Tire pressure adjusting method and device for vehicle and storage medium

Abstract

The invention provides a tire pressure adjusting method for a vehicle, which comprises the following steps: setting a plurality of tire pressure modes, and limiting a corresponding relationship between the speed of the vehicle and reference tire pressure in each tire pressure mode; the vehicle speed and the tire pressure when the vehicle runs and related information are obtained, and the related information comprises weather, a running route to be followed by the vehicle, the predicted road condition on the running route and the energy state of the vehicle; selecting one tire pressure mode from the plurality of tire pressure modes based on the related information, and determining the reference tire pressure in the one tire pressure mode based at least on the acquired vehicle speed; and determining a difference between the acquired tire pressure and the determined reference tire pressure for adjusting the tire pressure wherein, in some tire pressure modes, within a range of the vehicle speed, the reference tire pressure when the vehicle accelerates is less than the reference tire pressure when the vehicle decelerates.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and more particularly to a tire pressure regulation method, device, and storage medium for vehicles. Background Art

[0002] Currently, an active tire pressure regulation system can be applied to the tires of a vehicle to regulate the tire pressure inside the tires during vehicle driving. How to utilize the active tire pressure regulation system to more safely, environmentally friendly, and personalized meet the different requirements of different vehicles, users, and driving environments for tire pressure remains a challenge. Summary of the Invention

[0003] An object of this application is to provide a tire pressure regulation method, device, and storage medium for vehicles, which can more safely, environmentally friendly, and personalized meet the different requirements of different vehicles, users, and driving environments for tire pressure.

[0004] According to one aspect of this application, there is provided a tire pressure regulation method for a vehicle, including: setting a plurality of tire pressure modes, and defining a corresponding relationship between the vehicle speed and the reference tire pressure in each tire pressure mode; obtaining the vehicle speed, the tire pressure, and related information during vehicle driving, where the related information includes weather, the driving route that the vehicle is about to follow, the predicted road conditions on the driving route, and the energy state of the vehicle; selecting a tire pressure mode from the plurality of tire pressure modes based on the related information, and determining the reference tire pressure at least based on the obtained vehicle speed in the one tire pressure mode; and determining the difference between the obtained tire pressure and the determined reference tire pressure for regulating the tire pressure, where in some tire pressure modes, within a range of the vehicle speed, the reference tire pressure when the vehicle is accelerating is less than the reference tire pressure when the vehicle is decelerating.

[0005] According to another aspect of this application, there is provided a tire pressure regulation device for a vehicle, including: a processor; and a memory storing executable instructions thereon, where the executable instructions, when executed, cause the processor to execute the tire pressure regulation method for a vehicle.

[0006] According to still another aspect of this application, there is provided a machine-readable storage medium storing executable instructions, where the executable instructions, when executed by a processor, implement the tire pressure regulation method for a vehicle.

[0007] The tire pressure adjustment method, device, and storage medium for a vehicle provided by the present application flexibly adjust the tire pressure by setting the multiple tire pressure modes. The multiple tire pressure modes are applicable to various weather conditions, road conditions, and the energy state of the vehicle, and also take into account a specific driving route. Additionally, in some tire pressure modes, reference tire pressures are set respectively for vehicle acceleration and vehicle deceleration to ensure the safety and smoothness of vehicle driving. In the custom tire pressure mode, a custom reference tire pressure range is provided at a certain vehicle speed, which can provide more autonomous options for users while ensuring the safety of vehicle driving. The protection tire pressure mode can prevent tire blowouts. The compensation tire pressure mode takes into account the impact of the increment of the vehicle load greater than the load threshold on the tire pressure performance. The situation where the vehicle stops driving for a long time is also considered to prevent permanent deformation of the tires.

[0008] Other features and advantages of the present application will become clear from the following detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The drawings forming a part of the specification depict embodiments of the present application and, together with the specification, are used to explain the principles of the present application.

[0010] Figure 1 is a schematic block diagram of a tire pressure adjustment system for a vehicle according to an embodiment of the present application.

[0011] Figure 2 is a logic judgment diagram of a tire pressure adjustment device for a vehicle according to an embodiment of the present application.

[0012] Figure 3 is a flowchart of a tire pressure adjustment method for a vehicle according to an embodiment of the present application.

[0013] Figure 4 is a schematic diagram of a first tire pressure mode according to an embodiment of the present application.

[0014] Figure 5 is a schematic diagram of a second tire pressure mode according to an embodiment of the present application.

[0015] Figure 6 is a schematic diagram of a third tire pressure mode according to an embodiment of the present application.

[0016] Figure 7 is a schematic diagram of a protection tire pressure mode according to an embodiment of the present application.

[0017] Figure 8 is a schematic diagram of a custom tire pressure mode according to an embodiment of the present application.

[0018] Figure 9Schematic diagram of a compensated tire pressure mode according to an embodiment of the present application. Detailed implementation manners

[0019] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and values set forth in these embodiments do not limit the scope of the present application.

[0020] The following description of at least one exemplary embodiment is merely illustrative in nature and in no way serves as a limitation on the present application, its application or use.

[0021] Technologies and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, such technologies and devices should be regarded as part of the specification.

[0022] In all the examples shown and discussed herein, any specific values should be construed as merely exemplary and not as a limitation. Thus, other examples of exemplary embodiments may have different values.

[0023] It should be noted that: like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0024] Figure 1An exemplary active tire pressure regulation system 10 (e.g., a central tire inflation system, hereinafter simply referred to as regulation system 10) is shown. Regulation system 10 can be applied to each tire 10a, 10b, 10c, 10d of various vehicles to independently regulate the tire pressure inside each tire. Regulation system 10 can operate during vehicle driving. Generally speaking, regulation system 10 includes: a human-machine interface (HMI) located on the vehicle dashboard or other suitable positions inside the vehicle. For example, the HMI can include a touch screen with a display function, etc. A user can input a user instruction via the HMI. For example, the user instruction can indicate the desired tire pressure performance; an air pump 12, which is operable to suck and compress air from the environment. Optionally, the air pump 12 can filter the air by means of a filter 14 located upstream of the air pump 12 and / or dry the compressed air by means of a dryer 16 located downstream of the air pump 12; a main air path 18, which is used to convey the compressed air from the air pump 12 and is switched on and off via a first solenoid valve 20; and a muffling exhaust device 22, which is fluidly connected to the main air path 18 via a first branch air path 24. For example, the first solenoid valve 20 is configured as a two-position four-way valve. That is to say, the first port a of the first solenoid valve 20 is fluidly connected to the first interface of the main air path 18 close to the air pump 12, the second port b of the first solenoid valve 20 is fluidly connected to the second interface of the main air path 18 far from the air pump 12, the third port c of the first solenoid valve 20 is fluidly connected to the first interface of the first branch air path 24 close to the air pump 12, and the fourth port d of the first solenoid valve 20 is fluidly connected to the second interface of the first branch air path 24 far from the air pump 12. When the first solenoid valve 20 switches to the first position (as Figure 1 shown), the first port a and the second port b of the first solenoid valve 20 are opened so that the first port a of the first solenoid valve 20 is preferably unidirectionally fluidly connected to the second port b, and the third port c and the fourth port d are closed. When the first solenoid valve 20 switches to the second position, the first port a and the second port b of the first solenoid valve 20 are opened so that the first port a of the first solenoid valve 20 is fluidly connected to the second port b, and the third port c and the fourth port d are opened so that the third port c is fluidly connected to the fourth port d.

