Tire pressure self-adaptive compensation device, control method and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a tire pressure self-adaptive compensation device, a control method and a vehicle. Comprising a gas transmission device which is connected between a tire inflation inlet and an air supply unit; the valve assembly is arranged on the gas transmission device, and the controlled end is connected with the control signal output end of the control unit; the data input end of the control unit is connected with the tire pressure sensor; and the controller is configured to receive the real-time tire pressure data sent by the tire pressure sensor, and control opening and closing of the valve assembly based on a comparison result of a preset target tire pressure range and the real-time tire pressure data so as to adjust the tire pressure. By integrating the gas transmission device, the valve assembly and the control unit, a gas source of an existing air supply unit system of a shared vehicle is achieved, installation of an additional gas pump is avoided, and therefore the complexity and cost of the system are remarkably reduced. On the premise that an additional air pump is not added, automatic air supply after tire pressure attenuation in the automobile advancing process can be achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a tire pressure adaptive compensation device, a control method, and a vehicle. Background Art

[0002] Tire pressure is a key factor affecting vehicle handling, comfort, driving safety, and tire life. Excessively high or low tire pressure can cause changes in the tire's contact patch, reducing vehicle stability and braking performance, while also accelerating tire wear. Traditional tire pressure monitoring systems primarily rely on tire pressure monitoring sensors for alarms. This design is essentially a passive response mechanism that can only warn the driver when tire pressure is abnormal, but cannot actively intervene to compensate for tire pressure loss. This passivity stems from the inherent limitations of the system architecture: traditional solutions lack closed-loop control logic and real-time execution units, and are unable to automatically trigger compensation actions based on tire pressure changes. As a result, gradual tire pressure loss caused by slow leaks or environmental factors cannot be corrected in a timely manner, thereby exacerbating tire performance degradation and safety risks.

[0003] The passive response defect of traditional tire pressure detection is mainly due to the fact that the system does not integrate active compensation functions, and its detection and execution links are disconnected. Specifically, the tire pressure monitoring sensor is only responsible for data collection and alarm, while the inflation operation requires manual intervention or independent equipment. There is no automatic decision-making mechanism within the system to compare the real-time tire pressure with the target range and drive the actuator. The root cause of this defect is that the traditional design regards detection and compensation as separate processes. The tire pressure monitoring module is not deeply integrated with the vehicle control unit and cannot form a feedback loop. Therefore, when the tire pressure drops naturally due to slow leakage, temperature fluctuations or long-term use, the system can only passively wait for manual processing and cannot achieve adaptive adjustment while the vehicle is moving, which ultimately leads to shortened tire life and reduced driving comfort.

[0004] In addition, traditional tire pressure monitoring systems require independent air source configurations, such as additional on-board air pumps and air tanks, which increases costs and space. This drawback stems from the fact that the air source does not share the vehicle's existing systems. Traditional solutions must deploy a separate air pump assembly for tire pressure compensation to provide high-pressure gas. This independence not only increases hardware cost and weight, but also increases maintenance complexity due to the need to install additional controllers, piping, and power interfaces. At the same time, independent air sources lack modular integration and cannot reuse existing vehicle resources, such as air supply units, resulting in redundant investment and energy waste in the entire vehicle system, which goes against the trend of lightweighting and cost optimization of automobiles.

[0005] To sum up, how to achieve automatic inflation after tire pressure decays while the car is moving without adding an additional air pump is a technical problem that needs to be solved. Summary of the Invention

[0006] In view of this, the embodiments of the present application provide a tire pressure adaptive compensation device, a control method and a vehicle, which can realize automatic inflation after the tire pressure decays during the vehicle's driving without adding an additional air pump.

