Tire monitoring method, device, vehicle and storage medium

Abstract

The present application provides a tire monitoring method, device, vehicle and storage medium. The method includes: determining a first parameter of each tire of the vehicle under a first driving condition, the first parameter including the current depth of the tire pattern; obtaining a second parameter of each tire of the vehicle under the first driving condition, the second parameter including tire pressure and / or temperature; determining whether each tire has a risk of tire blowout based on the first parameter and the second parameter of each tire. The present application can improve the accuracy of determining whether a tire has a risk of tire blowout, provide the driver with an accurate warning of the risk of tire blowout, and thus better ensure the safety of people and vehicles.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a tire monitoring method, device, vehicle and storage medium. Background Art

[0002] Tires are important power transmission components of automobiles, which directly affect the safety of automobile driving. If a tire bursts during driving, it will directly affect the operational stability of the vehicle and may endanger the personal safety of the driver and passengers. The load capacity and compressive strength of abnormal tires (such as tires with excessive wear and low air pressure) are much lower than those of normal tires. In addition, due to factors such as high temperature, speeding and bumpy roads, abnormal tires are prone to bursting during driving, causing traffic accidents, which may endanger lives in serious cases.

[0003] Based on the above problems, it is necessary to monitor the vehicle tires so that the driver can be reminded in time when there is a safety hazard in the tires. The relevant tire monitoring method monitors the tire pressure of each tire through an active tire pressure monitor, and then displays the monitored real-time tire pressure on the vehicle display screen so that the driver can understand the tire pressure of the vehicle tire, so as to remind the driver in time when the tire pressure is abnormal.

[0004] It can be seen that the tire monitoring method in the related art is only implemented by monitoring the tire pressure through an active tire pressure monitor, and the active tire pressure monitor only monitors the tire pressure. The driver cannot judge whether there is a safety hazard (such as a tire blowout) based on the tire pressure. Summary of the invention

[0005] The present application provides a tire monitoring method, device, vehicle and storage medium, which can accurately determine whether a tire has a risk of tire blowout.

[0006] In a first aspect, the present application provides a tire monitoring method, including: determining a first parameter of each tire of a vehicle under a first driving condition, the first parameter including a current depth of the tire tread; obtaining a second parameter of each tire of the vehicle under the first driving condition, the second parameter including tire pressure and / or temperature; and determining whether each tire has a risk of tire blowout based on the first parameter and the second parameter of each tire.

[0007] Compared with the method of monitoring tire pressure only by active tire pressure monitor in related art, in the embodiment of the present application, whether there is a risk of tire blowout for each tire is determined according to the current depth of each tire tread and the tire pressure and / or temperature of each tire. Since the risk of tire blowout is determined based on the tire pressure and / or temperature of each tire combined with the current depth of each tire tread, the above tire monitoring method can provide the driver with a more accurate tire blowout risk warning, thereby better ensuring the safety of people and vehicles.

[0008] In a possible implementation, the above-mentioned calculation of the first parameter of each tire of the vehicle includes: obtaining the driving speed of the vehicle under the first driving condition and the angular velocity of each tire; calculating the rolling radius of each tire according to the driving speed and the angular velocity of each tire; and determining the current depth of each tire pattern according to the rolling radius of each tire.

[0009] In a possible implementation, the above-mentioned determining the current depth of each tire pattern based on the rolling radius of each tire includes: calculating the current depth of the first tire pattern based on the rolling radius and initial radius of the first tire, the first tire is any tire of the vehicle, the rolling radius is the actual radius of the first tire under the first driving condition, and the initial radius is the radius of the first tire when there is no wear under the first driving condition.

[0010] In a possible implementation, the above-mentioned calculating the current depth of the first tire pattern based on the rolling radius and the initial radius of the first tire includes: calculating the difference between the rolling radius and the initial radius of the first tire; calculating the current depth of the first tire pattern based on the above-mentioned difference, the initial depth and the safety wear mark depth, the initial depth being the depth of the pattern when the first tire is not worn, and the safety wear mark depth being the depth corresponding to the safety wear mark protruding from the bottom of the first tire pattern.

[0011] In a possible implementation, determining whether each tire has a risk of tire blowout based on the first parameter and the second parameter of each tire includes: determining the risk level of each tire of tire blowout based on the first parameter, the second parameter and a preset risk range of tire blowout.

[0012] In a possible implementation, the method further includes: determining a correction parameter according to the first driving condition and the standard driving condition, and correcting the first parameter of each tire based on the correction parameter. Determining whether each tire has a risk of tire blowout according to the first parameter and the second parameter of each tire includes: determining whether each tire has a risk of tire blowout according to the second parameter of each tire and the corrected first parameter.

[0013] In some embodiments, in a tire blowout risk determination process, multiple first parameters are determined and multiple second parameters are obtained. The above-mentioned determination of whether each tire has a tire blowout risk based on the first parameters and the second parameters of each tire includes: fitting the above-mentioned multiple first parameters to obtain fitted first parameters; fitting the above-mentioned multiple second parameters to obtain fitted second parameters; and determining whether each tire has a tire blowout risk based on the fitted first parameters and the fitted second parameters.