[0025] The adjustment system 10 further includes: an air storage tank 26, which can store a certain amount of compressed air and is fluidly connected to the main air path 18 via a second air distribution path 28, and the second air distribution path 28 can be opened and closed via a second electromagnetic valve 30; and a plurality of third air distribution paths 32a, 32b, 32c, 32d, and each tire interior is fluidly connected to the main air path 18 via a corresponding one of the third air distribution paths 32a, 32b, 32c, 32d, and each of the third air distribution paths 32a, 32b, 32c, 32d can be opened and closed via a corresponding one of the third electromagnetic valves 34a, 34b, 34c, 34d. For example, the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d are configured as two-position two-way valves, a first port a of the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d is fluidly connected to a first interface of the second and / or third air distribution paths 28 / 32a, 32b, 32c, 32d close to the air pump 12, a second port b of the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d is fluidly connected to a second interface of the second and / or third air distribution paths 28 / 32a, 32b, 32c, 32d far from the air pump 12, when the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d are switched to a first position, for example, by the movement of a valve core, the first port a and the second port b of the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d are opened so that the first port a of the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d is fluidly connected to the second port b, when the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d are switched to a second position (as Figure 1 shown), the first port a and the second port b of the second and / or third electromagnetic valves 30 / 34a, 34b, 34c, 34d are closed.

[0026] When the air pump 12 is turned on, the first solenoid valve 20 is in the first position, the second solenoid valve 30 is in the first position, and the third solenoid valves 34a, 34b, 34c, 34d are in the second position, the compressed air from the air pump 12 is delivered to the air storage tank 26 via the main air path 18 and the second branch air path 28. When the air pump 12 is turned on, the first solenoid valve 20 is in the first position, the second solenoid valve 30 is in the second position, and the third solenoid valves 34a, 34b, 34c, 34d are in the first position, the compressed air from the air pump 12 is delivered into the interior of a corresponding tire via the main air path 18 and the third branch air paths 32a, 32b, 32c, 32d. When the air pump 12 is turned off, the first solenoid valve 20 is in the second position, the second solenoid valve 30 is in the first position, and the third solenoid valves 34a, 34b, 34c, 34d are in the first position, the compressed air from the air storage tank 26 is delivered into the interior of a corresponding tire via the second branch air path 28, the main air path 18, and the third branch air paths 32a, 32b, 32c, 32d. When the air pump 12 is turned on, the first solenoid valve 20 is in the second position, the second solenoid valve 30 is in the second position, and the third solenoid valves 34a, 34b, 34c, 34d are in the first position, the compressed air from the interior of a corresponding tire is discharged via the third branch air paths 32a, 32b, 32c, 32d, the main air path 18, the first branch air path 24, and the exhaust device 22.

[0027] The adjustment system 10 further includes: a direct tire pressure monitoring system (DTPMS for short), which includes a plurality of tire sensors, and each tire sensor can be installed inside the tire, on the valve stem leading to the interior of the tire, and / or on the rim where the tire is mounted, so as to monitor the tire pressure P and the tire temperature T, etc. For example, the DTPMS sends the detected tire pressure P and tire temperature T to a remote control receiving module (abbreviated as TCAM) via a wireless transmission signal; and a tire pressure adjustment device 36 (as Figure 2 shown), which includes a processor and a memory, and an executable instruction is stored on the memory, and when the executable instruction is executed, it causes the processor to execute an exemplary active tire pressure adjustment method that will be described in detail below.

[0028] Continue to refer to Figure 2, the tire pressure regulating device 36, as a control unit, can be integrated in the suspension electronic control unit (abbreviated as SUM), or can be integrated in other suitable control units of the vehicle. The tire pressure regulating device 36 can obtain information related to the above-mentioned tire pressure P and tire temperature T from the TCAM via a wired transmission signal. At the same time, the tire pressure regulating device 36 can also obtain user instructions 39, weather information 40, navigation information 42, vehicle information 44, vehicle speed V, vehicle load W, etc. from the HMI via the CAN bus (Controller Area Network). The tire pressure regulating device 36 will analyze this information to at least control the stop and start of the air pump 12 and the switching of the first to third solenoid valves to different positions.

[0029] It can be understood that the regulating system 10 can also include additional solenoid valves and / or other components to ensure the effective operation of the regulating system 10.

[0030] The weather information 40 is about the weather of the environment that the vehicle is about to drive through, including the humidity or temperature of the environment. The weather information 40 can come from the weather forecast sent to the vehicle, and / or can also be detected based on the relevant sensors of the vehicle, such as obtaining real-time weather information 40 through image recognition. The navigation information 42 is about the driving route that the vehicle is about to follow through the environment and the predicted road conditions on the driving route. The navigation information 42 comes from a combined satellite positioning and map system. The satellite positioning and map system can include, for example, the US Global Positioning System (GPS), the European Galileo Global Navigation Satellite System (GNSS), the Russian Global Navigation Satellite System or GLONASS, or the Chinese Beidou (Compass) Satellite Navigation System. The satellite positioning and map system can also include, for example, a high-definition map (HD-map). Such a high-definition map is obtained through methods such as crowdsourcing collection, a three-dimensional map marked with a large amount of location information to correspond to a large amount of location information, which can provide lane-level geographical data and thus can provide predicted road conditions on the driving route. The vehicle information 44 is about the energy state of the vehicle. The energy state of the vehicle can be divided into sufficient and low, etc. When the vehicle is driven by a battery, the energy state of the vehicle can be reflected by the battery power monitored by the battery management system. When the vehicle is driven by an internal combustion engine, the energy state of the vehicle can be reflected by the remaining fuel in the fuel tank monitored by the liquid level sensor. The vehicle speed V from the CAN bus reflects the vehicle speed of the whole vehicle. Generally speaking, the vehicle speed of the whole vehicle is calculated based on the wheel speeds detected by the speed sensors installed on each wheel. The vehicle load W detected by the vehicle load sensor can reflect the amount of passengers and goods in the vehicle.

[0031] See Figure 3, showing a flowchart of an exemplary active tire pressure adjustment method (hereinafter simply referred to as the adjustment method).

[0032] Step S101. Set multiple tire pressure modes, and define the corresponding relationship between the vehicle speed V and the reference tire pressure S in each tire pressure mode. That is to say, the reference tire pressure S is a function value / dependent variable of the vehicle speed V. Each tire pressure mode can be represented in the form of curves, tables, formulas, models, etc.