[0007] A first aspect of an embodiment of the present application provides a tire pressure adaptive compensation device, which is applied to a new energy vehicle equipped with an air supply unit, comprising: a gas transmission device connected between the tire inflation port and the air supply unit, for establishing a gas transmission channel between the air supply unit and the tire inflation port; A valve assembly is provided on the gas transmission device, and a controlled end is connected to a control signal output end of a control unit; Control unit, data input terminal connected to tire pressure sensor; configuration: Receive real-time tire pressure data sent by the tire pressure sensor, and control the opening and closing of the valve assembly based on a comparison result between a preset target tire pressure range and the real-time tire pressure data to adjust the tire pressure.

[0008] In one embodiment, the gas delivery device comprises: A first gas transmission pipeline, one end of which is connected to the tire inflation port and the other end of which is connected to the rotor of the gas rotary joint; a second gas transmission pipeline, one end of which is connected to the stator of the gas rotary joint and the other end of which is connected to the air supply unit; The gas rotary joint comprises a rotor and a stator, and is used to connect the first gas transmission pipeline and the second gas transmission pipeline.

[0009] In one embodiment, the stator of the gas rotary joint is fixed to a bearing end cover of a vehicle, and the rotor of the gas rotary joint is fixed to a hub bearing flange that rotates with the tire.

[0010] In one embodiment, the hub bearing flange is provided with a gas passage running through the center of the axis, and the first gas pipeline is provided through the gas passage.

[0011] In one embodiment, the valve assembly comprises: a switching valve, provided on the second gas transmission pipeline; a one-way valve, disposed between the switching valve and the gas rotary joint; The controlled end of the switching valve is connected to the control signal output end of the control unit and is configured to be controlled by the control unit to be opened or closed; The one-way valve is configured to achieve one-way conduction of the air supply unit to the tire.

[0012] A second aspect of an embodiment of the present application provides a control method for a tire pressure adaptive compensation device, which is executed by the control unit and includes: Get real-time tire pressure data; Based on the comparison result between the preset target tire pressure range and the real-time tire pressure data, the opening and closing of the valve assembly is controlled to adjust the tire pressure.

[0013] In one embodiment, controlling the opening and closing of the valve assembly based on a comparison result between a preset target tire pressure range and the real-time tire pressure data includes: comparing the real-time tire pressure with the target tire pressure range; When the real-time tire pressure is lower than the minimum value of the target tire pressure range, controlling the valve assembly to open to inflate the tire; When the real-time tire pressure is greater than or equal to the maximum value of the target tire pressure range, the valve assembly is controlled to close to stop inflating the tire.

[0014] In one embodiment, the target tire pressure range is determined based on ambient temperature conditions.

[0015] In one embodiment, it further includes: receiving a season or temperature selection signal input by a user, and determining a corresponding target tire pressure range based on the season or temperature information of the selection signal; Among them, different seasons or temperature information correspond to different target tire pressure ranges. The hotter the season or the higher the temperature, the smaller the minimum and maximum values ​​of the target tire pressure range. The lower the hotter the season or the lower the temperature, the larger the minimum and maximum values ​​of the target tire pressure range.

[0016] A third aspect of an embodiment of the present application provides a vehicle, comprising the tire pressure adaptive compensation device provided in the first aspect of an embodiment of the present application.

[0017] A fourth aspect of the embodiments of the present application provides a computer program product, including a computer program. When the computer program is run, the method according to the second aspect of the embodiments of the present application is executed.

[0018] A first aspect of an embodiment of the present application provides a tire pressure adaptive compensation device comprising a gas transmission device connected between the tire inflation port and the air supply unit to establish a gas transmission channel between the air supply unit and the tire inflation port; a valve assembly disposed on the gas transmission device, the controlled end of which is connected to the control signal output end of a control unit; and a control unit, the data input end of which is connected to a tire pressure sensor. The device is configured to receive real-time tire pressure data transmitted by the tire pressure sensor and, based on a comparison result between a preset target tire pressure range and the real-time tire pressure data, control the opening and closing of the valve assembly to adjust tire pressure. By integrating the gas transmission device, the valve assembly, and the control unit, the air source of the vehicle's existing air supply unit system is shared, eliminating the need for an additional air pump, thereby significantly reducing system complexity and cost. The control unit dynamically adjusts the opening and closing of the valve assembly based on a comparison between the real-time tire pressure sensor data and the preset target range, ensuring automated and closed-loop control of the tire pressure compensation process, improving response speed and accuracy, and effectively resolving the issues of passive response and inability to actively compensate in traditional tire pressure systems.