[0014] In a second aspect, the present application provides a tire monitoring device, comprising: a first parameter determination module, used to determine a first parameter of each tire of the vehicle under a first driving condition, the first parameter including a current depth of the tire pattern; a second parameter acquisition module, used to acquire a second parameter of each tire of the vehicle under the first driving condition, the second parameter including tire pressure and / or temperature; a tire blowout risk determination module, used to determine whether each tire has a tire blowout risk based on the first parameter and the second parameter of each tire.

[0015] In one possible implementation, the first parameter determination module may include: an acquisition unit, used to acquire the vehicle's driving speed and the angular velocity of each tire under the first driving condition; a calculation unit, used to calculate the rolling radius of each tire based on the driving speed and the angular velocity of each tire; and a determination unit, used to determine the current depth of each tire pattern based on the rolling radius of each tire.

[0016] In a possible implementation, the above-mentioned determination unit is specifically used to calculate the current depth of the first tire pattern based on the rolling radius and initial radius of the first tire, the first tire is any tire of the vehicle, the rolling radius is the actual radius of the first tire under the first driving condition, and the initial radius is the radius of the first tire when it is not worn.

[0017] In one possible implementation, the determination unit is specifically used to: calculate the difference between the rolling radius and the initial radius of the first tire; calculate the current depth of the first tire pattern based on the difference, the initial depth and the safety wear mark depth, the initial depth being the depth of the pattern when the first tire is not worn, and the safety wear mark depth being the depth corresponding to the safety wear mark protruding from the bottom of the first tire pattern.

[0018] In a possible implementation, the tire blowout risk determination module is specifically configured to determine the tire blowout risk level of each tire according to the first parameter, the second parameter and a preset risk parameter range of each tire.

[0019] In a possible implementation, the tire monitoring device may further include: a correction module, configured to determine a correction parameter according to the first driving condition and the standard driving condition, and to correct the first parameter of each tire based on the correction parameter. The tire blowout risk determination module is specifically configured to determine whether each tire has a tire blowout risk according to the second parameter of each tire and the corrected first parameter.

[0020] In a possible implementation, in a tire blowout risk determination process, multiple first parameters are determined and multiple second parameters are obtained. The tire blowout risk determination module is specifically used to determine whether each tire has a tire blowout risk according to the multiple first parameters and multiple second parameters of each tire.

[0021] In a third aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the steps of the method described in the first aspect or any possible implementation of the first aspect are implemented.

[0022] In a fourth aspect, the present application provides a tire monitoring system, comprising a vehicle speed measurement unit, a wheel speed detection unit, a tire pressure monitoring unit and a central controller, wherein the vehicle speed measurement unit, the wheel speed detection unit and the tire pressure monitoring unit are communicatively connected to the central controller; the vehicle speed measurement unit is used to measure the vehicle's driving speed, the wheel speed detection unit is used to measure the angular velocity of each tire, and the tire pressure monitoring unit is used to detect the tire pressure and / or temperature of each tire; the central controller comprises a storage medium, the storage medium stores a computer program, and when the computer program is run, the steps of the method described in any possible implementation of the first aspect are implemented.

[0023] In a fifth aspect, an embodiment of the present application provides a vehicle, which includes the electronic device as described in the third aspect, or the vehicle includes the tire monitoring system as described in the fourth aspect.

[0024] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method described in the first aspect or any possible implementation method of the first aspect are implemented.

[0025] In a seventh aspect, an embodiment of the present application provides a computer program product having a program code, and when the program code runs in a corresponding processor, controller, computing device or electronic device, the steps in any of the above tire monitoring method embodiments are executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0027] Figure 1 is an application scenario diagram of the tire monitoring method provided in an embodiment of the present application;

[0028] Figure 2 is a flowchart of the implementation of the tire monitoring method provided in the embodiment of the present application;

[0029] Figure 3is a flowchart of the implementation of the tire monitoring method provided in the embodiment of the present application;

[0030] Figure 4 is a schematic diagram of the structure of a tire monitoring device provided in an embodiment of the present application;

[0031] Figure 5 is a structural schematic diagram of a tire monitoring system provided in an embodiment of the present application;

[0032] Figure 6 It is a schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0034] In order to make the purpose, technical solutions and advantages of the present application clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0035] Figure 1 This is an application scenario diagram of the tire monitoring method provided in the embodiment of the present application. Figure 1 As shown in the figure, as the vehicle mileage increases, the tire will wear to a certain extent, resulting in a decrease in the depth of the tire pattern. When the vehicle is driving on the road, the tire pressure and temperature will also increase, and the higher the speed, the higher the tire pressure and temperature. When the degree of tire wear, tire pressure and temperature reach a certain range, there is a risk of tire blowout.

[0036] In this embodiment, when the vehicle's driving conditions meet certain conditions, the tire tread depth, tire pressure and / or temperature can be obtained, and whether each tire has a risk of a tire blowout can be determined based on the tire tread depth, tire pressure and / or temperature. Afterwards, the tire blowout risk warning can be issued to the driver through the instrument in front of the vehicle's driving seat. In addition, the above tire blowout risk warning can also be sent to a user terminal bound to the vehicle.