[0033] Step S102. Obtain the vehicle speed V, tire pressure P, and relevant information when the vehicle is running. The relevant information may include weather information 40, navigation information 42, and vehicle information 44.

[0034] Step S103. Based on the relevant information, select a tire pressure mode from the multiple tire pressure modes, and determine the reference tire pressure S at least based on the obtained vehicle speed V in the one tire pressure mode.

[0035] Step S104. Determine the difference between the obtained tire pressure P and the determined reference tire pressure S for adjusting the tire pressure.

[0036] For example, in step S105, it is judged whether the obtained vehicle speed V is greater than a vehicle speed threshold (for example, 10 km / h), whether the vehicle is not steering, and / or whether each door, engine hood, and trunk lid of the vehicle is closed, etc. For example, the vehicle's steering sensor can detect whether the vehicle is steering, and the relevant sensors located on each door, engine hood, and trunk lid can detect whether each door, engine hood, and trunk lid is closed.

[0037] If the judgment in step S105 is negative, that is, the vehicle speed V is less than or equal to the vehicle speed threshold, the vehicle is steering, or at least one of the doors, engine hood, and trunk lid is not closed, it means that it is not suitable to adjust the tire pressure and the process can return to step S102. Optionally, the user can be reminded of the reason why it is not suitable to adjust the tire pressure by means of, for example, a touch screen, other displays, or sound signals.

[0038] If the judgment in step S105 is positive, that is, the vehicle speed V is greater than the vehicle speed threshold, the vehicle is not steering, and all the doors, engine hood, and trunk lid are closed, then in step S106, it is judged whether the difference is positive and optionally whether the difference is greater than a deflation threshold.

[0039] If it is determined in step S106 that the difference is positive and optionally greater than the deflation threshold, deflation is performed from the inside of the tire in step S107. For example, the tire pressure adjustment device 36 can control the air pump 12 to close, the first electromagnetic valve 20 to be in / switch to the second position, the second electromagnetic valve 30 to be in / switch to the second position, and the third electromagnetic valves 34a, 34b, 34c, 34d to be in / switch to the first position, so that the compressed air in the tire can be discharged via the third air distribution paths 32a, 32b, 32c, 32d, the main air path 18, the first air distribution path 24, and the exhaust device 22.

[0040] If it is determined in step S106 that the difference is not positive or optionally less than or equal to the deflation threshold, it is determined in step S108 whether the difference is negative and optionally whether the absolute value of the difference is greater than the inflation threshold.

[0041] If it is determined in step S108 that the difference is not negative (i.e., the difference is zero) or optionally the absolute value of the difference is less than or equal to the inflation threshold, the tire pressure is not adjusted, and the process can return to step S102.

[0042] If it is determined in step S108 that the difference is negative and optionally the absolute value of the difference is greater than the inflation threshold, inflation will then be performed into the tire.

[0043] For example, in step S109, it is determined whether there is enough compressed air in the air storage tank 26 to inflate the tire based on the absolute value of the difference. If it is determined in step S109 that there is enough compressed air, in step S110, the compressed air in the air storage tank 26 is used to inflate the tire, that is, the tire pressure adjustment device 36 controls the air pump 12 to close, the first electromagnetic valve 20 to be in / switch to the first position, the second electromagnetic valve 30 to be in / switch to the first position, and the third electromagnetic valves 34a, 34b, 34c, 34d to be in / switch to the first position, so that the compressed air in the air storage tank 26 is delivered to the inside of the tire via the second air distribution path 28, the main air path 18, and the third air distribution paths 32a, 32b, 32c, 32d. If it is determined in step S109 that there is not enough compressed air, in step S111, the compressed air from the air pump 12 is used to inflate the tire, that is, the tire pressure adjustment device 36 controls the air pump 12 to turn on, the first electromagnetic valve 20 to be in / switch to the first position, the second electromagnetic valve 30 to be in / switch to the second position, and the third electromagnetic valves 34a, 34b, 34c, 34d to be in / switch to the first position, so that the compressed air in the air storage tank 26 is delivered to the inside of the tire via the main air path 18 and the third air distribution paths 32a, 32b, 32c, 32d.

[0044] Step S112. At intervals of, for example, T1, the tire pressure is obtained again, and when the tire pressure P obtained again is equal to or close to the reference tire pressure S (that is, the absolute value of the difference between the tire pressure obtained again and the reference tire pressure S is less than the smaller of the deflation threshold and the inflation threshold), the process ends.

[0045] It should be noted that in some tire pressure modes, within a certain range of vehicle speed V, the reference tire pressure S when the vehicle is accelerating is less than the reference tire pressure S when the vehicle is decelerating, so as to ensure the safety and smoothness of vehicle driving.

[0046] For example, Figure 4 shows the first tire pressure mode M1, that is, the first tire pressure curve, in the multiple tire pressure modes. The first tire pressure mode M1 generally applies to at least one of the weather conditions C1 such as snowing, raining, and foggy; and / or at least one of the predicted road conditions C2 such as ice and snow roads, slippery roads, muddy roads, and roads not suitable for driving (for example, damaged roads) (as Figure 2 shown). In the first tire pressure mode M1, for example, if the vehicle speed V is in the range from zero to less than or equal to the first vehicle speed (for example, 60 Km / h), the reference tire pressure S has approximately the first reference tire pressure (for example, 2.3 bar). When the vehicle (continues to) accelerate until the vehicle speed V is greater than the first vehicle speed and has optionally lasted for the first time period, the reference tire pressure S can preferably quickly increase from approximately the first reference tire pressure to and remain at approximately the second reference tire pressure (for example, 2.5 bar). When the vehicle (continues to) accelerate until the vehicle speed V is greater than the second vehicle speed (for example, 100 Km / h) and has optionally lasted for the second time period, the reference tire pressure S can increase from approximately the second reference tire pressure to and remain at approximately the third reference tire pressure (for example, 2.6 bar). Conversely, for example, when the vehicle decelerates until the vehicle speed V is less than or equal to the third vehicle speed (for example, 80 Km / h) and has optionally lasted for the third time period, the reference tire pressure S can decrease from approximately the third reference tire pressure to and remain at approximately the second reference tire pressure, where the third vehicle speed is less than the second vehicle speed and greater than the first vehicle speed. When the vehicle decelerates until the vehicle speed V is less than or equal to the fourth vehicle speed (for example, 50 Km / h) and has optionally lasted for the fourth time period, the reference tire pressure S can decrease from approximately the second reference tire pressure to and remain at approximately the first reference tire pressure, where the fourth vehicle speed is less than the first vehicle speed.