[0019] It can be understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. 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 any creative work.

[0021] Figure 1 This is a structural diagram of a tire pressure adaptive compensation device provided in one embodiment of the present application; Figure 2 This is a schematic diagram of the installation of a gas rotary joint; Figure 3 This is a schematic diagram of the action flow of the tire pressure adaptive compensation method provided by one embodiment of the present application; Figure 4 This is a control flow diagram of a tire pressure adaptive compensation method provided by another embodiment of the present application. DETAILED DESCRIPTION

[0022] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may 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 avoid obscuring the description of the present application with unnecessary detail.

[0023] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or collections thereof.

[0024] It will also be understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0025] As used in this specification and the appended claims, the term "if" can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0026] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0027] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0028] like Figure 1 As shown, the tire pressure adaptive compensation device provided in the embodiment of the present application is applied to a new energy vehicle equipped with an air supply unit 3, comprising: A gas transmission device 1 is connected between the tire inflation port and the air supply unit 3 and is used to establish a gas transmission channel between the air supply unit 3 and the tire inflation port; The valve assembly 2 is provided on the gas transmission device 1, and the controlled end is connected to the control signal output end of the control unit; Control unit, data input terminal connected to tire pressure sensor; configuration: Receive the real-time tire pressure data sent by the tire pressure sensor, and control the opening and closing of the valve assembly 2 based on the comparison result between the preset target tire pressure range and the real-time tire pressure data to adjust the tire pressure.

[0029] In practice, air spring assemblies and air supply units (ASUs) are already installed in some vehicles. The ASU connects to the vehicle's chassis domain controller. The ASU system's compressor compresses air to a certain pressure and supplies it to the air springs. The upper end of the air springs connects to the vehicle body, adjusting the vehicle's posture and improving comfort and driving control.

[0030] By integrating a gas transmission device, valve assembly, and control unit, this embodiment of the present application leverages the existing air supply system of the vehicle's air supply unit, eliminating the need for an additional air pump and significantly reducing system complexity and cost. The control unit dynamically adjusts the opening and closing of the valve assembly based on real-time data from the tire pressure sensor and a preset target range, ensuring automated and closed-loop control of the tire pressure compensation process. This improves response speed and accuracy, effectively resolving the passive response and inability of traditional tire pressure systems to compensate. This embodiment of the present application utilizes the vehicle's existing onboard ASU system to access existing tire pressure monitoring system data and control the switching valve. This eliminates the need for additional equipment such as air pumps and air tanks, controllers, and sensors, and eliminates the need for manual air replenishment, reducing costs. Automatically inflates tires when pressure falls below a set minimum and stops when pressure rises above a set maximum, improving system efficiency and integrating more functionality into existing intelligent connected vehicle systems. This aligns with the current trend of intelligent new energy vehicles. When tire pressure is low, the system automatically inflates the tires to maintain pressure within a set range, extending tire life, driving comfort, and safety.

[0031] In one embodiment, the gas delivery device 1 comprises: A first gas transmission pipeline 11, one end of which is connected to the tire inflation port, and the other end of which is connected to the rotor 132 of the gas rotary joint 13; A second gas transmission pipeline 12, one end of which is connected to the stator 131 of the gas rotary joint 13, and the other end of which is connected to the air supply unit 3; The gas rotary joint 13 includes a rotor 132 and a stator 131 , and is used to connect the first gas pipeline 11 and the second gas pipeline 12 .

