CN113200045B - A kind of vehicle tire burst safety auxiliary control method and system - Google Patents

Abstract

The invention discloses a safe auxiliary control method for automobile tire burst, which comprises the following steps: acquiring tire pressure information of a current vehicle tire, judging whether the current vehicle is abnormal, if so, entering the next step, and if not, controlling the current vehicle to continue running; acquiring current lane information and controlling a current vehicle to run in a current lane; acquiring the current vehicle speed information and the rear environment information, comprehensively judging whether the vehicle needs to be decelerated, if so, controlling the current vehicle to decelerate, and if not, controlling the current vehicle to keep the current vehicle speed; acquiring side lane environment information of a current vehicle and judging whether the current vehicle is in a most side lane or not, if not, controlling the current vehicle to steer by integrating vehicle speed information and the side lane information, and if so, directly entering the next step; and controlling the current vehicle to perform a parking operation. The invention can automatically control the vehicle to decelerate and change the lane to the roadside for stopping after the automobile tire burst, thereby avoiding secondary accidents caused by improper operation and improving the safety of the automobile in an emergency state.

Description

A kind of vehicle tire burst safety auxiliary control method and system

technical field

The invention relates to the technical field of automobile safety, and more particularly, to a vehicle tire burst safety auxiliary control method and system thereof.

Background technique

A tire blowout at high speed is an extremely dangerous situation. For manned vehicles, since most drivers do not have experience in handling tire blowouts, during the occurrence and development of tire blowouts, drivers are affected by the external environment and The influence of one's own psychology and other factors can easily lead to the occurrence of vicious traffic accidents.

Chinese patent CN109720336B discloses a tire blowout active braking and adjustment method and system. The tire blowout active braking and adjustment method includes: acquiring a tire blowout signal of a vehicle; and in response to the tire blowout signal, applying steering torque and / or perform steering wheel angle compensation to laterally stabilize the vehicle's driving trajectory, and perform longitudinal deceleration control on the vehicle to achieve vehicle braking, and perform longitudinal deceleration control and lateral stability control for tire puncture vehicles. Assist the driver to control the vehicle and improve the safety level of the vehicle. Such a solution can only brake the vehicle after a tire blowout. However, the actual driving situation of the car is complicated and the braking of the vehicle after a tire blowout is not applicable. In all driving environments, especially when the car is driving on a highway, if the car is stopped directly, it may cause a rear-end collision and a more serious accident.

SUMMARY OF THE INVENTION

In order to overcome the above-mentioned defects of the prior art, the present invention provides a vehicle tire blowout safety auxiliary control method and system thereof, which can determine the driving environment where the vehicle is in a tire blowout, and make suitable auxiliary control, so as to ensure the safety of the vehicle. in case of stop.

For solving the above-mentioned technical problems, the technical scheme of the present invention is as follows:

The invention discloses a vehicle tire burst safety auxiliary control method, comprising:

S1: Acquire the tire pressure information of the tires of the current vehicle, and determine whether the tires of the current vehicle are abnormal according to the tire pressure information, and if so, go to step S2, and if not, control the current vehicle to continue driving;

S2: Obtain the current lane information, and control the current vehicle to drive in the current lane;

S3: Obtain the current vehicle speed information and the rear environment information, and synthesize the vehicle speed information and the rear environment information to determine whether deceleration is required, if so, control the current vehicle to decelerate, if not, control the current vehicle to maintain the current vehicle speed;

S4: Obtain the side lane environment information of the current vehicle and determine whether the current vehicle is in the most side lane. If not, control the steering of the current vehicle based on the vehicle speed information and the side lane information, and if so, go directly to step S5;

S5: Control the current vehicle to perform a parking operation.

