Vehicle blowout control method, electronic device, storage medium, and vehicle

Abstract

A vehicle blowout control method, an electronic device, a storage medium, and a vehicle, which relate to the field of safe driving. The vehicle blowout control method comprises: when it is determined that a first tire of a vehicle has blown out, acquiring a loss-of-balance parameter of the vehicle at the current moment (S1); and controlling a second tire to turn towards the first tire according to a steering angle, wherein the second tire is a rear non-flat tire, and the steering angle is determined on the basis of the loss-of-balance parameter (S2). By means of the control method, active safety control can be effectively performed on a vehicle in real time, thereby improving the safety of the vehicle.

Description

Vehicle tire burst control method, electronic device, storage medium and vehicle

[0001] Related application

[0002] The present application claims priority from Chinese Patent Application No. 202410458429.9, filed on April 16, 2024, and entitled "Vehicle tire burst control method, electronic device, storage medium and vehicle". TECHNICAL FIELD

[0003] The present application relates to the field of safe driving, and in particular to a vehicle tire burst control method, an electronic device, a storage medium and a vehicle. BACKGROUND

[0004] At present, with the development of society, the number of cars is also increasing. With the improvement of car performance, the driving speed of cars is getting faster and faster. Driving a car brings people convenience, but also gradually shows the traffic safety problems. When a tire burst occurs during vehicle driving, it usually causes traffic accidents, and even serious accidents can cause casualties. Since the high-speed tire burst of the vehicle is a sudden event in a very short time, in many cases, only passive safety can be used to protect the people in the vehicle. Passive safety is dangerous and has a low safety factor.

[0005] Therefore, a new tire burst control strategy is needed to actively control the vehicle in real time and effectively when the vehicle bursts, so as to improve the safety of the vehicle. SUMMARY

[0006] The present application aims to at least solve one of the technical problems in the related art. To this end, one object of the present application is to provide a vehicle tire burst control method, which has the advantage of being able to actively control the vehicle in real time and effectively.

[0007] According to a first aspect of an embodiment of the present application, a vehicle tire burst control method is provided, comprising:

[0008] If it is determined that the first tire of the vehicle bursts, an imbalance parameter of the vehicle at the current time is obtained;

[0009] The second tire is controlled to turn to the side of the first tire according to a steering angle, wherein the second tire is a non-burst tire of the rear wheel, and the steering angle is determined according to the imbalance parameter.

[0010] In an exemplary embodiment of the present disclosure, the imbalance parameter includes a vehicle yaw change amount, and the obtaining of the imbalance parameter of the vehicle includes:

[0011] An actual yaw rate value of the vehicle collected by a vehicle body sensor at the current time is obtained;

[0012] obtaining a driving parameter of the vehicle at the current time point;

[0013] obtaining a difference between the actual yaw rate value and a target yaw rate value of the vehicle at the current time point as a yaw change amount of the vehicle;

[0014] wherein the target yaw rate value is obtained by inputting the driving parameter into a two-degree-of-freedom model of the vehicle.

[0015] In an exemplary embodiment of the present disclosure, the imbalance parameter further includes a first lane line offset, and the first lane line offset includes a first lane line distance offset, and the obtaining the imbalance parameter of the vehicle includes:

[0016] obtaining a first distance between a center point of a rear axle of the vehicle and a lane line at the current time point;

[0017] obtaining a second distance between the center point of the rear axle and the lane line at a next time point;

[0018] obtaining a difference between the second distance and the first distance as the first lane line distance offset.

[0019] In an exemplary embodiment of the present disclosure, the first lane line offset further includes a first lane line angle offset, and the obtaining the imbalance parameter of the vehicle includes:

[0020] obtaining a first angle between a driving direction of the vehicle and the lane line at the current time point;

[0021] obtaining a second angle between the driving direction and the lane line at the next time point;

[0022] obtaining a difference between the second angle and the first angle as the first lane line angle offset.

[0023] In an exemplary embodiment of the present disclosure, if an absolute value of the first yaw change amount is greater than a first preset yaw rate threshold, the steering angle is determined according to a weighted value of the first lane line distance offset and the first lane line angle offset, and the steering angle is positively correlated with the weighted value.