[0037] See also Figure 2 , which shows a flowchart of the implementation of the tire monitoring method provided in the embodiment of the present application, which is described in detail as follows:

[0038] In step 201, a first parameter of each tire of the vehicle under a first driving condition is determined, the first parameter including a current depth of the tire tread.

[0039] Among them, the depth of the tire pattern can reflect the degree of tire wear. When the degree of tire wear is more serious, the risk of tire blowout will increase accordingly. Therefore, the depth of the tire pattern can be used as one of the factors to judge the risk of tire blowout.

[0040] In the embodiment of the present application, in step 201, the current depth of each tire tread can be determined by a variety of methods.

[0041] In some embodiments, the current depth of each tire pattern can be determined based on the rolling radius, initial radius and initial depth of the pattern of each tire under the first driving condition. Generally, after driving, the tire will be worn to a certain extent, which will cause the depth of the pattern to decrease, and the rolling radius of the tire will decrease accordingly. Therefore, based on the rolling radius, initial radius and initial depth of the pattern of the tire, the current depth of each tire pattern can be calculated.

[0042] In some other embodiments, the current depth of each tire pattern can be determined by a tire pattern depth measurement device. For example, under the first driving condition, images of each tire are collected, and the tire pattern is reconstructed in three dimensions to obtain the three-dimensional point coordinates of multiple points on the tire tread and the bottom of the pattern groove. Then, the distance from the tread to the bottom of the pattern groove is calculated based on the above three-dimensional point coordinates to obtain the current depth of the tire pattern.

[0043] In some other embodiments, the current depth of each tire tread can be determined by a neural network model. For example, in a first driving condition, images of each tire are collected, and then the images of each tire are input into a trained neural network model, and the current depth of the tire tread is output.

[0044] The first driving condition may be a factory-set driving condition or a driving condition set by a user according to actual needs. For example, the user sets a driving condition that is more suitable for the user's vehicle based on the actual driving conditions of the vehicle and the driving condition setting suggestions given by the manufacturer. It is understandable that the driving condition set by the user when driving on national highways may be different from the driving condition set when driving on expressways.

[0045] In one scenario, the first driving condition may include: the vehicle speed is within a first preset range, and no manual operation such as ESC (body stability control) action signal, brake pedal signal, accelerator pedal signal, steering wheel input signal, gear shift signal, or ADAS (Advanced Driving Assistance System) braking signal or acceleration signal is detected.

[0046] In another scenario, the first driving condition may include: the vehicle speed is within a first preset range, the steering wheel angle is less than a first threshold, the first direction acceleration is within a second preset range, the second direction acceleration is within a third preset range, and the slope of the current driving road is less than a second threshold. The first direction may be the vehicle driving direction, which is consistent with the road direction. The second direction is perpendicular to the first direction, for example, when the steering wheel is turned, the vehicle will have acceleration in the second direction.

[0047] In a possible implementation, a correction parameter may be determined according to the first driving condition and the standard driving condition, and the first parameter of each tire may be corrected based on the correction parameter. In a subsequent step, whether the tire has a risk of tire blowout may be determined according to the second parameter and the corrected first parameter.

[0048] It has been verified through experiments that it is more accurate to determine the risk of tire blowout based on the first parameter determined under the standard driving condition. However, it is difficult to ensure long-term driving under the standard driving condition during actual vehicle driving. Therefore, the first parameter can be determined under the first driving condition that is closer to the standard driving condition, and then a correction parameter can be determined based on the first driving condition and the standard driving condition, and the first parameter can be corrected by the correction parameter.

[0049] Exemplarily, the above-mentioned determination of correction parameters based on the first driving condition and the standard driving condition may include: obtaining the influence weight of each parameter in the driving condition on the first parameter; calculating the ratio of each parameter in the first driving condition to that in the standard driving condition; calculating the product of each ratio and the corresponding influence weight to obtain the correction parameter.

[0050] For example, the influence weight of the vehicle speed is x1, the influence weight of the steering wheel angle is x2, the influence weight of the acceleration is x3, the influence weight of the slope of the current driving road is x4, and x1+x2+x3+x4=1. The vehicle speed in the first driving condition is v 11 , the steering wheel angle is ω 11 , the acceleration is a 11 , the slope of the current road is θ 11 ; The vehicle speed in the standard driving condition is v 12 , the steering wheel angle is ω 12 , the acceleration is a 12 , the slope of the current road is θ 12 Then, the correction parameter α can be

[0051] Exemplarily, the correcting the first parameter of each tire based on the correction parameter may include: multiplying the first parameter by the correction parameter to obtain a corrected first parameter.

[0052] In step 202, a second parameter of each tire of the vehicle under a first driving condition is obtained, where the second parameter includes tire pressure and / or temperature.

[0053] Among them, the tire pressure and temperature can reflect the safety of the tire. If the tire pressure and temperature of the tire exceed the safe range, the tire will also be at risk of blowout. Among them, when the tire pressure is low, it is easy to cause the local temperature of the edge point inside the tire to rise too quickly, which may cause the rubber to separate from the tire cord, resulting in a tire blowout. In addition, during the driving process of the vehicle, as the speed increases, the tire pressure and temperature will also increase accordingly, which may also cause a tire blowout. Therefore, the embodiment of the present application uses the tire pressure and / or temperature as one of the factors for judging the risk of tire blowout.