In this scheme, by obtaining the information of the rear and side of the current vehicle, it is judged whether the current vehicle is suitable for deceleration or turning to change lanes, so as to control the vehicle to decelerate or turn to change lanes to a safe area until the parking operation is completed, so that the tire-punctured vehicle is in a safe environment. Parking prevents the driver from being unable to make correct operations after a tire blowout, causing the current vehicle to be rear-ended and hit by a rear car after a sudden stop, resulting in a secondary accident, thereby improving the driving safety of the vehicle.

Further, the above-mentioned step S1 specifically includes:

S11: Set the tire pressure drop rate threshold or tire pressure threshold, and set the tire pressure acquisition frequency;

S12: Obtain the tire pressure of the current vehicle tire through the tire pressure sensor at the set tire pressure acquisition frequency, and transmit it to the electronic control unit;

S13: The electronic control unit calculates the difference between two adjacent tire pressures, and divides the difference by the tire pressure acquisition frequency to obtain the tire pressure drop rate;

S14: The electronic control unit judges whether the tire pressure drop rate is greater than the tire pressure drop rate threshold, or judges whether the tire pressure in step S12 is less than the tire pressure threshold, if so, go to step S2, if not, exit the current step.

Further, in the above-mentioned step S2, calculating the current normal driving route of the vehicle specifically includes:

S21: Set the lane information acquisition frequency, acquire the current lane information where the current vehicle is located by using the lane information acquisition frequency through the camera or radar, and transmit it to the electronic control unit, and the electronic control unit calculates and obtains the actual driving angle of the current vehicle according to the current lane information;

S22: The electronic control unit calculates the angle correction value according to the actual driving angle and the current lane information, and transmits it to the steering system;

S23: The steering system corrects the driving angle of the current vehicle according to the angle correction value to keep it running in the current lane.

Further, the above-mentioned step S3 specifically includes the following steps:

S31: Set the wheel speed acquisition frequency, the wheel speed sensor acquires the current vehicle speed information at the wheel speed acquisition frequency and transmits it to the electronic control unit, and the electronic control unit determines whether the current vehicle speed is greater than the first set speed threshold, and if so, go to step S32 , otherwise go directly to step S4;

S32: Obtain the first rear vehicle distance information behind the current vehicle through a camera or radar and transmit it to the electronic control unit;

S33: The electronic control unit determines whether the current vehicle speed is greater than or equal to the second set speed threshold, and whether the distance between the current vehicle and the first rear vehicle is less than the second set distance threshold, if both, maintain the current vehicle driving state and return to step S31, if no, send an instruction to the braking system to control the current vehicle to decelerate and return to step S31.

Further, the above-mentioned step S4 specifically includes:

S41: Obtain the side lane information of the current vehicle through the camera or radar, and the electronic control unit judges whether the current vehicle is in the most side lane according to the side lane information, if not, then go to step S42, if so, go directly to step S5;

S42: Obtain the second rear vehicle distance information and pedestrian distance information of the current vehicle side lane through the camera or radar, and the electronic control unit determines whether the distance between the second rear vehicle or pedestrian and the current vehicle is less than the third set distance threshold, and if so, maintain The driving state of the current vehicle in the current lane, if otherwise, control the current vehicle to turn on the turn signal, send an instruction to the steering system to control the current vehicle to turn, and return to step S41;

Further, the above-mentioned first set speed threshold is 25-35km/h; the second set speed threshold is 35-45km/h, the second set distance threshold is 15-25m, or the second set speed threshold is 75～85km/h, the second set distance threshold is 45～55m; the third set distance threshold is 25～35m.

Further, the above-mentioned S5 specifically includes:

S51: The electronic control unit sends an instruction to the braking system, and the braking system controls the current vehicle to stop;

S52: The electronic control unit activates the electronic parking brake.

Further, if the determination result in the above-mentioned step S1 is yes, a message prompt for entering the auxiliary control mode is generated at the same time, and the current vehicle safety warning light is turned on.

Further, before entering step S2, the output torque of the steering assist system is reduced, and the operation termination condition is set. When the operation termination condition is reached, exit termination and enter step S2, and generate an exit assist control mode information prompt.