[0024] In an exemplary embodiment of the present disclosure, the steering angle is determined according to a product of the weighted value and a calibration parameter.

[0025] wherein the calibration parameter is determined according to a working condition of the vehicle at the current time point.

[0026] In an exemplary embodiment of the present disclosure, the method further includes:

[0027] if the turning angle is greater than a preset turning angle threshold, controlling the second tire to turn according to the preset turning angle threshold on the first tire side.

[0028] In an example embodiment of the present disclosure, after the controlling the second tire to turn, the method further comprises:

[0029] obtaining a second vehicle yaw rate change or a second lane line deviation;

[0030] if the second vehicle yaw rate change is greater than a second preset angular velocity threshold or the second lane line deviation is greater than a preset change amount threshold, adjusting a hydraulic torque of a third tire to a target hydraulic torque value;

[0031] wherein the third tire is a non-blowout side front wheel, the target hydraulic torque value is determined according to the weighting value, and the target hydraulic torque value is positively correlated with the weighting value.

[0032] In an example embodiment of the present disclosure, the method further comprises:

[0033] if the absolute value is less than or equal to the first preset angular velocity threshold, and no lane line is included in the lane line recognition result, the turning angle is determined according to the absolute value; wherein the turning angle is positively correlated with the absolute value.

[0034] In an example embodiment of the present disclosure, the determining the first tire blowout of the vehicle comprises:

[0035] obtaining a first tire pressure value detected by a tire pressure sensor on the first tire at a previous time;

[0036] obtaining a second tire pressure value detected by the tire pressure sensor at a third time, the third time being adjacent to and before the previous time;

[0037] if a difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold, determining that the first tire blows out.

[0038] According to a second aspect of the present disclosure, an electronic device is provided, comprising:

[0039] a processor;

[0040] a memory for storing instructions executable by the processor;

[0041] wherein the processor is configured to execute the instructions to implement the vehicle blowout control method according to any one of the first aspect.

[0042] According to a third aspect of the present application, there is provided a computer-readable storage medium, when instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to perform the vehicle tire burst control method according to any one of the first aspect.

[0043] According to a fourth aspect of the present application, there is provided a vehicle comprising the electronic device according to the second aspect.

[0044] In summary, the vehicle tire burst control method provided by the present disclosure can obtain an imbalance parameter of the vehicle at the current time when it is determined that the first tire of the vehicle is burst, and control the second tire to turn to the side of the first tire according to a steering angle, wherein the second tire is a non-burst tire of the rear wheel, and the steering angle is determined according to the imbalance parameter. Thus, the vehicle can be actively and effectively controlled in real time to improve the safety of the vehicle.

[0045] Additional aspects and advantages of the present application will be made apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0046] FIG. 1 is a flowchart of a vehicle tire burst control method according to an exemplary embodiment;

[0047] FIG. 2 is a schematic diagram of a lane line offset amount acquisition process according to an exemplary embodiment;

[0048] FIG. 3 is a schematic diagram of a tire burst control according to an exemplary embodiment;

[0049] FIG. 4 is a schematic diagram of a tire burst control according to an exemplary embodiment;

[0050] FIG. 5 is a block diagram of a vehicle tire burst control device according to an exemplary embodiment;

[0051] FIG. 6 is a schematic diagram of a storage medium according to an exemplary embodiment;

[0052] FIG. 7 is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0053] Embodiments of the present application are described in detail below with reference to the accompanying drawings, examples of which are shown in the drawings, wherein the same or similar notations denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and should not be understood as limiting the present application.

[0054] The electrically powered latch control method of the embodiment of the present application is described below with reference to the accompanying drawings. Referring to FIG. 1, the vehicle tire burst control method described above can include the following steps:

[0055] S1, if it is determined that the first tire of the vehicle is burst, obtaining an imbalance parameter of the vehicle at the current time;

[0056] S2, controlling the second tire to turn to the side of the first tire according to the steering angle, wherein the second tire is a non-burst tire of the rear wheel, and the steering angle is determined according to the imbalance parameter.

[0057] In summary, the vehicle tire burst control method provided by the present disclosure can obtain the imbalance parameter of the vehicle at the current time when it is determined that the first tire of the vehicle is burst, and control the second tire to turn to the side of the first tire according to the steering angle, wherein the second tire is a non-burst tire of the rear wheel, and the steering angle is determined according to the imbalance parameter. Thus, real-time and effective active safety control of the vehicle can be performed to improve the safety of the vehicle.