[0054] Exemplarily, the tire pressure and temperature of the tire may be obtained through a tire pressure monitoring unit. For example, the tire pressure monitoring unit may be an active tire pressure detector. The active tire pressure detector may include a tire pressure sensor and a temperature sensor, and the tire pressure is obtained through the tire pressure sensor, and the temperature of the tire is obtained through the temperature sensor.

[0055] After detecting that the current driving condition of the vehicle satisfies the first driving condition and the time since the last tire blowout risk determination exceeds the preset time, the steps of the tire monitoring method can be executed. Alternatively, after detecting that the current driving condition of the vehicle satisfies the first driving condition and the driving distance since the last tire blowout risk determination exceeds the preset distance, the steps of the tire monitoring method can be executed.

[0056] For example, step 201 and step 202 may be performed simultaneously under the first driving condition. Alternatively, step 201 may be performed first and then step 202 under the first driving condition. Alternatively, step 202 may be performed first and then step 201 under the first driving condition. Generally, in a tire blowout risk determination process, the execution time of step 201 and the execution time of step 202 should not be too long apart, otherwise the tire blowout risk determination result may be inaccurate.

[0057] In step 203, it is determined whether each tire has a risk of tire blowout based on the first parameter and the second parameter of each tire.

[0058] In some embodiments, a tire blowout risk range may be pre-set. If the first parameter and the second parameter are within the tire blowout risk range, it is determined that the tire has a tire blowout risk. If the first parameter and the second parameter are not within the tire blowout risk range, it is not determined that the tire has a tire blowout risk.

[0059] In one possible implementation, the above tire blowout risk range may include a tire tread depth range, a tire pressure range, and a tire temperature range. The tire tread depth range, the tire pressure range, and the tire temperature range all represent parameter ranges where the tire has a risk of a blowout.

[0060] In one scenario, if the current depth of the tire tread is within the above tire tread depth range, the tire pressure is within the above tire pressure range, and the tire temperature is within the above tire temperature range, then it is determined that the tire has a risk of puncture. If the current depth of the tire tread is not within the above tire tread depth range, or the tire pressure is not within the above tire pressure range, or the tire temperature is not within the above tire temperature range, then it is not determined that the tire has a risk of puncture.

[0061] In another scenario, if two of the current depth of the tire tread, the tire pressure, and the tire temperature are within corresponding ranges, it can be determined that the tire has a risk of blowout.

[0062] Exemplarily, the tire tread depth range may be 2.5 mm (millimeter) to 1 mm (millimeter), the tire temperature range may be 60° to 90°, and the tire pressure range may be less than 2.3 bar (bar) or greater than 2.5 bar (bar).

[0063] It should be noted that the tire tread depth range, tire pressure range, and tire temperature range given in the above examples are only exemplary, and those skilled in the art may adjust them according to actual conditions. For example, for tires of different manufacturers or models, the above tire tread depth range, tire pressure range, and tire temperature range may be adjusted.

[0064] In some embodiments, the tire blowout risk level of each tire can be determined based on the first parameter and the second parameter of each tire and the preset tire blowout risk range. For example, the tire blowout risk level can be divided into a high risk level, a medium risk level and a low risk level.

[0065] In one scenario, if the current depth of the tire pattern is within the above tire pattern depth range, the tire pressure is within the above tire pressure range, and the tire temperature is within the above tire temperature range, the tire blowout risk level is determined to be a high risk level. If two of the current depth of the tire pattern, the tire pressure, and the tire temperature are within the corresponding range, the tire blowout risk level is determined to be a medium risk level. If one of the current depth of the tire pattern, the tire pressure, and the tire temperature is within the corresponding range, the tire blowout risk level is determined to be a low risk level.

[0066] Different tire blowout risk warning methods can be adopted for different risk levels. For example, for low risk levels, the risk of tire blowout can be displayed once in the vehicle instrument at a first interval (e.g., 60 seconds), and the tire blowout risk information can be sent to the user terminal. For medium risk levels, the risk of tire blowout can be displayed once in the vehicle instrument at a second interval, and the tire blowout risk information can be sent to the user terminal, and the second time (e.g., 30 seconds) is less than the first time (e.g., 60 seconds). For high risk levels, the risk of tire blowout can be displayed once in the vehicle instrument at a third interval, and the tire blowout risk information can be sent to the user terminal, and the third time (e.g., 15 seconds) is less than the second time (e.g., 30 seconds).

[0067] In some embodiments, sound signals can be used as one of the tire blowout risk warning methods. For example, when it is determined that there is a tire blowout risk, a tire blowout risk warning can be issued to the driver by playing a specific audio message, or a tire blowout risk warning can be issued to the driver through the vehicle instrument and the specific audio message at the same time.

[0068] In one implementation, in a tire blowout risk determination process, multiple first parameters may be determined in step 201, and multiple second parameters may be obtained in step 202. Correspondingly, step 203 may include: fitting the multiple first parameters to obtain fitted first parameters; fitting the multiple second parameters to obtain fitted second parameters; and determining whether each tire has a tire blowout risk based on the fitted first parameters and the fitted second parameters. By fitting the multiple first parameters and the multiple second parameters, the accuracy of tire blowout risk determination can be further improved.