[0047] Figure 5 shows the second tire pressure mode M2, that is, the second tire pressure curve, in the multiple tire pressure modes. The second tire pressure mode M2 generally applies to the predicted road condition C3 of the highway; and / or the energy state is low but sufficient to complete the driving route C4 in the second tire pressure mode M2 (as Figure 2As shown). In the second tire pressure mode M2, for example, if the vehicle speed V is within a range less than or equal to the first vehicle speed (e.g., 60 Km / h), the reference tire pressure S has approximately the first reference tire pressure (e.g., 2.6 bar). When the vehicle (continues to) accelerate to make the vehicle speed V greater than the first vehicle speed and has optionally continued for the first time period, the reference tire pressure S can increase from approximately the first reference tire pressure to and be maintained at approximately the second reference tire pressure (e.g., 2.75 bar). Conversely, for example, when the vehicle decelerates to make the vehicle speed V less than or equal to the second vehicle speed (e.g., 50 Km / h) and has optionally continued for the second time period, the reference tire pressure S can decrease from approximately the second reference tire pressure to and be maintained at approximately the first reference tire pressure, where the second vehicle speed is less than the first vehicle speed, and optionally, the first vehicle speed in the second tire pressure mode M2 can be equal to the first vehicle speed in the first tire pressure mode M1, and / or the second vehicle speed in the second tire pressure mode M2 can be equal to the fourth vehicle speed in the first tire pressure mode M1, so that the user can more intuitively feel the difference between different tire pressure modes at the same vehicle speed. Optionally, the first reference tire pressure in the second tire pressure mode M2 can be equal to the third reference tire pressure in the first tire pressure mode M1, that is, the reference tire pressure S defined based on the vehicle speed V in the second tire pressure mode M2 is overall higher than the reference tire pressure S defined based on the vehicle speed V in the second tire pressure mode M2. Among them, at the same vehicle speed, the reference tire pressure S defined in the second tire pressure mode M2 is 2% to 15% higher than the reference tire pressure S defined in the first tire pressure mode M1, preferably 4% to 10%.

[0048] Figure 6 shows the third tire pressure mode M3, i.e., the third tire pressure curve, among the multiple tire pressure modes. The third tire pressure mode M3 is generally applicable to: sunny weather C5; the predicted road conditions of the road surface suitable for driving C6; and / or the energy state is sufficient to complete the driving route C7 in the third tire pressure mode M3 (such as Figure 2As shown. In the third tire pressure mode M3, for example, if the vehicle speed V is within the range of less than or equal to the first vehicle speed (e.g., 60 Km / h), the reference tire pressure S has approximately the first reference tire pressure (e.g., 2.5 bar). When the vehicle accelerates (continuously) to make the vehicle speed V greater than the first vehicle speed and has optionally lasted for the first time period, the reference tire pressure S can increase from approximately the first reference tire pressure to and remain at approximately the second reference tire pressure (e.g., 2.6 bar). When the vehicle speed V accelerates (continuously) to be greater than the second vehicle speed (e.g., 100 Km / h) and has optionally lasted for the second time period, the reference tire pressure S can increase from approximately the second reference tire pressure to and remain at approximately the third reference tire pressure (e.g., 2.75 bar). Conversely, for example, when the vehicle decelerates to make the vehicle speed V less than or equal to the third vehicle speed (e.g., 80 Km / h) and has optionally lasted for the third time period, the reference tire pressure S can decrease from approximately the third reference tire pressure to and remain at approximately the second reference tire pressure, where the third vehicle speed is less than the second vehicle speed and greater than the first vehicle speed. When the vehicle speed V decelerates to be less than or equal to the fourth vehicle speed (e.g., 50 Km / h) and has optionally lasted for the fourth time period, the reference tire pressure S can decrease from approximately the second reference tire pressure to and remain at approximately the first reference tire pressure, where the fourth vehicle speed is less than the first vehicle speed. Optionally, at least one of the first to fourth vehicle speeds in the third tire pressure mode M3 can be equal to at least one of the first to fourth vehicle speeds in the first tire pressure mode M1, so that the user can more intuitively feel the difference between different tire pressure modes at the same vehicle speed. Optionally, the first reference tire pressure in the third tire pressure mode M3 can be equal to the second reference tire pressure in the first tire pressure mode M1, that is, the reference tire pressure S defined based on the vehicle speed V in the third tire pressure mode M3 is overall between the reference tire pressure S defined based on the vehicle speed V in the first and second tire pressure modes M2. Among them, at the same vehicle speed, the reference tire pressure S defined in the third tire pressure mode M3 is 0 to 10% higher than the reference tire pressure S defined in the first tire pressure mode M1.

[0049] In addition, the vehicle may have traveled back and forth on a specific driving route multiple times. Therefore, a specific tire pressure model MP1 can be generated by at least one of machine learning algorithms, such as artificial neural networks, global optimization processing, fuzzy logic algorithms, cross-correlation functions, and self-learning algorithms, etc., as one of the multiple tire pressure modes, which is applicable to the driving route being the specific driving route C8. When the driving route is not the specific driving route C9, the third tire pressure mode M3 can be recommended (as Figure 2as shown). For example, when a vehicle follows a specific driving route, detection road conditions related to unevenness on the specific driving route can be obtained by means of vision sensors such as vehicle cameras, radars, and / or lidars. Vibration acceleration AZ related to vibration, shock, or bump on the specific driving route can be obtained by means of a Vehicle Motion and Position Sensor (VMPS), an acceleration sensor, and / or an inertial measurement unit. Tire pressure can be obtained by means of a DTPMS, and a specific tire pressure model MP1 is trained / updated based on the detection road conditions, vibration acceleration AZ, and the obtained tire pressure P. Optionally, the detection road conditions, vibration acceleration AZ of other vehicles, and the obtained tire pressure P obtained when other vehicles travel to and from the specific driving route can also be input into the specific tire pressure model MP1 of the vehicle for training / updating the specific tire pressure model MP1. For example, the inertial measurement unit at least includes a three-axis accelerometer, and the three-axis accelerometer can measure the acceleration of the vehicle in three axes (X-axis, Y-axis, Z-axis, where the X-axis, Y-axis, and Z-axis are three orthogonal spatial directions, and the three together form a coordinate system. Among them, the direction of the Z-axis represents the vertical direction of the vehicle, the direction of the X-axis represents the longitudinal direction of the vehicle, and the direction of the Y-axis represents the lateral direction of the vehicle) to represent the change in the motion of the vehicle in space. In addition, the inertial measurement unit may further include a three-axis gyroscope, and the three-axis gyroscope can measure the angular acceleration or rotation angle of the vehicle around the three axes (roll angle, pitch angle, yaw angle, where the roll angle, pitch angle, and yaw angle respectively describe the roll, pitch, and yaw of the vehicle on each axis of the coordinate system to represent the rotation characteristics of the vehicle on each axis of the coordinate system). Therefore, it is possible to consider using the acceleration ay, az of the vehicle detected by the inertial measurement unit on the Y-axis and Z-axis and / or the angular acceleration ωy, ωz around the Y-axis and Z-axis to determine the vibration acceleration AZ related to vibration, shock, or bump on the specific driving route to reflect the ride comfort of the vehicle when driving on the specific driving route. In addition, the obtained tire pressure P here is mainly used to reflect the economy of the vehicle when driving on the specific driving route. Generally speaking, the higher the tire pressure, the less the tire wear and the less the vehicle energy consumed, and thus the higher the economy. However, a higher tire pressure is also likely to cause a larger vibration acceleration AZ, which is not conducive to the ride comfort of the vehicle. It can be seen that the economy and ride comfort mentioned here are inversely proportional to a certain extent, that is, an increase in economy will lead to a decrease in ride comfort. Further explained, an increase (desired) in the obtained tire pressure P will lead to an increase (undesired) in the obtained vibration acceleration AZ, or a decrease (undesired) in the obtained tire pressure P will lead to a decrease (desired) in the obtained vibration acceleration AZ.