[0058] Each step in FIG. 1 will be described in detail below in conjunction with specific embodiments:

[0059] In step S1, if it is determined that the first tire of the vehicle is burst, an imbalance parameter of the vehicle at the current time is obtained.

[0060] In an exemplary embodiment of the present disclosure, the determination that the first tire of the vehicle is burst includes:

[0061] S111, obtaining a first tire pressure value detected by a tire pressure sensor on the first tire at a previous time;

[0062] S112, obtaining a second tire pressure value detected by the tire pressure sensor at a third time, the third time being adjacent to and before the previous time;

[0063] S113, if the difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold, it is determined that the first tire is burst.

[0064] In an exemplary embodiment of the present disclosure, a tire pressure sensor is provided on each tire of the vehicle to detect the tire pressure of the tire in real time. For any one tire on the vehicle, if the tire pressure value of the tire detected by the tire pressure sensor at a previous time T1 is P1, and the tire pressure value of the tire detected by the tire pressure sensor at a third time (i.e., a time two steps before) T0 is P0. When P1-P0 >= a preset tire pressure threshold P, the tire is considered to be burst.

[0065] Based on the above, in an example embodiment of the present disclosure, the imbalance parameter includes a first vehicle yaw change amount, and the obtaining of the imbalance parameter of the vehicle includes:

[0066] S121, obtaining an actual yaw rate value of the vehicle collected by the body sensor at the current time;

[0067] S122, obtaining a driving parameter of the vehicle at the current time;

[0068] S123, taking a difference between the actual yaw rate value and a target yaw rate value of the vehicle at the current time as the first vehicle yaw change amount.

[0069] The target yaw rate value is obtained by inputting the driving parameter into a two-degree-of-freedom vehicle model. That is, the driving parameter is input into the two-degree-of-freedom vehicle model to obtain the target yaw rate value.

[0070] In an example embodiment of the present disclosure, the driving parameter can be a vehicle speed and an acceleration and the like, which are not specifically limited herein. In an example embodiment of the present disclosure, the two-degree-of-freedom vehicle model can use an existing two-degree-of-freedom vehicle model calculation formula, which is also not specifically limited herein.

[0071] In an example embodiment of the present disclosure, the vehicle speed and the acceleration and the like are substituted into the two-degree-of-freedom vehicle model calculation formula to obtain a target yaw rate value ψ1 of the vehicle at the current time T2. Further, a difference (ψ0-ψ1) between an actual yaw rate value ψ0 collected by the body sensor at the current time T2 and the target yaw rate value ψ1 is calculated, and the difference (ψ0-ψ1) is the first vehicle yaw change amount.

[0072] Based on the above, in an example embodiment of the present disclosure, the imbalance parameter includes a first lane line offset amount, and the first lane line offset amount includes a first lane line distance offset amount, and the obtaining of the imbalance parameter of the vehicle includes:

[0073] S131, obtaining a first distance between a center point of a rear axle of the vehicle and a lane line at the current time;

[0074] S132, obtaining a second distance between the center point of the rear axle and the lane line at a next time;

[0075] S133, taking a difference between the second distance and the first distance as the first lane line distance offset amount.

[0076] In an example embodiment of the present disclosure, the distance between the rear axle center point of the vehicle and the lane line can be obtained from an Advanced Driving Assistance System (ADAS). The ADAS is a system that uses various sensors (millimeter wave radar, laser radar, monocular / dual camera, and satellite navigation) installed on the vehicle to sense the environment around the vehicle at any time during driving, collect data, identify, detect, and track static and dynamic objects, and combine navigation and map data to perform system calculation and analysis, thereby allowing the driver to be aware of potential dangers in advance and effectively increasing the comfort and safety of vehicle driving.

[0077] In an example embodiment of the present disclosure, the ADAS system can capture an image of the road on which the vehicle is driving through a camera, and then identify the lane line from the image, and further determine the distance between the rear axle center point of the vehicle and the lane line in combination with map data of the current position of the vehicle.