Further, the above-mentioned operation termination condition is the external torque threshold value received by the steering wheel of the current vehicle.

The invention also discloses a vehicle tire blowout safety auxiliary control system, which includes an electronic control unit, a tire pressure monitoring subsystem, a wheel speed monitoring subsystem, an environment monitoring subsystem, and an electronically controlled steering subsystem that are all electrically connected to the electronic control unit. , Electronic control brake subsystem, electronic parking subsystem;

The tire pressure monitoring subsystem is used to obtain the tire pressure information of the current vehicle tire and transmit it to the electronic control unit;

The wheel speed monitoring subsystem is used to obtain the current vehicle speed information and transmit it to the electronic control unit;

The environment monitoring subsystem is used to obtain the side lane information and the rear environment information of the current vehicle and transmit them to the electronic control unit;

The electronic control unit generates corresponding control instructions according to the received information;

The electronically controlled steering subsystem is used to control the steering of the current vehicle according to the control instructions of the electronic control unit;

The electronically controlled braking subsystem is used to control the braking of the current vehicle according to the control instructions of the electronic control unit;

The electronic parking subsystem is used to control the parking operation of the current vehicle according to the control instructions of the electronic control unit.

Compared with the prior art, the beneficial effects of the technical solution of the present invention are:

After judging a tire blowout, the present invention turns on the auxiliary control mode in time, obtains the current vehicle rear and side environmental information through the on-board camera or radar, and comprehensively judges the vehicle through the current vehicle speed information and the current vehicle rear and side distance information. Whether it is suitable to decelerate or turn to change lanes, so as to slowly decelerate and steer the vehicle to the side until it stops on the side of the road; after the auxiliary control mode starts, the driver will be prompted by a message that the driver is in the auxiliary control mode. When the driver continues to exert a large force on the steering wheel in an attempt to control the vehicle, a certain torque threshold can be set. After the torque threshold is exceeded, the auxiliary control mode will be exited, and the driver will take over the vehicle, thereby avoiding the situation that the auxiliary control system cannot be operated. occur.

Description of drawings

1 is a schematic flowchart of a vehicle tire burst safety auxiliary control method according to Embodiment 1 of the present invention;

FIG. 2 is a schematic block diagram of a vehicle tire burst safety auxiliary control system according to Embodiment 3 of the present invention.

Detailed ways

The accompanying drawings are for illustrative purposes only, and should not be construed as limitations on this patent;

In order to better illustrate this embodiment, some components in the drawings may be omitted, enlarged or reduced, which do not represent the size of the actual product; for those skilled in the art, some well-known structures and their descriptions in the drawings may be omitted. understandable. The positional relationships described in the drawings are only for exemplary illustration, and should not be construed as a limitation on the present patent.

The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms “upper”, “lower”, “left” and “right” The orientation or positional relationship indicated by "long" and "short" is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific Therefore, the terms describing the positional relationship in the accompanying drawings are only used for exemplary illustration, and should not be construed as a limitation on this patent. For those of ordinary skill in the art, they can understand according to specific circumstances. The specific meanings of the above terms.

Below by specific embodiment, and in conjunction with accompanying drawing, the technical scheme of the present invention is further described in detail:

Example 1

As shown in FIG. 1, the first embodiment of a vehicle tire blowout safety assistance control method is suitable for vehicles equipped with on-board radar, on-board camera, electronically controlled steering system, electronic steering assist system, electronically controlled braking system, tire pressure Vehicles with monitoring systems, wheel speed monitoring systems, electronic parking systems, and electronic control units, including the following steps:

S1: Acquire the tire pressure information of the tires of the current vehicle, and determine whether the tires of the current vehicle are abnormal according to the tire pressure information. If so, go to step S2, and if not, control the current vehicle to continue driving;

S2: Obtain the current lane information, and control the current vehicle to drive in the current lane;

S3: Obtain the current vehicle speed information and the rear environment information, and synthesize the vehicle speed information and the rear environment information to determine whether deceleration is required, and if so, control the current vehicle to decelerate, if not, control the current vehicle to maintain the current vehicle speed;

S4: Obtain the side lane environment information of the current vehicle and determine whether the current vehicle is in the most side lane. If not, control the steering of the current vehicle based on the vehicle speed information and the side lane information, and if so, go directly to step S5;

S5: Control the current vehicle to perform a parking operation.