[0069] The embodiment of the present application determines whether each tire has a risk of tire blowout through the current depth of each tire tread and the tire pressure and / or temperature of each tire. Compared with the method of monitoring tire pressure only through an active tire pressure monitor in the related art, the embodiment of the present application determines the risk of tire blowout based on the tire pressure and / or temperature of each tire combined with the current depth of each tire tread, and can provide the driver with a more accurate tire blowout risk warning, thereby better ensuring the safety of people and vehicles.

[0070] Figure 3 The following is a flowchart of the tire monitoring method according to an embodiment of the present application, which is described in detail as follows:

[0071] In step 301, when the time condition or the distance condition meets the requirement, the current driving condition of the vehicle is obtained.

[0072] The time condition is satisfied when the time between the current time and the last tire blowout risk determination exceeds a preset time, and the distance condition is satisfied when the driving distance after the last tire blowout risk determination exceeds a preset distance. That is, when the time condition or the distance condition is satisfied, it is necessary to perform tire blowout risk determination for each tire in turn.

[0073] In step 302, it is determined whether the current driving condition meets the first driving condition.

[0074] If the current driving condition meets the first driving condition, step 303 is executed; if the current driving condition does not meet the first driving condition, prepare for the next tire blowout risk determination.

[0075] In step 303, the driving speed of the vehicle under the first driving condition, the angular velocity, tire pressure and temperature of each tire are obtained.

[0076] Exemplarily, the driving speed may be acquired through a GPS unit of a vehicle, or the speed may be acquired through a GPS unit of a user device, without limitation.

[0077] For example, the angular velocity ω of each tire can be calculated by the pulse signal output by the wheel speed sensor. The wheel speed sensor may include a probe and a gear ring synchronized with the wheel, so the pulse signal output by the wheel speed sensor can be collected, and the angular velocity ω of the tire under the first driving condition can be calculated by the formula ω=N*2π / (n*T), where N is the number of pulses, n is a constant related to the gear ring, and T is the time consumed to collect N pulses.

[0078] In addition, for the method of obtaining the tire pressure and temperature of the tire, please refer to the relevant content in step 202, which will not be repeated here.

[0079] In step 304, the rolling radius of each tire is calculated according to the driving speed and the angular velocity of each tire.

[0080] The rolling radius is the actual radius of each tire under the first driving condition. For example, the rolling radius of each tire can be calculated by the formula R=v / ω, where R is the rolling radius, v is the driving speed, and ω is the angular velocity of the tire.

[0081] In some embodiments, during a tire blowout risk determination process, multiple sets of data need to be collected, each set of data including a driving speed and an angular velocity of each tire. A rolling radius is calculated from each set of data, and then the calculated multiple rolling radii are subjected to fitting, weighted summation, and other processing to obtain a processed rolling radius, and each tire corresponds to a processed rolling radius. In this step, multiple rolling radii of each tire are subjected to fitting, weighted summation, and other processing to obtain a more accurate rolling radius, thereby improving the accuracy of tire blowout risk determination in subsequent steps.

[0082] In step 305, the current depth of each tire tread is determined according to the rolling radius of each tire.

[0083] Exemplarily, the current depth of the first tire pattern may be calculated according to the rolling radius and the initial radius of the first tire. The first tire is any tire of the vehicle, and the initial radius is the radius of the first tire when it is not worn under the first driving condition.

[0084] For example, calculate the difference between the rolling radius and the initial radius of the first tire, such as ΔR=R'-R, ΔR is the above difference, R is the rolling radius, and R' is the initial radius. Then, calculate the current depth of the first tire tread based on the above difference, the initial depth, and the safety wear mark depth. For example, D2=D1-TWI-ΔR, D1 is the initial depth of the first tire tread, D2 is the current depth of the first tire tread, and TWI is the safety wear mark depth. Among them, the initial depth is the depth of the pattern when the first tire is not worn, and the safety wear mark depth is the depth corresponding to the safety wear mark protruding from the bottom of the first tire tread.

[0085] In some embodiments, the current depth of each tire tread may be sent to the user terminal to remind the user to replace the tire in time. For example, the user terminal may determine whether the tire needs to be replaced based on the current depth of each tire tread and the model of each tire, and send a tire replacement reminder message to the user when the tire needs to be replaced.

[0086] The initial radius can be obtained through experiments. The initial radius is related to factors such as the vehicle's driving speed and the number of passengers in the vehicle. Therefore, multiple initial radii corresponding to factors such as the vehicle's driving speed and the number of passengers in the vehicle can be set. Exemplarily, an initial radius value table (as shown in Table 1) can be established, and the initial radius value table includes multiple groups of data, each group of data includes the corresponding driving speed, the number of passengers and the initial radius.