[0032] In use, the air supply unit 3 is part of the vehicle's existing ASU system, which also includes an air tank 32. The air supply unit 3 includes a compressor 31 and an air spring. This embodiment utilizes the existing ASU system to create a separate air path for inflating the tires. Adaptive tire pressure compensation is achieved through software parameter adjustment and control. The switching valve and one-way valve can be integrated into the existing valve body of the ASU system.

[0033] This embodiment of the present application includes a first gas pipeline, a second gas pipeline, and a gas rotary joint. The rotor and stator design of the gas rotary joint ensure continuous gas transmission while the tire rotates. This structure, with the rotor rotating with the wheel and the stator fixed, eliminates the risk of gas leakage and simplifies the piping layout, ensuring stability and reliability even in high-speed driving environments and enhancing the system's adaptability and durability.

[0034] In one embodiment, the stator 131 of the gas rotary joint 13 is fixed to the bearing end cover 46 of the vehicle, and the rotor 132 of the gas rotary joint 13 is fixed to the hub bearing flange 43 that rotates with the tire.

[0035] The mounting method of this embodiment utilizes the vehicle's existing bearing structure, reducing the need for additional fixings. By integrating directly into the wheel hub assembly, it optimizes space utilization and reduces the effects of vibration and friction on gas transmission, thereby improving the overall stability of the system and simplifying maintenance.

[0036] In one embodiment, the hub bearing flange 43 is provided with a gas passage running through the center of the axis, and the first gas pipeline 11 is provided through the gas passage.

[0037] In application, the wheel side structure of the vehicle includes components such as tire 41, rim 42, hub bearing flange 43, bearing outer ring 44, joint head 45, bearing end cover 46, bearing ball 47, etc. Among them, the first gas pipeline 11 is arranged in the gas channel, so that the first gas pipeline 11 and the tire 41, rim 42, and hub bearing flange 43 can be regarded as fixedly connected and rotate with the tire 41. The bearing outer ring 44 is fixedly connected to the joint head 45 and the bearing end cover 46 and does not rotate; one end of the first gas pipeline 11 is connected to the hub bearing flange 43, and the other end is connected to the tire inflation port; the center of the axis of the hub bearing flange 43 is a through hole, which serves as a gas channel. The gas rotary joint 13, that is, a high-speed slip ring, can transport the gas medium from the non-rotating air pipe to the dynamically rotating sealing device. The structure includes a stator 131 and a rotor 132. The stator 131 is installed on the non-rotating side, and the rotor 132 is installed on the rotating side. As Figure 2 The figure shows a simplified installation diagram of a high-speed slip ring. The stator 131 of the high-speed slip ring is fixedly mounted to the bearing end cap 46, and the rotor 132 of the high-speed slip ring is fixedly mounted to the wheel hub bearing flange 43. When the vehicle is moving, the tire 41 rotates, and the wheel rim 42, wheel hub bearing flange 43, first air supply line 11, and rotor 132 of the high-speed slip ring rotate synchronously. The joint head 45, bearing end cap 46, and stator 131 of the high-speed slip ring do not rotate. High-pressure gas flows from the second air supply line 12 through the high-speed slip ring and the gas passages of the wheel hub bearing flange 43, entering the first air supply line 11 to inflate the tire 41.

[0038] In this embodiment of the present application, the hub bearing flange is provided with a gas channel extending through the center of the axis, through which the first gas pipeline is routed. This integrated channel design eliminates the risk of external pipeline exposure. By embedding the gas channel, the system reduces gas flow resistance and prevents pipeline distortion or damage in dynamic environments, ensuring the efficiency and reliability of the inflation process.

[0039] In one embodiment, the valve assembly 2 comprises: The switching valve 21 is provided on the second gas transmission pipeline 12; A one-way valve 22 is provided between the switching valve 21 and the gas rotary joint 13; The controlled end of the switching valve 21 is connected to the control signal output end of the control unit and is configured to be controlled by the control unit to open or close; The one-way valve 22 is configured to achieve one-way flow from the air supply unit 3 to the tire.