Step S1 in this embodiment specifically includes:

S11: Set the tire pressure drop rate threshold or tire pressure threshold, and set the tire pressure acquisition frequency; wherein the tire pressure acquisition frequency can be 20 times/second, of course, this is only a reference example, and should not be understood as a limitation to this solution;

S12: Obtain the tire pressure of the current vehicle tire through the tire pressure sensor at the set tire pressure acquisition frequency, and transmit it to the electronic control unit;

S13: The electronic control unit calculates the difference between two adjacent tire pressures, and divides the difference by the tire pressure acquisition frequency to obtain the tire pressure drop rate;

S14: The electronic control unit judges whether the tire pressure drop rate is greater than the tire pressure drop rate threshold, or judges whether the tire pressure in step S12 is less than the tire pressure threshold, if so, go to step S2, if not, exit the current step.

The calculation of the current normal driving route of the vehicle in step S2 in this embodiment specifically includes:

S21: Set the lane information acquisition frequency, acquire the current lane information where the current vehicle is located through the camera or radar and transmit it to the electronic control unit, and the electronic control unit calculates and obtains the actual driving angle of the current vehicle according to the current lane information; wherein, the lane information acquisition frequency It can be set according to the actual situation, which is not limited here;

S22: The electronic control unit calculates the angle correction value according to the actual driving angle and the current lane information, and transmits it to the steering system;

S23: The steering system corrects the driving angle of the current vehicle according to the angle correction value to keep it running in the current lane.

In this way, the directional stability control of the vehicle after the tire blowout can be carried out first, so as to avoid the secondary accident from running out of control and deviating from the original lane.

Step S3 in this embodiment specifically includes the following steps:

S31: Set the wheel speed acquisition frequency, the wheel speed sensor acquires the current vehicle speed information at the wheel speed acquisition frequency and transmits it to the electronic control unit, and the electronic control unit determines whether the current vehicle speed is greater than the first set speed threshold, and if so, go to step S32 , if otherwise, go directly to step S4; wherein, the wheel speed acquisition frequency can be determined according to the actual situation, which is not limited here;

S32: Obtain the first rear vehicle distance information behind the current vehicle through a camera or radar and transmit it to the electronic control unit;

S33: The electronic control unit determines whether the current vehicle speed is greater than or equal to the second set speed threshold, and whether the distance between the current vehicle and the first rear vehicle is less than the second set distance threshold, if both, maintain the current vehicle driving state and return to step S31, if no, send an instruction to the steering system to control the current vehicle to decelerate and return to step S31;

In this way, the current vehicle speed can be reduced to or below the first set speed threshold, so as to avoid excessively high vehicle speed in subsequent steering lane changes, and ensure the safety of lane changes.

Step S4 in this embodiment specifically includes:

S41: Obtain the side lane information of the current vehicle through the camera or radar, and the electronic control unit judges whether the current vehicle is in the most side lane according to the side lane information, if not, then go to step S42, if so, go directly to step S5;

S42: Obtain the distance information of the second rear vehicle and the distance information of the pedestrian behind the side lane of the current vehicle through the camera or the radar, and the electronic control unit determines whether the distance between the second rear vehicle or the pedestrian and the current vehicle is less than the third set distance threshold, if so, then Maintain the driving state of the current vehicle in the current lane, otherwise control the current vehicle to turn on the turn signal, and send an instruction to the steering system to control the current vehicle to turn and return to step S41; this can make the vehicle slowly change lanes to the farthest side, and then execute the Appropriate safe operation.