[0078] In an example embodiment of the present disclosure, as shown in FIG. 2, when the left rear tire of the vehicle is determined to be punctured, the first distance between the rear axle center point of the vehicle and the lane line at the current time T2 is d1, the second distance between the rear axle center point of the vehicle and the lane line at the next time T3 is d2, and the first lane line distance offset is d2-d1.

[0079] In an example embodiment of the present disclosure, the first lane line offset further includes a first lane line angle offset, and the obtaining the imbalance parameter of the vehicle includes:

[0080] S141, obtaining a first angle between the driving direction of the vehicle at the current time and the lane line;

[0081] S142, obtaining a second angle between the driving direction at the next time and the lane line;

[0082] S143, taking the difference between the second angle and the first angle as the first lane line angle offset.

[0083] Similarly, the angle between the driving direction of the vehicle and the lane line can be obtained from the ADAS. In an example embodiment of the present disclosure, as shown in FIG. 2, when the left rear tire of the vehicle is determined to be punctured, the first angle between the driving direction of the vehicle and the lane line at the current time T2 is Φ0, the first angle between the driving direction of the vehicle and the lane line at the next time T3 is Φ1, and the first lane line angle offset is Φ1-Φ0.

[0084] Based on the above, in an example embodiment of the present disclosure, if the absolute value of the first vehicle yaw rate change is greater than a first preset angular velocity threshold, the steering angle is determined according to a weighted value of the first lane line distance offset and the first lane line angle offset. The steering angle is positively correlated with the weighted value, that is, the greater the weighted value K, the greater the steering angle a.

[0085] In an example embodiment of the present disclosure, if the absolute value of the difference (ψ0-ψ1) between the actual yaw rate value ψ0 and the target yaw rate value ψ1 is greater than a first preset angular velocity threshold ψ, the steering angle of the second tire is determined according to a weighted value of the first lane line distance offset d2-d1 and the first lane line angle offset Φ1-Φ0. Specifically, the weighted value can satisfy the following formula: K=a*|d2-d1|+b*|Φ1-Φ0|; (1)

[0086] Wherein, K represents the weighted value, a represents the weight of the first lane line distance offset, and b represents the first lane line angle offset.

[0087] Based on the above, in an example embodiment of the present disclosure, the steering angle is determined according to the product of the weighted value and a calibration parameter. That is, the above method further comprises:

[0088] S31, obtaining the working condition of the vehicle at the current time;

[0089] S32, determining a calibration parameter corresponding to the working condition;

[0090] S33, calculating the product of the calibration parameter and the weighted value;

[0091] S34, determining the steering angle of the second tire according to the product to control the second tire to turn to the side of the first tire.

[0092] In an example embodiment of the present disclosure, the working condition of the vehicle can be determined according to the throttle state and the brake signal of the vehicle. The working condition of the vehicle includes acceleration, braking and coasting. The calibration coefficient corresponding to the acceleration working condition is the largest, the coasting is the second, and the braking is the smallest. Further, after determining the calibration coefficient c, the product c*K of the calibration parameter and the weighted value is calculated, and then the steering angle a of the second tire is determined according to the product c*K. The steering angle a is positively correlated with the product c*K, that is, the greater the product c*K, the greater the steering angle a.

[0093] Based on the above, in an example embodiment of the present disclosure, the above method further comprises:

[0094] In step S2, the second tire is controlled to turn to the first tire side by the steering angle.

[0095] In an exemplary embodiment of the present disclosure, as shown in FIG. 3, the first tire (i.e., the tire with a blowout) is the left rear tire of the vehicle, and the second tire is the right rear tire. Then, the right rear tire is controlled to turn to the first tire side (i.e., the left side) by an angle a.

[0096] In step S4, if the steering angle is greater than a preset steering angle threshold, the second tire is controlled to turn to the first tire side by the preset steering angle threshold.

[0097] For example, as shown in FIG. 3, when the first tire (i.e., the tire with a blowout) is the left rear tire of the vehicle, if the steering angle a determined according to the product c*K or the weighting value K is greater than a preset steering angle threshold b (i.e., the maximum turnable angle of the wheel), the right rear tire turns to the first tire side (i.e., the left side) by an angle b.

[0098] Based on the above, in an exemplary embodiment of the present disclosure, after the second tire is controlled to turn, the method further includes:

[0099] In step S51, a second vehicle yaw change amount or a second lane line offset amount is obtained.