[0040] In this embodiment, a one-way valve is positioned between the switching valve and the gas rotary joint, enabling one-way gas flow. This combined design, while preventing gas backflow through the one-way valve and combining it with the precise opening and closing control of the switching valve, optimizes airflow management, avoids energy waste, and ensures that inflation is activated only when needed, improving the system's energy efficiency and response accuracy.

[0041] An embodiment of the present application provides a control method for a tire pressure adaptive compensation device, which is executed by a control unit and includes: Get real-time tire pressure data; Based on the comparison result between the preset target tire pressure range and the real-time tire pressure data, the opening and closing of the valve assembly 2 is controlled to adjust the tire pressure.

[0042] In applications, such as Figure 3 As shown, the tire pressure monitoring system transmits the real-time tire pressure values ​​detected by the tire pressure sensors to a control unit, which in this embodiment is the vehicle's electronic control unit (ECU). The ECU incorporates a built-in tire pressure compensation algorithm that identifies and determines the real-time tire pressure values. When inflation is required, the ECU controls the ASU system to execute the next action, namely, opening the switching valve to inflate the tire. The ECU controls the ASU system to execute the next action, namely, closing the switching valve to stop inflation, until the tire pressure reaches the set value. This closed-loop control process ensures accurate and stable tire pressure compensation.

[0043] The embodiment of the present application achieves full automation of tire pressure compensation through software logic without the need for manual intervention, ensuring that the tire pressure is maintained within the ideal range, thereby improving vehicle handling and tire service life.

[0044] In one embodiment, based on the comparison result between the preset target tire pressure range and the real-time tire pressure data, the opening and closing of the control valve assembly 2 includes: Compare the real-time tire pressure with the target tire pressure range; When the real-time tire pressure is lower than the minimum value of the target tire pressure range, the control valve assembly 2 opens to inflate the tire; When the real-time tire pressure is greater than or equal to the maximum value of the target tire pressure range, the control valve assembly 2 is closed to stop inflating the tire.

[0045] In applications, such as Figure 4As shown, based on the existing tire pressure monitoring device on the car, tire pressure parameters are set in the algorithm to achieve customized settings of the target tire pressure range (P0~P1) in different seasons and temperature environments, and the real-time tire pressure (P) data of the existing tire pressure monitoring system is retrieved and compared with the set target tire pressure. When the real-time tire pressure is less than the minimum value of the target tire pressure range (P<P0), the software controls the switching valve to open, and the ASU system inflates the tire until the real-time tire pressure reaches the maximum value of the target tire pressure range (P≥P1). The switching valve is closed and inflation stops.

[0046] This embodiment of the present application includes a valve assembly that opens to inflate when the real-time tire pressure falls below a minimum value, and closes to stop inflation when it exceeds a maximum value. This threshold control mechanism, through clear boundary judgment, prevents over- and under-inflation, optimizes the closed-loop performance of tire pressure regulation, and ensures system stability and safety.

[0047] In one embodiment, the target tire pressure range is determined based on ambient temperature conditions.

[0048] The target tire pressure range in this embodiment is determined based on ambient temperature conditions, enabling the system to adapt to seasonal changes. By factoring in temperature, this method automatically adjusts the target tire pressure, avoiding temperature-induced pressure fluctuations and improving compensation accuracy and tire performance consistency. Target tire pressures can be set for different seasons and temperatures, enabling intelligent, adaptive compensation of tire pressure.

[0049] In one embodiment, it further includes: receiving a season or temperature selection signal input by a user, and determining a corresponding target tire pressure range based on the season or temperature information of the selection signal; Among them, different seasons or temperature information correspond to different target tire pressure ranges. The hotter the season or the higher the temperature, the smaller the minimum and maximum values ​​of the target tire pressure range. The lower the hotter the season or the lower the temperature, the larger the minimum and maximum values ​​of the target tire pressure range.

