accurate is recorded as the preset steering wheel angle change value.

[0070] It should be noted that the second preset time duration can be set based on experience, for example, 1 second. Furthermore, the vehicle's steering wheel angle can be obtained in real time by a steering wheel angle sensor. Furthermore, the steering wheel angle change value within the second preset time period can be determined based on the steering wheel angle obtained in real time by the steering wheel angle sensor within the second preset time period.

[0071] If the steering wheel angle change value within the second preset time period is less than or equal to the preset steering wheel angle change value, the yaw rate change value within the second preset time period is accurate. The yaw rate change value within the second preset time period can be combined to determine whether the vehicle has a possibility of a tire blowout. Based on this, the determination of whether the vehicle has a possibility of a tire blowout is performed in the following steps S1122 and S1123.

[0072] Step S1122, when the steering wheel angle change value within the second preset time period is less than or equal to the preset steering wheel angle change value, determine whether the difference between the wheel speed change value within the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference value, whether the yaw angular velocity change value within the second preset time period is greater than the preset yaw angular velocity change value, whether the lateral acceleration change value within the second preset time period is greater than the preset lateral acceleration change value, and whether the roll angular velocity change value within the second preset time period is greater than the preset roll angular velocity change value.

[0073] Step S1123 determines that the vehicle has a possibility of a tire blowout when the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than a preset difference, the yaw angular velocity change value in the second preset time period is greater than a preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is greater than a preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than a preset roll angular velocity change value.

[0074] In one embodiment of the present application, the method for determining the wheel speed change value within the second time period, the vehicle speed change value within the second time period, the yaw angular velocity change value within the second time period, the lateral acceleration change value within the second time period, and the roll angular velocity change value within the second time period in the above-mentioned step S1122 can be the same as the method for determining the steering wheel angle change value within the second time period.

[0075] In the present application, when the vehicle does not have a flat tire, the wheel speed and the vehicle speed are consistent. When the vehicle has a flat tire, there is a deviation between the wheel speed of the flat wheel and the vehicle speed. On this basis, the preset speed difference is the maximum speed difference between the wheel speed and the vehicle speed when the vehicle does not have a flat tire. It should be noted that, since a vehicle usually has multiple wheels, such as four wheels, the determination in step S1122 above of whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference is specifically to determine, for each wheel, whether the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference.

[0076] If the vehicle has not experienced a tire blowout, the vehicle's yaw rate change, lateral acceleration change, and roll rate change have upper limits. Therefore, the maximum yaw rate change, the maximum lateral acceleration change, and the maximum roll rate change, if the vehicle has not experienced a tire blowout, are used as the preset yaw rate change, the preset lateral acceleration change, and the preset roll rate change, respectively, in step S1122.

[0077] In combination with the above content, when the difference between the wheel speed change value corresponding to at least one wheel in the second time period and the vehicle speed change value in the second time period is greater than the preset difference value, the yaw angular velocity change value in the second preset time period is greater than the preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

[0078] Corresponding to the above step S1123, if at least one of the following conditions is met: the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is less than or equal to the preset difference value, the yaw angular velocity change value in the second preset time period is less than or equal to the preset yaw angular velocity change value, the lateral acceleration change value in the second preset time period is less than or equal to the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is less than or equal to the preset roll angular velocity change value, it is determined that there is no possibility of a tire blowout for the vehicle.

[0079] Based on step S1121 above, if the steering wheel angle change value within the second preset time period is greater than the preset steering wheel angle change value, it indicates that the yaw rate change value within the second preset time period is inaccurate. In this case, the yaw rate change value within the second preset time period is inaccurate, and the yaw rate change value within the second preset time period is not used to determine whether the vehicle has a possibility of a tire blowout. Based on this, the determination of whether the vehicle has a possibility of a tire blowout is performed based on the following steps S1124 and S1125.

[0080] Step S1124, when the steering wheel angle change value within the second preset time period is greater than the preset steering wheel angle change value, determine whether the difference between the wheel speed change value within the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference, whether the lateral acceleration change value within the second preset time period is greater than the preset lateral acceleration change value, and whether the roll angular velocity change value within the second preset time period is greater than the preset roll angular velocity change value.

[0081] Step S1125, when the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset speed difference value, the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle has the possibility of a tire blowout.

[0082] Corresponding to the above step S1125, if any of the following conditions is not met: the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than the preset difference value; the lateral acceleration change value in the second preset time period is greater than the preset lateral acceleration change value; and the roll angular velocity change value in the second preset time period is greater than the preset roll angular velocity change value, it is determined that the vehicle does not have the possibility of a tire blowout.

[0083] It should be noted that the preset steering wheel angle change value, preset speed difference value, preset yaw rate change value, preset lateral acceleration change value, and preset roll rate change value in the above steps can be determined based on experience or experiments. In one example, the range of the preset steering wheel angle change value can be [80,100] deg / s2 , the preset speed difference value range can be [0.2,0.5]m / s 2 The preset yaw rate change value range can be [1,3]deg / s 2 The preset lateral acceleration change value range can be [0.4, 0.6] m / s 2 The preset roll rate change value range can be [0.8, 2] deg / s 2 .

[0084] The present application also provides a vehicle controller 300, as shown in FIG3 , comprising a memory 310 and a processor 320 , wherein the memory 310 is used to store computer instructions, and the processor 320 is used to call the computer instructions from the memory 310 to execute any one of the above-mentioned vehicle tire blowout identification methods.

[0085] The present application also provides a vehicle, which includes the vehicle controller 300 provided in the above embodiment.

[0086] In one embodiment of the present application, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a hybrid oil-electric vehicle, or a hybrid gas-electric vehicle.

[0087] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program implements the method according to any one of the above-mentioned vehicle tire blowout identification methods.