[0100] In step S52, if the second vehicle yaw change amount is greater than a second preset angular velocity threshold or the second lane line offset amount is greater than a preset change amount threshold, the hydraulic torque of the third tire is adjusted to the target hydraulic torque value.

[0101] The third tire is a non-blowout side front tire, the target hydraulic torque value is determined according to the weighting value, and the target hydraulic torque value is positively correlated with the weighting value.

[0102] In an exemplary embodiment of the present disclosure, the second vehicle yaw change amount is obtained in a similar manner to the first vehicle yaw change amount, and the second lane line offset amount is obtained in a similar manner to the second lane line offset amount, which will not be described here.

[0103] Similarly, the second lane line offset amount includes a second lane line distance offset amount and / or a second lane line included angle offset amount. If the second lane line distance offset amount is greater than a preset distance threshold or the second lane line included angle offset amount is greater than a preset angle threshold, it is determined that the second lane line offset amount is greater than a preset offset amount threshold. Further, if the second vehicle yaw change amount is greater than a second preset angular velocity threshold or the second lane line offset amount is greater than a preset offset amount threshold, the target hydraulic torque value of the third tire is determined according to the weighting value K or the product c*K, wherein the target hydraulic torque value is positively correlated with the weighting value K or the product c*K. That is, the greater the weighting value K or the product c*K, the greater the target hydraulic torque value.

[0104] For example, as shown in FIG. 4, the first tire (i.e., the tire with a blowout) is the left rear tire of the vehicle, and the third tire is the right front tire. Then, a pressure F1 is applied to the right front tire to adjust the hydraulic torque of the right front tire to the target hydraulic torque value.

[0105] For example, as shown in FIG. 4, the first tire (i.e., the tire with a blowout) is the right front tire of the vehicle, and the second tire is the right rear tire. Then, the right rear tire is controlled to turn to the first tire side (i.e., the left side) by an angle a or an angle b. When the first tire (i.e., the tire with a blowout) is the right front tire of the vehicle, the third tire is the left front tire. Then, a pressure F1 is applied to the left front tire to adjust the hydraulic torque of the left front tire to the target hydraulic torque value.

[0106] Based on the above, in an example embodiment of the present disclosure, if the absolute value is less than or equal to the first preset angular velocity threshold value, and no lane line is included in the lane line recognition result, the steering angle of the second tire is determined according to the absolute value; wherein the steering angle is positively correlated with the absolute value.

[0107] In an example embodiment of the present disclosure, if |p0-p1| is less than or equal to the first preset angular velocity threshold value p, and no lane line is recognized by the ADAS from the image of the road on which the vehicle is driving taken by the camera, the steering angle a of the second tire is determined according to |p0-p1|; wherein the steering angle a is positively correlated with |p0-p1|. That is, the greater |p0-p1| is, the greater the steering angle a is.

[0108] In summary, the vehicle tire blowout control method provided by the present disclosure can, on the one hand, calculate the steering angle of the non-blowout rear tire when the tire blowout of the vehicle is determined, and control the non-blowout rear tire to turn to the side of the tire with a blowout according to the steering angle, so as to timely suppress the tendency of the vehicle to lose stability; on the other hand, without the need for stability control such as reducing braking or feedback of the vehicle, the vehicle speed reduction or jerk feeling caused by the stability control is avoided, so that the vehicle is smoother after a tire blowout, and the driver's tension is reduced; thirdly, the steering angle of the non-blowout rear tire is determined by the lane line offset obtained, so that the offset control is more accurate.

[0109] After introducing the vehicle tire blowout control method of the example embodiment of the present disclosure, next, the vehicle tire blowout control device of the example embodiment of the present disclosure is described with reference to FIG. 5.

[0110] Referring to FIG. 5, the vehicle tire blowout control method device 50 of the example embodiment of the present disclosure can include:

[0111] An imbalance parameter acquisition module 501 acquires an imbalance parameter of the vehicle at the current time if it is determined that the first tire of the vehicle has a blowout.

[0112] a tire steering control module 502 configured to control a second tire to turn to a first tire according to a steering angle, wherein the second tire is a rear non-burst tire, and the steering angle is determined according to the imbalance parameter.