[0050] In the application, the controller's control algorithm establishes target tire pressure ranges, namely P0 and P1. The system also includes recommended tire pressure ranges for different seasons and temperatures, such as summer, normal, and winter, corresponding to high, normal, and low temperatures, respectively. These ranges can be selected using a virtual button on the tire pressure setting interface on the vehicle's central control screen. Typically, tire pressures rise during driving, with the increase becoming more pronounced as temperatures rise. Therefore, the tire pressure range for normal temperatures is set based on empirical values, typically around 2.5 bar. The tire pressure range for low and high temperatures is set to 2.5 bar with a fluctuation of 0.2-0.3 bar, respectively.

[0051] In applications, the control unit can also calibrate the target tire pressure range based on season and temperature during the production phase, so that the corresponding target tire pressure range can be directly called based on the collected data during vehicle operation. The target tire pressure range can be set differently according to different seasons or different temperature ranges.

[0052] For example, seasonal data can be acquired to automatically adjust the target tire pressure range. Temperature data collected by a temperature sensor can also be used to adjust the target tire pressure range.

[0053] This embodiment of the present application introduces a user-inputted season or temperature selection signal to determine the target tire pressure range, allowing for personalized settings. This user interaction mechanism achieves a high degree of customization by assigning different tire pressure ranges to different seasons or temperatures, enhancing system flexibility and user experience while ensuring scientific and adaptable tire pressure settings.

[0054] 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 this application.

[0055] An embodiment of the present application provides a vehicle, comprising a tire pressure adaptive compensation device as described in any of the above embodiments.

[0056] An embodiment of the present application also provides a control device, which is an ECU, and includes: at least one processor, a memory, and a computer program stored in the memory and executable on at least one processor. When the processor executes the computer program, the steps in the above-mentioned method embodiments are implemented.

[0057] In applications, a processor may be a central processing unit (CPU), other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), 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.

[0058] In applications, the storage can be an internal storage unit of the electronic device, such as a hard disk or a memory of the electronic device, in some embodiments. The storage can also be an external storage device of the electronic device, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, and the like, in other embodiments. Further, the storage can include both the internal storage unit and the external storage device of the electronic device. The storage is used to store an operating system, an application program, a BootLoader, data, and other programs, such as program codes of computer programs, and the like. The storage can also be used to temporarily store data that has been output or is to be output.

[0059] It should be noted that the information interaction and execution process between the above apparatuses / units are based on the same concept as the method embodiments of the present application, and the specific functions and technical effects brought by the above apparatuses / units can be referred to the method embodiments part, which will not be described herein.

[0060] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of functional units and modules is taken as an example for illustration, and in actual applications, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to complete all or part of the above-described functions. Each functional unit and module in the embodiments can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit. In addition, the specific names of the functional units and modules are only for the purpose of mutual distinction, and do not limit the protection scope of the present application. The specific working process of the units and modules in the system can refer to the corresponding process in the foregoing method embodiments, which will not be described herein.

[0061] The embodiments of the present application also provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the steps in each of the above method embodiments.

[0062] The embodiments of the present application provide a computer program product, which includes a computer program. When the computer program product is run on an electronic device, the electronic device is caused to execute the steps in each of the above method embodiments.

[0063] If the integrated unit is implemented as a software functional unit and sold or used as a standalone product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application can implement all or part of the process steps in the above-mentioned method embodiments by using a computer program to instruct the relevant hardware. The computer program can be stored in a computer-readable storage medium. When executed by a processor, the computer program can implement the steps of each of the above-mentioned method embodiments. The computer program includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. Computer-readable media can include at least: any entity or device capable of carrying computer program code to a device / electronic device, recording media, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signals, telecommunication signals, and software distribution media. Examples include USB flash drives, removable hard drives, magnetic disks, or optical disks. In some jurisdictions, based on legislation and patent practice, computer-readable media cannot be electric carrier signals or telecommunication signals.