[0050] Therefore, the adjustment method further includes: determining a driving route as a specific driving route based on the vehicle having followed the driving route at least once; when the vehicle is following the driving route, obtaining the vibration acceleration AZ, so that a machine learning algorithm updates the specific tire pressure model MP1 based on the trade-off / balance relationship between the obtained tire pressure P and the obtained vibration acceleration AZ. For example, a weight matrix or the like can be used in the machine learning algorithm to calculate the trade-off / balance relationship between the obtained tire pressure P and the obtained vibration acceleration AZ, so that both the change in the obtained tire pressure P and the change in the obtained vibration acceleration AZ on the specific driving route are within an acceptable range, thereby determining the updated specific tire pressure model MP1. Such an adjustment method enables the continuous optimization of the specific tire pressure model MP1. Additionally, the specific tire pressure model MP1 can also be updated using vehicle information and information from visual sensors and / or vehicle motion and position sensors, etc.

[0051] Figure 7 The protection tire pressure mode MP2 in the multiple tire pressure modes is shown. For example, when the vehicle speed V is less than or equal to a specific vehicle speed (e.g., 80 Km / h), the reference tire pressure S is a low reference tire pressure (e.g., 2.3 bar), and when the vehicle speed V is greater than the specific vehicle speed, the reference tire pressure S is a high reference tire pressure (e.g., 2.6 bar) to prevent tire blowout. Optionally, after the vehicle speed V is less than or equal to or greater than the specific vehicle speed for a period of time, the protection tire pressure mode MP2 is enabled. Optionally, the low reference tire pressure in the protection tire pressure mode MP2 is equal to the first reference tire pressure in the first tire pressure mode M1. Optionally, the high reference tire pressure in the protection tire pressure mode MP2 is equal to the third reference tire pressure in the first tire pressure mode M1. Therefore, the protection tire pressure mode MP2 generally applies when the tire pressure increases due to various reasons to be greater than the maximum tire pressure limit value (e.g., 3.0 bar). For example, high-speed driving of the vehicle is likely to cause high temperature inside the tire, especially the tire, and such high temperature may cause an increase in tire pressure. Therefore, the relevant information further includes the tire temperature T detected by the DTPMS, and the adjustment method further includes: when the obtained tire pressure P is higher than the maximum tire pressure limit value and / or the obtained tire temperature T is higher than the temperature threshold C10, selecting the protection tire pressure mode MP2 from the multiple tire pressure modes; that is, when the obtained tire pressure P is less than or equal to the maximum tire pressure limit value and / or the obtained tire temperature T is less than or equal to the temperature threshold C11, selecting a tire pressure mode from the other tire pressure modes except the protection tire pressure mode MP2. For example, the third tire pressure mode M3 can be recommended (as Figure 2 shown). Optionally, after a period of time of selecting the protection tire pressure mode MP2, it can be switched to the selected tire pressure mode based on the fact that the tire temperature T obtained again has decreased by a certain amount relative to the temperature threshold.

[0052] Each of the above-mentioned time periods may be the same as or different from each other.

[0053] Figure 8 The customized tire pressure mode MP3 is shown. In the customized tire pressure mode MP3, the reference tire pressure S at a certain vehicle speed includes a range of customized reference tire pressures S, that is, a plurality of customized reference tire pressures S. For example, in the customized tire pressure mode MP3, when the vehicle speed V is less than or equal to the first vehicle speed (for example, 50 km / h), the range of the customized reference tire pressure S is within the first customized reference tire pressure S (for example, 2.1 bar) to the highest customized reference tire pressure S less than 3 bar. When the vehicle speed V is greater than the first vehicle speed and less than or equal to the second vehicle speed (for example, 80 km / h), the range of the customized reference tire pressure S is within the second customized reference tire pressure S (for example, 2.3 bar) to the highest customized reference tire pressure S. When the vehicle speed V is greater than the second vehicle speed and less than or equal to the third vehicle speed (for example, 100 km / h), the range of the customized reference tire pressure S is within the third customized reference tire pressure S (for example, 2.5 bar) to the highest customized reference tire pressure S, as Figure 8 shown by the shaded area in. By means of, for example, the HMI providing the range of the customized reference tire pressure S to the user based on the vehicle speed V, the safety of vehicle driving can be ensured. Therefore, the relevant information further includes the user instruction 39 obtained by means of the HMI. The adjustment method includes: when the obtained user instruction 39 indicates that the user has selected a customized reference tire pressure S in the range of the customized reference tire pressures S, selecting the customized tire pressure mode MP3 from the plurality of tire pressure modes and using the one customized reference tire pressure S as the reference tire pressure S; that is to say, when the obtained user instruction 39 does not indicate that the user has selected a customized reference tire pressure S in the range of the customized reference tire pressures S, selecting a tire pressure mode from the other tire pressure modes except the customized tire pressure mode MP3 among the plurality of tire pressure modes.

[0054] Return to Figure 2 , the user instruction 39 from the HMI may also indicate that the user has selected one of the first tire pressure mode M1 to the third tire pressure mode M3. When, for example, showing the various tire pressure modes available for selection to the user by means of a touch screen or other display, the first tire pressure mode M1 is named the comfortable tire pressure mode, the second tire pressure mode M2 is named the economic tire pressure mode, and the third tire pressure mode M3 is named the normal tire pressure mode for the convenience of the user's understanding.

[0055] Set priorities for each of the above tire pressure modes so that when selecting a tire pressure mode from the multiple tire pressure modes based on relevant information, the priority 0 of the protection tire pressure mode MP2 is higher than the priority 1 of the custom tire pressure mode MP3, the priority 1 of the custom tire pressure mode MP3 is higher than the priority 2 of the first tire pressure mode M1, the priority 2 of the first tire pressure mode M1 is higher than the priority 3 of the specific tire pressure model MP1, the priority 3 of the specific tire pressure model MP1 is higher than the priority 4 of the second tire pressure mode M2, and the priority 4 of the second tire pressure mode M2 is higher than the priority 5 of the third tire pressure mode M3. After determining a tire pressure mode and the priority associated with the determined tire pressure mode based on each piece of relevant information, the selection module 37 of the tire pressure adjustment device 36 can select the tire pressure mode with the highest priority.