[0113] In an example embodiment of the present disclosure, the imbalance parameter comprises a vehicle yaw change amount, and the imbalance parameter acquisition module comprises:

[0114] an actual yaw rate value acquisition unit configured to acquire an actual yaw rate value of the vehicle collected by a vehicle body sensor at the current time;

[0115] a driving parameter acquisition unit configured to acquire a driving parameter of the vehicle at the current time;

[0116] a vehicle yaw change amount determination unit configured to take a difference between the actual yaw rate value and a target yaw rate value of the vehicle at the current time as the vehicle yaw change amount;

[0117] wherein the target yaw rate value is obtained by inputting the driving parameter into a two-degree-of-freedom vehicle model.

[0118] In an example embodiment of the present disclosure, the imbalance parameter further comprises a first lane line offset amount, and the first lane line offset amount comprises a first lane line distance offset amount, and the imbalance parameter acquisition module comprises:

[0119] a first distance acquisition unit configured to acquire a first distance between a rear axle center point of the vehicle and a lane line at the current time;

[0120] a second distance acquisition unit configured to acquire a second distance between the rear axle center point and the lane line at a next time;

[0121] a first lane line distance offset amount determination unit configured to take a difference between the second distance and the first distance as the first lane line distance offset amount.

[0122] In an example embodiment of the present disclosure, the first lane line offset amount further comprises a first lane line angle offset amount, and the imbalance parameter acquisition module comprises:

[0123] a first angle acquisition unit configured to acquire a first angle between a driving direction of the vehicle and the lane line at the current time;

[0124] a second angle acquisition unit configured to acquire a second angle between the driving direction and the lane line at the next time;

[0125] The first lane line included angle offset amount determination unit is configured to determine the first lane line included angle offset amount as a difference between the second included angle and the first included angle.

[0126] In an example embodiment of the present disclosure, if the absolute value of the first vehicle yaw rate change amount is greater than a first preset angular velocity threshold, the steering angle is determined according to a weighted value of the first lane line distance offset amount and the first lane line included angle offset amount; wherein the steering angle is positively correlated with the weighted value.

[0127] In an example embodiment of the present disclosure, the steering angle is determined according to a product of the weighted value and a calibration parameter.

[0128] The calibration parameter is determined according to a working condition of the vehicle at the current time.

[0129] In an example embodiment of the present disclosure, the tire steering control module further comprises:

[0130] The tire steering control unit is configured to control the second tire to turn to the first tire side according to a preset steering angle threshold if the steering angle is greater than the preset steering angle threshold.

[0131] In an example embodiment of the present disclosure, the device further comprises:

[0132] The hydraulic torque adjustment module comprises:

[0133] The second vehicle yaw rate change amount acquisition unit is configured to acquire a second vehicle yaw rate change amount or a second lane line offset amount after the second tire is turned.

[0134] The hydraulic torque adjustment unit is configured to adjust a hydraulic torque of a third tire to a target hydraulic torque value if the second vehicle yaw rate change amount is greater than a second preset angular velocity threshold or the second lane line offset amount is greater than a preset change amount threshold.

[0135] The third tire is a non-blowout side front wheel, the target hydraulic torque value is determined according to the weighted value, and the target hydraulic torque value is positively correlated with the weighted value.

[0136] In an example embodiment of the present disclosure, if the absolute value is less than or equal to the first preset angular velocity threshold and no lane line is included in the lane line recognition result, a steering angle of the second tire is determined according to the absolute value; wherein the steering angle is positively correlated with the absolute value.

[0137] In an example embodiment of the present disclosure, the imbalance parameter acquisition module comprises:

[0138] The first tire pressure value acquisition unit is configured to acquire a first tire pressure value detected by a tire pressure sensor on the first tire at a previous time point;

[0139] The second tire pressure value acquisition unit is configured to acquire a second tire pressure value detected by the tire pressure sensor at a third time point, which is adjacent to the previous time point and before the previous time point.

[0140] The tire burst determination unit is configured to determine that the first tire is in a burst state if a difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold.

[0141] Since the functional modules of the vehicle tire burst control device according to the embodiments of the present application are the same as those in the vehicle tire burst control method according to the embodiments of the present application, no further description is given herein.