[0064] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0065] Those skilled 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 beyond the scope of this application.

[0066] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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.

[0067] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0068] The above embodiments 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, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A tire pressure adaptive compensation device, characterized in that: Applicable to new energy vehicles equipped with an air supply unit (3), including: A gas transmission device (1) is connected between the tire inflation port and the air supply unit (3) and is used to establish a gas transmission channel between the air supply unit (3) and the tire inflation port; A valve assembly (2) is provided on the gas transmission device (1), wherein a controlled end is connected to a control signal output end of a control unit; Control unit, data input terminal connected to tire pressure sensor; configuration: The real-time tire pressure data sent by the tire pressure sensor is received, and based on the comparison result between a preset target tire pressure range and the real-time tire pressure data, the opening and closing of the valve assembly (2) is controlled to adjust the tire pressure.

2. The tire pressure adaptive compensation device according to claim 1, characterized in that: The gas transmission device (1) comprises: A first gas transmission pipeline (11), one end of which is connected to the tire inflation port, and the other end of which is connected to the rotor (132) of the gas rotary joint (13); A second gas transmission pipeline (12), one end of which is connected to the stator (131) of the gas rotary joint (13), and the other end of which is connected to the air supply unit (3); A gas rotary joint (13), comprising a rotor (132) and a stator (131), is used to connect the first gas transmission pipeline (11) and the second gas transmission pipeline (12).

3. The tire pressure adaptive compensation device according to claim 2, characterized in that: The stator (131) of the gas rotary joint (13) is fixed to a bearing end cover (46) of a vehicle, and the rotor (132) of the gas rotary joint (13) is fixed to a hub bearing flange (43) that rotates with the tire.

4. The tire pressure adaptive compensation device according to claim 3, characterized in that: The hub bearing flange (43) is provided with a gas passage running through the center of the axis, and the first gas transmission pipeline (11) is provided through the gas passage.

5. The tire pressure adaptive compensation device according to claim 2, wherein: The valve assembly (2) comprises: a switching valve (21), provided on the second gas transmission pipeline (12); a one-way valve (22) disposed between the switching valve (21) and the gas rotary joint (13); The controlled end of the switching valve (21) is connected to the control signal output end of the control unit and is configured to be controlled by the control unit to be opened or closed; The one-way valve (22) is configured to achieve one-way conduction from the air supply unit (3) to the tire.

6. A control method for the tire pressure adaptive compensation device according to any one of claims 1 to 5, characterized in that: Executed by the control unit, including: Get real-time tire pressure data; Based on the comparison result between the preset target tire pressure range and the real-time tire pressure data, the opening and closing of the valve assembly (2) is controlled to adjust the tire pressure.

7. The control method according to claim 6, wherein: The control of opening and closing of the valve assembly (2) based on the comparison result between the preset target tire pressure range and the real-time tire pressure data comprises: comparing the real-time tire pressure with the target tire pressure range; When the real-time tire pressure is lower than the minimum value of the target tire pressure range, controlling the valve assembly (2) to open so as to inflate the tire; When the real-time tire pressure is greater than or equal to the maximum value of the target tire pressure range, the valve assembly (2) is controlled to close to stop inflating the tire.

8. The control method according to claim 6, wherein: The target tire pressure range is determined based on ambient temperature conditions.

9. The control method according to claim 8, wherein: Also includes: receiving a season or temperature selection signal input by a user, and determining a corresponding target tire pressure range based on the season or temperature information of the selection signal; Among them, different seasons or temperature information correspond to different target tire pressure ranges. The hotter the season or the higher the temperature, the smaller the minimum and maximum values ​​of the target tire pressure range. The lower the hotter the season or the lower the temperature, the larger the minimum and maximum values ​​of the target tire pressure range.

10. A vehicle, characterized in that: It comprises the tire pressure adaptive compensation device as described in any one of claims 1 to 5.

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