[0056] Optionally, a vehicle deactivation tire pressure mode MP4 is also provided. The vehicle deactivation tire pressure mode MP4 generally applies to situations where the vehicle is not used for a long time. For example, the vehicle has been assembled but not yet shipped, the vehicle is in transit, the vehicle is being serviced, or the vehicle is parked for a long time, etc., which may result in the vehicle not being used for a long time. Therefore, the adjustment method includes: when the vehicle stops running, for example, obtaining the time TI when the vehicle stops running through a timer, and based on the fact that the time TI has lasted longer than a time threshold, such as 7 days or longer, adjusting the tire pressure to the tire pressure limit value for the stopped vehicle, such as 3.0 bar. That is, the tire pressure limit value for the stopped vehicle is equal to the highest tire pressure limit value in the protection tire pressure mode MP2, to prevent permanent deformation of the part of the tire in contact with the ground. And when the vehicle is restarted, the tire pressure can be first adjusted to the default value, such as 2.5 bar, and then a tire pressure mode is selected from the multiple modes.

[0057] Optionally, Figure 9 A compensation tire pressure mode MP5 is shown. In the compensation tire pressure mode MP5, the corresponding relationship between the increment of the vehicle load W greater than the load threshold and the compensation amount for the reference tire pressure S is defined. Therefore, the tire pressure adjustment method includes: for example, when the vehicle is running, obtaining the vehicle load W; determining the compensation amount based on the increment of the obtained vehicle load W greater than the load threshold in the compensation tire pressure mode MP5; and adding the compensation amount to the reference tire pressure S in the selected tire pressure mode to compensate for the impact of such an increment on the tire pressure performance. The corresponding relationship between the increment and the compensation amount defined in the compensation tire pressure mode MP5 includes but is not limited to Figure 9 the linear relationship shown in

[0058] The tire pressure adjustment device 36, particularly the processor of the tire pressure adjustment device 36, has been described in connection with various devices and methods. These processors can be implemented using electronic hardware, computer software, or any combination thereof. Whether the processors are implemented as hardware or software will depend on the specific application and the overall design constraints imposed on the system. By way of example, the processors, any part of the processors, or any combination of the processors given in this application can be implemented as a microprocessor, a microcontroller, a digital signal processor (DSP), a field programmable gate array (FPGA), a programmable logic device (PLD), a state machine, gate logic, discrete hardware circuitry, and other suitable processing components configured to perform the various functions described in this application. The functions of the processors, any part of the processors, or any combination of the processors given in this application can be implemented as software executed by a microprocessor, a microcontroller, a DSP, or other suitable platform.

[0059] This application also provides a machine-readable storage medium storing executable instructions that, when executed by a processor, implement a tire pressure adjustment method for a vehicle.

[0060] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of methods, devices, and machine-readable storage media according to multiple embodiments of this application. In this regard, each block in the flowchart or block diagram may represent a module, a segment of a program, or a part of an instruction, which contains one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based unit that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that implementation by hardware, implementation by software, and implementation by a combination of software and hardware are equivalent.

[0061] Those skilled in the art should understand that various modifications and variations can be made to the above-disclosed embodiments without departing from the essence of the invention, and these modifications and variations should all fall within the protection scope of the invention. Moreover, the protection scope of the invention should be defined by the claims.

[0062] Item example

[0063] Item 1. A tire pressure adjustment method for a vehicle, comprising: setting a plurality of tire pressure modes, and defining a corresponding relationship between the vehicle speed V and the reference tire pressure S in each tire pressure mode; obtaining the vehicle speed V, the tire pressure P, and related information during the vehicle driving, where the related information includes weather, the driving route that the vehicle is about to follow, the predicted road conditions on the driving route, and the energy state of the vehicle; selecting a tire pressure mode from the plurality of tire pressure modes based on the related information, and determining the reference tire pressure S at least based on the obtained vehicle speed V in the one tire pressure mode; and determining the difference between the obtained tire pressure P and the determined reference tire pressure S for adjusting the tire pressure, wherein in some tire pressure modes, within a range of the vehicle speed V, the reference tire pressure S when the vehicle is accelerating is less than the reference tire pressure S when the vehicle is decelerating.

[0064] Item 2. The tire pressure adjustment method for a vehicle according to Item 1, wherein the plurality of tire pressure modes include a first tire pressure mode M1, a second tire pressure mode M2, and a third tire pressure mode M3, where the first tire pressure mode M1 is applicable to at least one of snowing, raining, and foggy weather and / or at least one of ice and snow road surface, slippery road surface, muddy road surface, and non-drivable road surface, the second tire pressure mode M2 is applicable to the predicted road condition being a highway and / or the energy state being low, and the third tire pressure mode M3 is applicable to the predicted road condition being a drivable road surface and / or the energy state being sufficient.

[0065] Item 3. The tire pressure adjustment method for a vehicle according to Item 2, further comprising at least one of the following:

[0066] In the first tire pressure mode M1, when the vehicle accelerates to make the vehicle speed V greater than the first vehicle speed, the reference tire pressure S increases from the first reference tire pressure to the second reference tire pressure, when the vehicle accelerates to make the vehicle speed V greater than the second vehicle speed, the reference tire pressure S increases from the second reference tire pressure to the third reference tire pressure, when the vehicle decelerates to make the vehicle speed V less than or equal to the third vehicle speed, the reference tire pressure S decreases from the third reference tire pressure to the second reference tire pressure, and when the vehicle decelerates to make the vehicle speed V less than or equal to the fourth vehicle speed, the reference tire pressure S decreases from the second reference tire pressure to the first reference tire pressure;

[0067] In the first tire pressure mode M1, the fourth vehicle speed is less than the first vehicle speed, and the third vehicle speed is less than the second vehicle speed and greater than the first vehicle speed;

[0068] In the second tire pressure mode M2, when the vehicle accelerates to a speed V greater than the first vehicle speed, the reference tire pressure S increases from the first reference tire pressure to the second reference tire pressure, and when the vehicle decelerates to a speed V less than or equal to the second vehicle speed, the reference tire pressure S decreases from the second reference tire pressure to the first reference tire pressure;

[0069] In the second tire pressure mode M2, the second vehicle speed is less than the first vehicle speed;

[0070] The first vehicle speed in the second tire pressure mode M2 is equal to the first vehicle speed in the first tire pressure mode M1, and / or the second vehicle speed in the second tire pressure mode M2 is equal to the fourth vehicle speed in the first tire pressure mode M1;

[0071] The first reference tire pressure in the second tire pressure mode M2 is equal to the third reference tire pressure in the first tire pressure mode M1;

[0072] In the third tire pressure mode M3, when the vehicle accelerates to a speed V greater than the first vehicle speed, the reference tire pressure S increases from the first reference tire pressure to the second reference tire pressure, when the vehicle accelerates to a speed V greater than the second vehicle speed, the reference tire pressure S increases from the second reference tire pressure to the third reference tire pressure, when the vehicle decelerates to a speed V less than or equal to the third vehicle speed, the reference tire pressure S decreases from the third reference tire pressure to the second reference tire pressure, and when the vehicle decelerates to a speed V less than or equal to the fourth vehicle speed, the reference tire pressure S decreases from the second reference tire pressure to the first reference tire pressure;