[0142] After the vehicle tire burst control method and the vehicle tire burst control device according to the exemplary embodiments of the present application are introduced, the storage medium according to the exemplary embodiments of the present application is described below with reference to FIG. 6. As shown in FIG. 6, a program product 600 for implementing the above method according to the embodiments of the present application is described, which can be in the form of a portable compact disc read-only memory (CD-ROM) and includes program codes and can be run on a device such as a personal computer. However, the program product of the present application is not limited thereto, and in this document, the readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or apparatus.

[0143] The program product can be in any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can be, for example but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination thereof. More specific examples (non-exhaustive list) of the readable storage medium include an electrical connection having one or more wires, a portable disc, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0144] The computer readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, in which readable program codes are borne. Such a propagated data signal can take on multiple forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination thereof. The readable signal medium can also be any readable medium that is not a readable storage medium and that can send, propagate or transmit the program for use by or in connection with an instruction execution system, device or apparatus.

[0145] The program code embodied on the computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wired, optical fiber cable, RF, etc., or any suitable combination of the foregoing. Computer program code for carrying out operations for aspects of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computing device, partly on the user's computing device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device or entirely on the remote computing device or server. In the latter scenario, the remote computing device can be connected to the user's computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computing device, such as through the Internet using an Internet Service Provider.

[0146] Having introduced the storage medium of the exemplary embodiments of the present application, next, the electronic device of the exemplary embodiments of the present application is described with reference to FIG. 7.

[0147] The electronic device 70 shown in FIG. 7 is merely an example and should not impose any limitation on the functions and the range of use of the embodiments of the present application.

[0148] As shown in FIG. 7, the electronic device 70 is manifested in the form of a general computing device. The components of the electronic device 70 can include, but are not limited to, the at least one processing unit 710 described above, the at least one storage unit 720 described above, a bus 730 connecting different system components, including the storage unit 720 and the processing unit 710, and a display unit 740. The storage unit stores program code which can be executed by the processing unit 710, so that the processing unit 710 performs the steps according to various exemplary embodiments of the present application described in the "Exemplary Methods" section of the present specification. For example, the processing unit 710 can perform steps S1 to S3 as shown in FIG. 1.

[0149] The storage unit 720 can include a volatile storage unit such as a random access memory (RAM) 7201 and / or a cache memory 7202, and further can include a non-volatile storage unit 7203, such as a read-only memory (ROM) 7203. The storage unit 720 also can include a program / utility 7204 having a set (at least one) of program modules 7205, including an operating system, one or more application programs, other program modules, and program data, each of which can give the electronic device 70 its functionality, as well as an implementation to a network environment such as any one or a combination of the above-described examples.

[0150] Bus 730 can include a data bus, an address bus, and a control bus.

[0151] The electronic device 70 can also communicate with one or more external devices 80 such as a keyboard or pointing device, a Bluetooth device, or a database via I / O interface(s) 750. The electronic device 70 can further include a display unit 740, which is connected to the input / output (I / O) interface(s) 750, for displaying information to a user. Additionally, the electronic device 70 can communicate with one or more networks, such as a local area network (LAN), a wide area network (WAN), and / or the Internet, via a network adapter 760. As illustrated, the network adapter 760 communicates with the other components of the electronic device 70 via the bus(es) 730. It should be appreciated that the network adapter 760 and / or the one or more components of the electronic device 70 can be implemented using a variety of hardware and / or software components, including but not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival storage systems, etc. It should be noted that although several modules or sub-modules of the vehicle tire blowout control device are mentioned in the foregoing detailed description, such division is merely exemplary and not mandatory. Indeed, according to embodiments of the present application, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided into units / modules.

[0152] In an exemplary embodiment of the present application, there is also provided a vehicle comprising the vehicle tire blowout control device as shown in FIG. 5, or the electronic device as shown in FIG. 7.

[0153] Moreover, although the operations of the method(s) herein can be described in a particular, sequential order, this order is not meant to be a limitation and is not intended to imply that there is an absolute requirement that the operations be performed in the order described. On the contrary, certain of the operations can be performed in a different order, or performed concurrently or in parallel, or omitted. Additionally or alternatively, certain of the operations can be performed by different entities or entities than those described.