[0087] Table 1 Initial radius value table

[0088] Travel speed Number of passengers Initial Radius <![CDATA[v1]]> <![CDATA[l1]]> <![CDATA[R1′]]> <![CDATA[v2]]> <![CDATA[l2]]> <![CDATA[R2′]]> … … … <![CDATA[v m ]]> <![CDATA[l m ]]> <![CDATA[R m ′]]>

[0089] For example, if the vehicle's speed is v1 and the number of passengers is l1, then the corresponding initial radius is R1′; if the vehicle's speed is v m , the number of passengers is l m , then the corresponding initial radius is R m The number of passengers can be determined by sensors installed on the vehicle seats.

[0090] In step 306, it is determined whether each tire has a risk of tire blowout based on the current depth of the tire tread, tire pressure, and temperature of each tire.

[0091] Please refer to the relevant content in step 203, which will not be repeated here.

[0092] In step 307, a tire blowout risk warning is issued to the user via the vehicle instrument and / or the user terminal.

[0093] In the embodiment of the present application, the vehicle's driving speed, the angular velocity of each tire, the tire pressure and the temperature are obtained under the first driving condition. Afterwards, the rolling radius of each tire is calculated based on the driving speed and the angular velocity of each tire, and the rolling radius is compared with the initial radius of the tire to determine the current depth of the tire pattern (also called the remaining depth). Afterwards, it is determined whether each tire has a risk of tire blowout based on the current depth of the tire pattern, the tire pressure and the temperature, and a tire blowout risk warning is issued to the user through the vehicle instrument and / or the user terminal, thereby providing the driver with a more accurate tire blowout risk warning, thereby better ensuring the safety of people and vehicles.

[0094] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0095] The following is an embodiment of the device of the present application. For details not described in detail, please refer to the corresponding method embodiment described above.

[0096] Figure 4 The structure diagram of the tire monitoring device 400 provided in the embodiment of the present application is shown. For the convenience of description, only the parts related to the embodiment of the present application are shown, which are described in detail as follows:

[0097] like Figure 4 As shown, the tire monitoring device 400 includes a first parameter determination module 401 , a second parameter acquisition module 402 and a tire blowout risk determination module 403 .

[0098] The first parameter determination module 401 is used to determine the first parameter of each tire of the vehicle under the first driving condition, and the first parameter includes the current depth of the tire pattern. The second parameter acquisition module 402 is used to acquire the second parameter of each tire of the vehicle under the first driving condition, and the second parameter includes tire pressure and / or temperature. The tire blowout risk determination module 403 is used to determine whether each tire has a tire blowout risk based on the first parameter and the second parameter of each tire.

[0099] Compared with the method of monitoring tire pressure only by active tire pressure monitor in related art, in the embodiment of the present application, whether there is a risk of tire blowout for each tire is determined according to the current depth of each tire tread and the tire pressure and / or temperature of each tire. Since the risk of tire blowout is determined based on the tire pressure and / or temperature of each tire combined with the current depth of each tire tread, the above tire monitoring method can provide the driver with a more accurate tire blowout risk warning, thereby better ensuring the safety of people and vehicles.

[0100] In a possible implementation, the first parameter determination module 401 may include an acquisition unit, a calculation unit, and a determination unit. The acquisition unit is used to acquire the driving speed of the vehicle and the angular velocity of each tire under the first driving condition; the calculation unit is used to calculate the rolling radius of each tire according to the driving speed and the angular velocity of each tire; and the determination unit is used to determine the current depth of each tire pattern according to the rolling radius of each tire.

[0101] Exemplarily, the above-mentioned determination unit is specifically used to calculate the current depth of the first tire pattern based on the rolling radius and initial radius of the first tire, the first tire is any tire of the vehicle, the rolling radius is the actual radius of the first tire under the first driving condition, and the initial radius is the radius of the first tire when there is no wear under the first driving condition.

[0102] For example, the above-mentioned determination unit is specifically used to: calculate the difference between the rolling radius and the initial radius of the first tire; calculate the current depth of the first tire pattern based on the above-mentioned difference, the initial depth and the safety wear mark depth, the initial depth is the depth of the pattern when the first tire is not worn, and the safety wear mark depth is the depth corresponding to the safety wear mark protruding at the bottom of the first tire pattern.

[0103] In a possible implementation, the tire blowout risk determination module 403 is specifically configured to determine the tire blowout risk level of each tire according to the first parameter, the second parameter and a preset risk parameter range of each tire.

[0104] In a possible implementation, the tire monitoring device 400 may further include a correction module ( Figure 4 The correction module is used to determine the correction parameter according to the first driving condition and the standard driving condition, and to correct the first parameter of each tire based on the correction parameter. The above-mentioned tire blowout risk determination module 403 is specifically used to determine whether each tire has a tire blowout risk according to the second parameter of each tire and the corrected first parameter.

[0105] In a possible implementation, during a tire blowout risk determination process, multiple first parameters are determined and multiple second parameters are obtained. The tire blowout risk determination module 403 is specifically used to determine whether each tire has a tire blowout risk according to the multiple first parameters and multiple second parameters of each tire.