[0073] In the third tire pressure mode M3, the fourth vehicle speed is less than the first vehicle speed, and the third vehicle speed is less than the second vehicle speed and greater than the first vehicle speed;

[0074] The first vehicle speed in the third tire pressure mode M3 is equal to the first vehicle speed in the first tire pressure mode M1, the second vehicle speed in the third tire pressure mode M3 is equal to the second vehicle speed in the first tire pressure mode M1, the third vehicle speed in the third tire pressure mode M3 is equal to the third vehicle speed in the first tire pressure mode M1, and / or the fourth vehicle speed in the third tire pressure mode M3 is equal to the fourth vehicle speed in the first tire pressure mode M1; and

[0075] The first reference tire pressure in the third tire pressure mode M3 is equal to the second reference tire pressure in the first tire pressure mode M1.

[0076] Item 4. The tire pressure adjustment method for a vehicle according to Item 2 or 3, wherein the plurality of tire pressure modes further includes a specific tire pressure model MP1 generated by a machine learning algorithm, the specific tire pressure model MP1 is applicable to a specific driving route that the vehicle has followed multiple times, and the method further includes: determining that the driving route is the specific driving route based on the vehicle having followed the driving route at least once; when the vehicle is following the driving route, obtaining an acceleration related to the vibration of the vehicle; and updating the specific tire pressure model MP1 by the machine learning algorithm based at least on a trade-off relationship between the obtained tire pressure P and the obtained acceleration.

[0077] Item 5. The tire pressure adjustment method for a vehicle according to Item 4, when selecting a tire pressure mode from the plurality of tire pressure modes based on the relevant information, the priority of the first tire pressure mode M1 is higher than the priority of the specific tire pressure model MP1, the priority of the specific tire pressure model MP1 is higher than the priority of the second tire pressure mode M2, and the priority of the second tire pressure mode M2 is higher than the priority of the third tire pressure mode M3.

[0078] Item 6. The tire pressure adjustment method for a vehicle according to any one of Items 1 to 5, wherein the plurality of tire pressure modes further includes a custom tire pressure mode MP3. In the custom tire pressure mode MP3, the reference tire pressure S at a certain vehicle speed includes a plurality of custom reference tire pressures, the relevant information further includes a user instruction, and selecting a tire pressure mode from the plurality of tire pressure modes based on the relevant information includes: when the obtained user instruction indicates that the user has selected one of the plurality of custom reference tire pressures, selecting the custom tire pressure mode MP3 from the plurality of tire pressure modes and determining the one custom reference tire pressure as the reference tire pressure S.

[0079] Item 7. The tire pressure adjustment method for a vehicle according to any one of Items 1 to 6, wherein the plurality of tire pressure modes further includes a protection tire pressure mode MP2. In the protection tire pressure mode MP2, when the vehicle speed V is greater than a specific vehicle speed, the reference tire pressure S is a high reference tire pressure, and when the vehicle speed V is less than or equal to the specific vehicle speed, the reference tire pressure S is a low reference tire pressure. The relevant information further includes the tire temperature T of the vehicle and the obtained tire pressure P, and selecting a tire pressure mode from the plurality of tire pressure modes based on the relevant information includes: when the obtained tire pressure P is higher than the highest tire pressure limit value and / or the obtained tire temperature T is higher than the temperature threshold, selecting the protection tire pressure mode MP2 from the plurality of tire pressure modes and determining the reference tire pressure S based on the obtained vehicle speed V in the protection tire pressure mode MP2.

[0080] Item 8. The tire pressure adjustment method for a vehicle according to any one of Items 1 to 7 further includes: setting a compensation tire pressure mode MP5, defining a correspondence relationship between an increment of the vehicle load W greater than a load threshold and a compensation amount for the reference tire pressure S in the compensation tire pressure mode MP5; obtaining the vehicle load W; determining the compensation amount based on the obtained vehicle load W in the compensation tire pressure mode MP5; and adding the determined compensation amount to the reference tire pressure S in the one tire pressure mode.

[0081] Item 9. The tire pressure adjustment method for a vehicle according to any one of Items 1 to 8 further includes: when the vehicle stops running, obtaining the time when the vehicle stops running; based on the time having lasted greater than a time threshold, adjusting the tire pressure to a tire pressure limit value for the vehicle that has stopped running.

[0082] Item 10. A tire pressure adjustment device 36 for a vehicle includes: a processor; and a memory storing executable instructions, the executable instructions when executed causing the processor to execute the tire pressure adjustment method for a vehicle according to any one of Items 1 to 9.

[0083] Item 11. A machine-readable storage medium stores executable instructions, the executable instructions when executed by a processor implementing the tire pressure adjustment method for a vehicle according to any one of Items 1 to 9.

Claims

1. A method for adjusting tire pressure for a vehicle, characterized in that, Comprising: Setting multiple tire pressure modes, and defining the corresponding relationship between the vehicle speed (V) and the reference tire pressure (S) in each tire pressure mode; Obtaining the vehicle speed (V) and the tire pressure (P) when the vehicle is running, as well as relevant information, where the relevant information includes weather, the driving route that the vehicle is about to follow, the predicted road conditions on the driving route, and the energy state of the vehicle; Selecting one tire pressure mode from the multiple tire pressure modes based on the relevant information, and determining the reference tire pressure (S) at least based on the obtained vehicle speed (V) in the one tire pressure mode; And Determining the difference between the obtained tire pressure (P) and the determined reference tire pressure (S) for adjusting the tire pressure, wherein, in some tire pressure modes, within a range of the vehicle speed (V), when the vehicle is accelerating, the reference tire pressure (S) is less than when the vehicle is decelerating.

2. The method for adjusting tire pressure for a vehicle according to claim 1, characterized in that, The multiple tire pressure modes include a first tire pressure mode (M1), a second tire pressure mode (M2), and a third tire pressure mode (M3), wherein, the first tire pressure mode (M1) is applicable to at least one of snowing, raining, and foggy weather and / or at least one of ice and snow roads, slippery roads, muddy roads, and inapplicable driving roads; wherein, the second tire pressure mode (M2) is applicable to the predicted road condition being a highway and / or the energy state being low, and wherein, the third tire pressure mode (M3) is applicable to the predicted road condition being a suitable driving road and / or the energy state being sufficient.