In this embodiment, the first set speed threshold is 30km/h; the second set speed threshold is 40km/h, the second set distance threshold is 20m, and the third set distance threshold is 30m. Of course, this is only a preferred implementation. During the specific implementation, all the thresholds can be adjusted accordingly according to the actual situation. The selectable range of the set speed threshold is 35-45km/h, the selectable range of the second set distance threshold is 15-25m, and the selectable range of the third set distance threshold is 25-35m.

S5 in this embodiment specifically includes:

S51: The electronic control unit sends an instruction to the braking system, and the braking system controls the current vehicle to stop;

S52: The electronic control unit activates the electronic parking brake. Make the vehicle stop smoothly, and the occupants in the vehicle can be evacuated in time.

If the determination result in step S1 in this embodiment is yes, a message prompting entering the auxiliary control mode is generated at the same time, the current vehicle safety warning light is turned on, and the surrounding vehicles are reminded to make emergency response at any time.

Since all the assisted driving modes are executed by computer programs, under special circumstances, the computer program cannot make correct judgments and may require manual intervention in time. Therefore, before entering step S2, reduce the output torque of the electronic steering assist system and set the operation Termination condition, when the operation termination condition is reached, exit termination and enter step S2, and generate an exit auxiliary control mode information prompt.

Wherein, the information prompt for entering or exiting the auxiliary control mode may be one or several combinations of sound, text, light, vibration, image, and the like.

The operation termination condition in this embodiment is the external torque threshold value received by the steering wheel of the current vehicle, wherein the external torque threshold value can be adjusted according to the actual situation of the vehicle, which is not limited here.

The side direction in this embodiment can be determined according to the traffic rules of the region to which the vehicle belongs. The region driving on the right is the right side, and the region driving on the left is the left side. This is the technical common sense known to those skilled in the art, here No further details.

In this embodiment, after judging that the tire of the car is punctured, the auxiliary control mode is turned on in time, and the current vehicle rear and side environmental information is obtained through the on-board camera or radar, and the current vehicle speed information and the current vehicle rear and side distance information are used to comprehensively judge. Whether the vehicle is suitable to slow down or swerve to change lanes so that the vehicle is slowly decelerated and steered to the side until it comes to a stop on the side of the road.

In this embodiment, after the operation of the auxiliary control mode starts, the driver is prompted by a message that the driver is in the auxiliary control mode. If the driver continues to exert a large force on the steering wheel in an attempt to control the vehicle at this time, a certain torque threshold can be set. After the torque threshold, the auxiliary driving mode is exited, and the driver takes over the vehicle, so as to avoid the situation that the auxiliary control system cannot be operated; the method of the present invention can greatly improve the safety of emergency treatment after a tire blowout, and avoid the need for manual operation. Improperly caused secondary accident.

Example 2

The only difference between this embodiment and the first embodiment is that in this embodiment, the second set speed threshold range is 75-85km/h, preferably 80km/h; the second set distance threshold range is 45-55m, preferably is 50m.

Example 3

As shown in FIG. 2, an embodiment of a vehicle tire blowout safety auxiliary control system is used to realize the vehicle tire blowout safety auxiliary control method described in Embodiment 1 or Embodiment 2, including an electronic control unit, and an electronic control unit and an electronic control unit. The unit is electrically connected to a tire pressure monitoring subsystem, a wheel speed monitoring subsystem, an environmental monitoring subsystem, an electronically controlled steering subsystem, an electronically controlled braking subsystem, and an electronic parking subsystem.