[0106] Figure 5 The structural diagram of the tire monitoring system provided by the embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown, which is described in detail as follows:

[0107] like Figure 5 As shown, the tire monitoring system includes a vehicle speed measurement unit 501, a wheel speed detection unit 502, a tire pressure monitoring unit 503 and an electronic device 600. The vehicle speed measurement unit 501, the wheel speed detection unit 502 and the tire pressure monitoring unit 503 are connected to the electronic device 600 for communication. The vehicle speed measurement unit 501 is used to measure the driving speed of the vehicle, the wheel speed detection unit 502 is used to measure the angular velocity of each tire, and the tire pressure monitoring unit 503 is used to detect the tire pressure and / or temperature of each tire. The electronic device includes a storage medium, the storage medium stores a computer program, and when the computer program is run, the steps of the tire monitoring method as described above are implemented.

[0108] After the electronic device 600 obtains the data collection conditions (also called enabling conditions), the steps of the above tire monitoring method are started. After determining that there is a risk of tire blowout, a tire blowout risk warning can be issued to the driver through the vehicle display unit 504 (such as a vehicle instrument). In addition, the above tire blowout risk can also be sent to the user terminal 505 bound to the vehicle, and a tire blowout risk warning can be issued to the driver through the user terminal 505, or the tire blowout risk information can be recorded for user query.

[0109] The embodiment of the present application provides a vehicle, including an electronic device, the electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps in any of the above tire monitoring method embodiments are implemented, such as Figure 2 Steps 201 to 203 are shown.

[0110] The present application also provides a computer program product having a program code, which executes the steps of any of the above tire monitoring method embodiments when the program code is executed in a corresponding processor, controller, computing device or electronic device, such as Figure 2Steps 201 to 203 shown. It will be appreciated by those skilled in the art that the method and the device proposed in the embodiment of the present application can be implemented in various forms of hardware, software, firmware, a dedicated processor or a combination thereof. The dedicated processor may include an application specific integrated circuit (ASIC), a reduced instruction set computer (RISC) and / or a field programmable gate array (FPGA). The proposed method and device are preferably implemented as a combination of hardware and software. The software is preferably installed on a program storage device as an application. It is typically based on a machine with a computer platform having hardware, such as one or more central processing units (CPUs), random access memories (RAMs) and one or more input / output (I / O) interfaces. An operating system is also typically installed on the computer platform. The various processes and functions described herein may be part of an application, or a part thereof may be executed by an operating system.

[0111] Figure 6 Schematic diagram of an electronic device provided in an embodiment of the present application. Figure 6 As shown, the electronic device 600 of this embodiment includes: a processor 601, a memory 602, and a computer program 603 stored in the memory 602 and executable on the processor 601. When the processor 601 executes the computer program 603, the steps in the above tire monitoring method embodiments are implemented, for example Figure 2 Alternatively, when the processor 601 executes the computer program 603, the functions of each module / unit in the above-mentioned device embodiments are realized, for example Figure 4 Functionality of modules / units 401 to 403 shown.

[0112] Exemplarily, the computer program 603 may be divided into one or more modules / units, which are stored in the memory 602 and executed by the processor 601 to complete / implement the solution provided by the present application. The one or more modules / units may be a series of computer program instruction segments that can complete specific functions, and the instruction segments are used to describe the execution process of the computer program 603 in the electronic device 600. For example, the computer program 603 may be divided into Figure 4 Modules / units 401 to 403 are shown.

[0113] The electronic device 600 may include, but is not limited to, a processor 601 and a memory 602. Those skilled in the art will appreciate that Figure 6It is only an example of the electronic device 600 and does not constitute a limitation of the electronic device 600. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the electronic device 600 may also include input and output devices, network access devices, buses, etc.

[0114] The processor 601 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0115] The memory 602 may be an internal storage unit of the electronic device 600, such as a hard disk or memory of the electronic device 600. The memory 602 may also be an external storage device of the electronic device 600, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 600. Further, the memory 602 may also include both an internal storage unit of the electronic device 600 and an external storage device. The memory 602 is used to store the computer program and other programs and data required by the electronic device. The memory 602 may also be used to temporarily store data that has been output or is to be output.

[0116] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0117] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0118] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0119] In the embodiments provided in the present application, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0120] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0121] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0122] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various XXX method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0123] In addition, the embodiments shown in the drawings of the present application or the features of the various embodiments mentioned in this specification are not necessarily understood as independent embodiments. Instead, each feature described in one example of an embodiment can be combined with one or more other desired features from other embodiments to produce other embodiments not described in words or with reference to the drawings.