3. The method for adjusting tire pressure for a vehicle according to claim 2, characterized in that, It further includes at least one of the following: In the first tire pressure mode (M1), when the vehicle accelerates to make the vehicle speed (V) greater than the first vehicle speed, the reference tire pressure (S) increases from the first reference tire pressure to the second reference tire pressure; when the vehicle accelerates to make the vehicle speed (V) greater than the second vehicle speed, the reference tire pressure (S) increases from the second reference tire pressure to the third reference tire pressure; when the vehicle decelerates to make the vehicle speed (V) less than or equal to the third vehicle speed, the reference tire pressure (S) decreases from the third reference tire pressure to the second reference tire pressure; and when the vehicle decelerates to make the vehicle speed (V) less than or equal to the fourth vehicle speed, the reference tire pressure (S) decreases from the second reference tire pressure to the first reference tire pressure; In the first tire pressure mode (M1), the fourth vehicle speed is less than the first vehicle speed, and the third vehicle speed is less than the second vehicle speed and greater than the first vehicle speed; In the second tire pressure mode (M2), when the vehicle accelerates to make the vehicle speed (V) greater than the first vehicle speed, the reference tire pressure (S) increases from the first reference tire pressure to the second reference tire pressure; and when the vehicle decelerates to make the vehicle speed (V) less than or equal to the second vehicle speed, the reference tire pressure (S) decreases from the second reference tire pressure to the first reference tire pressure; In the second tire pressure mode (M2), the second vehicle speed is less than the first vehicle speed; The first vehicle speed in the second tire pressure mode (M2) is equal to the first vehicle speed in the first tire pressure mode (M1), and / or the second vehicle speed in the second tire pressure mode (M2) is equal to the fourth vehicle speed in the first tire pressure mode (M1); The first reference tire pressure in the second tire pressure mode (M2) is equal to the third reference tire pressure in the first tire pressure mode (M1); In the third tire pressure mode (M3), when the vehicle accelerates such that the vehicle speed (V) is greater than the first vehicle speed, the reference tire pressure (S) increases from the first reference tire pressure to the second reference tire pressure, when the vehicle accelerates such that the vehicle speed (V) is greater than the second vehicle speed, the reference tire pressure (S) increases from the second reference tire pressure to the third reference tire pressure, when the vehicle decelerates such that the vehicle speed (V) is less than or equal to the third vehicle speed, the reference tire pressure (S) decreases from the third reference tire pressure to the second reference tire pressure, and when the vehicle decelerates such that the vehicle speed (V) is less than or equal to the fourth vehicle speed, the reference tire pressure (S) decreases from the second reference tire pressure to the first reference tire pressure; In the third tire pressure mode (M3), the fourth vehicle speed is less than the first vehicle speed, and the third vehicle speed is less than the second vehicle speed and greater than the first vehicle speed; The first vehicle speed in the third tire pressure mode (M3) is equal to the first vehicle speed in the first tire pressure mode (M1), the second vehicle speed in the third tire pressure mode (M3) is equal to the second vehicle speed in the first tire pressure mode (M1), the third vehicle speed in the third tire pressure mode (M3) is equal to the third vehicle speed in the first tire pressure mode (M1), and / or the fourth vehicle speed in the third tire pressure mode (M3) is equal to the fourth vehicle speed in the first tire pressure mode (M1); And The first reference tire pressure in the third tire pressure mode (M3) is equal to the second reference tire pressure in the first tire pressure mode (M1).

4. The method for adjusting tire pressure for a vehicle according to claim 2, characterized in that, The plurality of tire pressure modes further includes a specific tire pressure model (MP1) generated by a machine learning algorithm, the specific tire pressure model (MP1) being applicable to a specific driving route that the vehicle has followed multiple times, and the method further includes: Based on the vehicle having followed the driving route at least once, determining that the driving route is the specific driving route; When the vehicle is following the driving route, obtaining an acceleration related to the vibration of the vehicle; and Updating the specific tire pressure model (MP1) by the machine learning algorithm at least based on a trade-off relationship between the obtained tire pressure (P) and the obtained acceleration.

5. The method for adjusting tire pressure for a vehicle according to claim 4, characterized in that, When selecting a tire pressure mode from the plurality of tire pressure modes based on the relevant information, the priority of the first tire pressure mode (M1) is higher than the priority of the specific tire pressure model (MP1), the priority of the specific tire pressure model (MP1) is higher than the priority of the second tire pressure mode (M2), and the priority of the second tire pressure mode (M2) is higher than the priority of the third tire pressure mode (M3).

6. The method for adjusting tire pressure for a vehicle according to any one of claims 1 to 5, characterized in that, The plurality of tire pressure modes further includes a custom tire pressure mode (MP3), in the custom tire pressure mode (MP3), the reference tire pressure (S) at a certain vehicle speed includes a plurality of custom reference tire pressures, the relevant information further includes a user instruction, and Selecting one tire pressure mode from the multiple tire pressure modes based on the relevant information includes: When the obtained user instruction indicates that the user has selected one of the multiple custom reference tire pressures, select the custom tire pressure mode (MP3) from the multiple tire pressure modes, and determine the one custom reference tire pressure as the reference tire pressure (S).

7. The method for adjusting tire pressure for a vehicle according to any one of claims 1 to 5, characterized in that,The multiple tire pressure modes further include a protection tire pressure mode (MP2). In the protection tire pressure mode (MP2), when the vehicle speed (V) is greater than a specific vehicle speed, the reference tire pressure (S) is a high reference tire pressure, and when the vehicle speed (V) is less than or equal to the specific vehicle speed, the reference tire pressure (S) is a low reference tire pressure. The relevant information further includes the tire temperature (T) of the vehicle and the obtained tire pressure (P), and Selecting one tire pressure mode from the multiple tire pressure modes based on the relevant information includes: When the obtained tire pressure (P) is higher than the highest tire pressure limit value and / or the obtained tire temperature T is higher than the temperature threshold, select the protection tire pressure mode (MP2) from the multiple tire pressure modes, and determine the reference tire pressure (S) based on the obtained vehicle speed (V) in the protection tire pressure mode (MP2).

8. The tire pressure adjustment method for a vehicle according to any one of claims 1 to 5, characterized in that, Further includes: Set a compensation tire pressure mode (MP5), in which a correspondence relationship between an increment of the vehicle load (W) greater than the load threshold and a compensation amount for the reference tire pressure (S) is defined; Obtain the vehicle load (W); Determine the compensation amount based on the obtained vehicle load (W) in the compensation tire pressure mode (MP5); And Add the determined compensation amount to the reference tire pressure (S) in the one tire pressure mode.

9. The tire pressure adjustment method for a vehicle according to any one of claims 1 to 5, characterized in that, Further includes: When the vehicle stops running, obtain the time when the vehicle stops running; Based on the time having lasted greater than a time threshold, adjust the tire pressure to the tire pressure limit value for the stopped vehicle.

10. A tire pressure adjustment device (36) for a vehicle, comprising: Processor; And A memory having executable instructions stored thereon, the executable instructions when executed causing the processor to execute the tire pressure adjustment method for a vehicle according to any one of claims 1 to 9.

11. A machine-readable storage medium storing executable instructions that, when executed by a processor, implement the tire pressure adjustment method for a vehicle according to any one of claims 1 to 9.

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