Among them, the tire pressure monitoring subsystem is used to obtain the tire pressure information of the current vehicle tires and transmit it to the electronic control unit;

The wheel speed monitoring subsystem is used to obtain the current vehicle speed information and transmit it to the electronic control unit;

The environment monitoring subsystem is used to obtain the current vehicle rear environment information and side lane information and transmit them to the electronic control unit;

The electronic control unit calculates and obtains the deceleration command, steering command or parking command according to the received information, and transmits it to the electronically controlled braking system or electronically controlled steering system or electronic parking subsystem respectively;

The electronically controlled steering subsystem is used to control the steering of the current vehicle according to the control instructions of the electronic control unit;

The electronically controlled braking subsystem is used to control the braking of the current vehicle according to the control instructions of the electronic control unit;

The electronic parking subsystem is used to control the parking operation of the current vehicle according to the control instructions of the electronic control unit.

In this embodiment, the environment monitoring subsystem includes a radar and a camera.

This embodiment also includes an electronic steering assist subsystem electrically connected to the electronic control unit.

The electronically controlled steering subsystem in this embodiment is provided with a force sensor for monitoring the external torque received by the steering wheel.

The present invention is described with reference to the flowcharts or block diagrams of the methods, devices (systems), and computer program products of the embodiments of the present application, and it should be understood that each process or block in the flowcharts or block diagrams can be implemented by computer program instructions, and A combination of processes or blocks in a flowchart or block diagram. These computer program instructions may be provided to the processor of a general purpose computer, special purpose computer, embedded processor or other programmable data processing device to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing device produce Means for implementing the functions specified in a flow or flow of a flowchart and/or a block or blocks of a block diagram.

Obviously, the above-mentioned embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those of ordinary skill in the art, changes or modifications in other different forms can also be made on the basis of the above description. There is no need and cannot be exhaustive of all implementations here. Any modifications, equivalent replacements and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims (9)