[0124] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A tire monitoring method, characterized in that: include: When the time from the last tire blowout risk determination exceeds a preset time period, or when the driving distance after the last tire blowout risk determination exceeds a preset distance, the current driving condition of the vehicle is obtained, and it is determined whether the current driving condition meets the first driving condition; wherein the first driving condition is a driving condition that meets the user's vehicle and is set according to the actual driving road condition of the vehicle and with reference to the driving condition setting suggestions given by the manufacturer; When the current driving condition satisfies the first driving condition, determining a first parameter of each tire of the vehicle under the first driving condition, wherein the first parameter includes a current depth of the tire tread; Acquire a second parameter of each tire of the vehicle under a first driving condition, wherein the second parameter includes tire pressure and / or temperature; Determining whether each tire has a risk of tire blowout according to the first parameter and the second parameter of each tire; The method further includes: determining a correction parameter according to the first driving condition and the standard driving condition, and correcting the first parameter of each tire based on the correction parameter; wherein the calculation formula of the correction parameter α is: v 11 is the vehicle speed in the first driving condition, ω 11 is the steering wheel angle in the first driving condition, a 11 is the acceleration in the first driving condition, θ 11 is the slope of the current driving road in the first driving condition, v 12 is the vehicle speed in the standard driving condition, ω 12 is the steering wheel angle in the standard driving condition, a 12 is the acceleration in the standard driving condition, θ 12 is the slope of the current driving road in the standard driving condition, x1 is the influence weight of the vehicle speed, x2 is the influence weight of the steering wheel angle, x3 is the influence weight of the acceleration, x4 is the influence weight of the slope of the current driving road, x1+x2+x3+x4=1; The determining whether each tire has a risk of tire blowout according to the first parameter and the second parameter of each tire includes: determining whether each tire has a risk of tire blowout according to the second parameter of each tire and the corrected first parameter.

2. The tire monitoring method according to claim 1, characterized in that: The determining of the first parameter of each tire of the vehicle under the first driving condition includes: Acquire the driving speed of the vehicle and the angular velocity of each tire under the first driving condition; Calculating the rolling radius of each tire according to the driving speed and the angular velocity of each tire; The current depth of the tread of each tire is determined based on the rolling radius of the respective tire.

3. The tire monitoring method according to claim 2, characterized in that: Determining the current depth of each tire pattern according to the rolling radius of each tire includes: The current depth of the first tire pattern is calculated based on the rolling radius and initial radius of the first tire, the first tire is any tire of the vehicle, the rolling radius is the actual radius of the first tire under the first driving condition, and the initial radius is the radius of the first tire when there is no wear under the first driving condition.

4. The tire monitoring method according to claim 3, characterized in that: The step of calculating the current depth of the first tire pattern according to the rolling radius and the initial radius of the first tire comprises: Calculating a difference between a rolling radius and an initial radius of the first tire; The current depth of the first tire pattern is calculated based on the difference, the initial depth and the safety wear mark depth, wherein the initial depth is the depth of the pattern when the first tire is not worn, and the safety wear mark depth is the depth corresponding to the safety wear mark protruding from the bottom of the first tire pattern.

5. The tire monitoring method according to any one of claims 1 to 4, characterized in that: The determining whether each tire has a risk of tire blowout according to the first parameter and the second parameter of each tire includes: The tire blowout risk level of each tire is determined according to the first parameter, the second parameter and the preset tire blowout risk range of each tire.

6. The tire monitoring method according to any one of claims 1 to 4, characterized in that: In a tire blowout risk determination process, a plurality of first parameters are determined and a plurality of second parameters are obtained; The determining whether each tire has a risk of tire blowout according to the first parameter and the second parameter of each tire includes: Fitting the multiple first parameters to obtain fitted first parameters; Fitting the multiple second parameters to obtain fitted second parameters; Whether each tire has a risk of tire blowout is determined according to the fitted first parameter and the fitted second parameter.

7. A tire monitoring device, characterized in that: include: A first parameter determination module is used to obtain the current driving condition of the vehicle after the time from the last tire blowout risk determination exceeds a preset time period, or the driving distance after the last tire blowout risk determination exceeds a preset distance, and determine whether the current driving condition meets the first driving condition. When the current driving condition meets the first driving condition, determine the first parameter of each tire of the vehicle under the first driving condition, wherein the first parameter includes the current depth of the tire tread; wherein the first driving condition is a driving condition that is set according to the actual driving road condition of the vehicle and with reference to the driving condition setting suggestions given by the manufacturer, and meets the driving condition of the user's vehicle; A second parameter acquisition module, used to acquire a second parameter of each tire of the vehicle under a first driving condition, wherein the second parameter includes tire pressure and / or temperature; A tire blowout risk determination module, used to determine whether each tire has a tire blowout risk according to the first parameter and the second parameter of each tire; The tire monitoring device further includes a correction module; the correction module is used to: determine a correction parameter according to the first driving condition and the standard driving condition, and correct the first parameter of each tire based on the correction parameter; wherein the calculation formula of the correction parameter α is: v 11 is the vehicle speed in the first driving condition, ω 11 is the steering wheel angle in the first driving condition, a 11 is the acceleration in the first driving condition, θ 11 is the slope of the current driving road in the first driving condition, v 12 is the vehicle speed in the standard driving condition, ω 12 is the steering wheel angle in the standard driving condition, a 12 is the acceleration in the standard driving condition, θ 12 is the slope of the current driving road in the standard driving condition, x1 is the influence weight of the vehicle speed, x2 is the influence weight of the steering wheel angle, x3 is the influence weight of the acceleration, x4 is the influence weight of the slope of the current driving road, x1+x2+x3+x4=1; The tire blowout risk determination module is specifically used to determine whether each tire has a tire blowout risk according to the second parameter of each tire and the corrected first parameter.

8. A vehicle, comprising an electronic device, the electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the tire monitoring method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the tire monitoring method according to any one of claims 1 to 6 are implemented.

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