[0154] While the principles and spirit of the application have been described with reference to several specific embodiments, it is to be understood that the application is not limited to the precise embodiments described, and that various modifications and equivalents can be used without departing from the spirit and scope of the application. The application is intended to cover what falls within the scope of the appended claims, and their equivalents.

Claims

1. A vehicle blowout control method characterized by, The method comprises: if it is determined that the first tire of the vehicle is punctured, obtaining an imbalance parameter of the vehicle at a current time point; controlling a second tire to rotate to the side of the first tire according to a steering angle, wherein the second tire is a non-punctured rear tire, and the steering angle is determined according to the imbalance parameter.

2. The method of claim 1, wherein, The imbalance parameter comprises a vehicle yaw change amount, and the obtaining of the imbalance parameter of the vehicle comprises: obtaining an actual yaw rate value of the vehicle collected by a vehicle body sensor at the current time point; obtaining a driving parameter of the vehicle at the current time point; taking a difference between the actual yaw rate value and a target yaw rate value of the vehicle at the current time point as the vehicle yaw change amount; wherein the target yaw rate value is obtained by inputting the driving parameter into a two-degree-of-freedom vehicle model.

3. The method of claim 2, wherein, The imbalance parameter further comprises a first lane line offset amount, and the first lane line offset amount comprises a first lane line distance offset amount, and the obtaining of the imbalance parameter of the vehicle comprises: obtaining a first distance between a center point of a rear axle of the vehicle and a lane line at the current time point; obtaining a second distance between the center point of the rear axle and the lane line at a next time point; taking a difference between the second distance and the first distance as the first lane line distance offset amount.

4. The method of claim 3, wherein, The first lane line offset amount further comprises a first lane line angle offset amount, and the obtaining of the imbalance parameter of the vehicle comprises: obtaining a first angle between a driving direction of the vehicle and the lane line at the current time point; obtaining a second angle between the driving direction and the lane line at the next time point; taking a difference between the second angle and the first angle as the first lane line angle offset amount.

5. The method of claim 4, wherein: if an absolute value of the first vehicle yaw change amount is greater than a first preset yaw rate threshold, the steering angle is determined according to a weighted value of the first lane line distance offset amount and the first lane line angle offset amount, and the steering angle is positively correlated with the weighted value.

6. The method of claim 5, wherein: the steering angle is determined according to a product of the weighted value and a calibration parameter, and the calibration parameter is determined according to a working condition of the vehicle at the current time point. The method further comprises:

7. The method of claim 6, wherein, if the steering angle is greater than a preset steering angle threshold, controlling the second tire to rotate to the side of the first tire according to the preset steering angle threshold. After the control of the rotation of the second tire, the method further comprises:

8. The method according to any one of claims 5 to 7, characterized in that, obtaining a second vehicle yaw change amount or a second lane line offset amount; if the second vehicle yaw change amount is greater than a second preset yaw rate threshold or the second lane line offset amount is greater than a preset change amount threshold, adjusting a hydraulic torque of a third tire to a target hydraulic torque value, wherein the third tire is a non-punctured front tire, the target hydraulic torque value is determined according to the weighted value, and the target hydraulic torque value is positively correlated with the weighted value.

9. The method of claim 5, wherein: ​ ​ If the absolute value is less than or equal to the first preset angular velocity threshold, and the lane line recognition result does not include a lane line, the steering angle is determined according to the absolute value; wherein the steering angle is positively correlated with the absolute value.

10. The method according to any one of claims 1 to 7 or 9, characterized in that, The method for determining the first tire burst of the vehicle comprises: obtaining a first tire pressure value detected by a tire pressure sensor on the first tire at a previous time point; obtaining a second tire pressure value detected by the tire pressure sensor at a third time point adjacent to the previous time point and before the previous time point; if the difference between the first tire pressure value and the second tire pressure value is greater than a preset tire pressure threshold, determining that the first tire is burst.

11. An electronic device, comprising: comprise: a processor; a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the vehicle tire burst control method according to any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that, When the instructions in the computer readable storage medium are executed by the processor of the electronic device, the electronic device can execute the vehicle tire burst control method according to any one of claims 1 to 10.

13. A vehicle characterized by comprising: comprise the electronic device according to claim 11.

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