1. a vehicle tire burst safety auxiliary control method, is characterized in that, comprises: S1: Acquire the tire pressure information of the tires of the current vehicle, and determine whether the tires of the current vehicle are abnormal according to the tire pressure information, if so, go to step S2, and if not, control the current vehicle to continue driving; S2: Obtain the current lane information, and control the current vehicle to drive in the current lane; S3: Acquire current vehicle speed information and rear environment information, and synthesize the vehicle speed information and rear environment information to determine whether deceleration is required, if so, control the current vehicle to decelerate, if not, control the current vehicle to maintain the current vehicle speed; S4: Acquire the side lane environment information of the current vehicle and determine whether the current vehicle is in the most side lane, if not, control the current vehicle steering based on the vehicle speed information and the side lane information, if yes, directly go to step S5; S5: Control the current vehicle to perform a parking operation; The step S3 specifically includes the following steps: S31: Set the wheel speed acquisition frequency, the wheel speed sensor acquires the current vehicle speed information at the wheel speed acquisition frequency and transmits it to the electronic control unit, and the electronic control unit judges whether the current vehicle speed is greater than the first set speed threshold, and if so Then go to step S32, otherwise go to step S4 directly; S32: Obtain the first rear vehicle distance information behind the current vehicle through a camera or radar and transmit it to the electronic control unit; S33: The electronic control unit determines whether the current vehicle speed is greater than or equal to the second set speed threshold, and whether the distance between the current vehicle and the first rear vehicle is less than the second set distance threshold, if both are, maintain the current vehicle driving state and Returning to step S31 , if no, sending an instruction to the braking system to control the current vehicle to decelerate and returning to step S31 . 2. A vehicle tire burst safety assistance control method according to claim 1, wherein the step S1 specifically comprises: S11: Set the tire pressure drop rate threshold or tire pressure threshold, and set the tire pressure acquisition frequency; S12: Obtain the tire pressure of the current vehicle tire through the tire pressure sensor at the set tire pressure acquisition frequency, and transmit it to the electronic control unit; S13: The electronic control unit calculates the difference between two adjacent tire pressures, and divides the difference by the tire pressure acquisition frequency to obtain the tire pressure drop rate; S14: The electronic control unit judges whether the tire pressure drop rate is greater than the tire pressure drop rate threshold, or judges whether the tire pressure in step S12 is less than the tire pressure threshold, if so, go to step S2, if not, exit the current step. 3. a kind of vehicle tire burst safety auxiliary control method according to claim 1, is characterized in that, step S2 specifically comprises: S21: Set the lane information acquisition frequency, acquire the current lane information where the current vehicle is located by using the lane information acquisition frequency through the camera or radar, and transmit it to the electronic control unit, and the electronic control unit calculates and obtains the actual driving angle of the current vehicle according to the current lane information ; S22: The electronic control unit calculates the angle correction value according to the actual driving angle and the current lane information, and transmits it to the steering system; S23: The steering system corrects the driving angle of the current vehicle according to the angle correction value, so that it keeps driving in the current lane. 4. a kind of vehicle tire burst safety assistance control method according to claim 1, is characterized in that, described step S4 specifically comprises: S41: Obtain the side lane information of the current vehicle through the camera or radar, and the electronic control unit judges whether the current vehicle is in the most side lane according to the side lane information, if not, proceed to step S42, if yes, directly proceed to step S5 ; S42: Obtain the second rear vehicle distance information and the pedestrian distance information behind the current vehicle side lane through a camera or a radar, and the electronic control unit determines whether the distance between the second rear vehicle or pedestrian and the current vehicle is less than a third set distance threshold, If so, maintain the current vehicle driving state in the current lane, otherwise control the current vehicle to turn on the turn signal, send an instruction to the steering system to control the current vehicle to turn, and return to step S41. 5. The vehicle tire blowout safety assistance control method according to claim 4, wherein the first set speed threshold is 25-35km/h; the second set speed threshold is 35-45km /h, the second set distance threshold is 15-25m; or the second set speed threshold is 75-85km/h, the second set distance threshold is 45-55m; the third set speed threshold is 45-55m; The fixed distance threshold is 25-35m. 6. A kind of vehicle tire burst safety assistance control method according to claim 5, is characterized in that, step S5 specifically comprises: S51: The electronic control unit sends an instruction to the braking system, and the braking system controls the current vehicle to stop; S52: The electronic control unit activates the electronic parking brake. 7. A vehicle tire burst safety assistance control method according to claim 1, characterized in that, in the step S1, if the judgment result is yes, then simultaneously generate an information prompt for entering an auxiliary control mode, and turn on the current vehicle safety warning light . 8. A vehicle tire burst safety assistance control method according to claim 7, characterized in that, before entering step S2, the output torque of the steering assist system is reduced, and an operation termination condition is set, and when the operation termination condition is reached, Then the exit is terminated and goes to step S2, and an information prompt for exiting the auxiliary control mode is generated. 9. A system for realizing the vehicle tire burst safety assistance control method according to any one of claims 1 to 8, characterized by comprising an electronic control unit and a tire pressure electrically connected to the electronic control unit Monitoring subsystem, wheel speed monitoring subsystem, environmental monitoring subsystem, electronically controlled steering subsystem, electronically controlled braking subsystem, and electronic parking subsystem; The tire pressure monitoring subsystem is used to obtain the tire pressure information of the current vehicle tire and transmit it to the electronic control unit; The wheel speed monitoring subsystem is used to obtain the current vehicle speed information and transmit it to the electronic control unit; The environment monitoring subsystem is used to acquire the side lane information and the rear environment information of the current vehicle and transmit them to the electronic control unit; The electronic control unit generates corresponding control instructions according to the received information; The electronically controlled steering subsystem is used to control the steering of the current vehicle according to the control instructions of the electronic control unit; The electronically controlled braking subsystem is used to control the braking of the current vehicle according to the control instruction of the electronic control unit; The electronic parking subsystem is used for controlling the parking operation of the current vehicle according to the control instruction of the electronic control unit.

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