[0088] The present application may be a system, method and / or computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for causing a processor to implement various aspects of the present application.

[0089] Computer-readable storage media can be a tangible device that can keep and store the instructions used by the instruction execution device.Computer-readable storage media can be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device or any suitable combination thereof.More specific examples (non-exhaustive list) of computer-readable storage media include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, for example, a punch card or a convex structure in a groove having instructions stored thereon, and any suitable combination thereof.Computer-readable storage media used herein is not interpreted as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagated by waveguides or other transmission media (for example, light pulses by fiber optic cables), or electrical signals transmitted by wires.

[0090] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions to be stored in the computer-readable storage medium in each computing / processing device.

[0091] The computer program instructions for performing the operation of the present application can be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data or source code or object code written in any combination of one or more programming languages, wherein the programming language comprises object-oriented programming languages-such as Smalltalk, C++ etc., and conventional procedural programming languages-such as " C " language or similar programming languages. Computer-readable program instructions can be executed completely on the user's computer, partially on the user's computer, executed as an independent software package, partly on the user's computer and partly on a remote computer, or executed completely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer by any type of network-comprising a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (such as utilizing an Internet service provider to connect by the Internet). In certain embodiments, by utilizing the state information of computer-readable program instructions to carry out personalized customization electronic circuits, such as programmable logic circuits, field programmable gate arrays (FPGAs) or programmable logic arrays (PLAs), this electronic circuit can execute computer-readable program instructions, thereby realizing various aspects of the present application.

[0092] Various aspects of the present application are described herein with reference to flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present application. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer-readable program instructions.

[0093] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device is generated that implements the functions / actions specified in one or more blocks in the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium, where these instructions cause the computer, programmable data processing device, and / or other device to operate in a specific manner. Thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing various aspects of the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0094] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operational steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0095] The flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a part of a module, program segment or instruction, and the part of the module, program segment or instruction contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of the boxes in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that implementation by hardware, implementation by software, and implementation by a combination of software and hardware are all equivalent.

[0096] The embodiments of the present application have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terms used herein are selected to best explain the principles of the embodiments, their practical applications, or technical improvements in the marketplace, or to enable other persons skilled in the art to understand the embodiments disclosed herein. The scope of this application is defined by the appended claims.

Claims

1. A method for identifying a vehicle tire blowout, comprising: When there is a possibility of tire blowout, execute the preset operation; Acquiring a first operating parameter value of the vehicle when the preset operation is performed; It is determined whether the vehicle has a tire blowout according to the first operating parameter value, where the first operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle when the preset operation is performed.

2. The method according to claim 1, wherein before performing a preset operation when a vehicle has a possibility of a tire blowout, the method comprises: Acquire a second operating parameter value of the vehicle, where the second operating parameter value is an operating parameter value that changes due to a tire blowout of the vehicle; Determine whether the vehicle has a possibility of a tire blowout according to the second operating parameter value. 3 . The method according to claim 1 , wherein the preset operation is an operation of applying a yaw moment of a preset magnitude to the vehicle, and the first operating parameter value is a yaw angular velocity change value within a first preset time period.

4. The method according to claim 3, wherein determining whether the vehicle has a tire blowout based on the first operating parameter value comprises: When the yaw angular velocity change value is greater than a preset threshold, it is determined that the vehicle has a tire burst.

5. The method according to claim 2, wherein the second operating parameter value comprises any combination of a steering wheel angle change value within a second preset time period, a wheel speed change value within a second preset time period, a yaw angular velocity change value within a second preset time period, a lateral acceleration change value within a second preset time period, and a roll angular velocity change value within a second preset time period.

6. The method according to claim 5, wherein determining whether the vehicle has a possibility of a tire blowout based on the second operating parameter value comprises: Determine whether the steering wheel angle change value within the second preset time period is greater than the preset steering wheel angle change value. ization value; If the steering wheel angle change value within the second preset time period is less than or equal to the preset steering wheel angle change value, determining whether a difference between the wheel speed change value within the second time period and the vehicle speed change value within the second preset time period is greater than a preset speed difference value, whether a yaw rate change value within the second preset time period is greater than a preset yaw rate change value, whether a lateral acceleration change value within the second preset time period is greater than a preset lateral acceleration change value, and whether a roll rate change value within the second preset time period is greater than a preset roll rate change value; When the difference between the wheel speed change value within the second time period and the vehicle speed change value within the second time period is greater than a preset difference value, the yaw angular velocity change value within the second preset time period is greater than a preset yaw angular velocity change value, the lateral acceleration change value within the second preset time period is greater than a preset lateral acceleration change value, and the roll angular velocity change value within the second preset time period is greater than a preset roll angular velocity change value, it is determined that the vehicle has a possibility of a tire blowout.

7. The method according to claim 5 or 6, further comprising: If the steering wheel angle change value within the second preset time period is greater than the preset steering wheel angle change value, determining whether a difference between the wheel speed change value within the second time period and the vehicle speed change value within the second preset time period is greater than a preset speed difference value, whether the lateral acceleration change value within the second preset time period is greater than a preset lateral acceleration change value, and whether the roll angular velocity change value within the second preset time period is greater than a preset roll angular velocity change value; When the difference between the wheel speed change value in the second time period and the vehicle speed change value in the second time period is greater than a preset speed difference value, the lateral acceleration change value in the second preset time period is greater than a preset lateral acceleration change value, and the roll angular velocity change value in the second preset time period is greater than a preset roll angular velocity change value, it is determined that the vehicle has a possibility of a tire blowout.

8. A vehicle controller comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the method according to any one of claims 1 to 7.

9. A vehicle comprising the vehicle controller according to claim 8.

10. A computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the method according to any one of claims 1 to 7 when executed by a processor.

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