Tire central inflation and deflation system, method for controlling inflation and deflation of tire, electronic equipment, storage medium and vehicle

Abstract

The invention discloses a tire central inflation and deflation system, a method for controlling inflation and deflation of tires, electronic equipment, a storage medium and a vehicle. The tire central inflation and deflation system comprises an air compressor, a controller and a controller, wherein the air compressor is arranged on the vehicle and used for adjusting the height of an air suspension, and the air compressor is connected with each tire of the vehicle; and the controller is connected with the air compressor and is used for controlling the air compressor to inflate and deflate the tire. By the adoption of the system, higher inflation power can be provided through the original air compressor of the vehicle, so that the problem that the continuous working time is very short due to the fact that overheat protection is triggered by overlarge working current of the air compressor is solved, no extra high-voltage air source needs to be added, and the cost and the weight of the whole vehicle are reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a tire central inflation and deflation system, a method for controlling tire inflation and deflation, an electronic device, a storage medium and a vehicle. BACKGROUND

[0002] In the related art, a low-voltage air pump is additionally added to the whole vehicle as an air source for tire inflation, thereby increasing the cost and weight of the whole vehicle, and the air pump is low-voltage power distribution, and has low working power. If a high-power work is configured, the working current is large, and overheating protection is easily stopped to cause a very short continuous working time. SUMMARY

[0003] The present application aims to at least solve one of the technical problems in the prior art. To this end, one object of the present application is to provide a tire central inflation and deflation system, which uses the system to provide greater inflation power through the original air compressor of the vehicle, thereby avoiding the problem of short continuous working time caused by the air compressor triggering overheating protection due to excessive working current, and without the need to additionally increase a high-voltage air source, thereby reducing the cost and weight of the whole vehicle.

[0004] A second object of the present application is to provide a method for controlling tire inflation and deflation.

[0005] A third object of the present application is to provide an electronic device.

[0006] A fourth object of the present application is to provide a non-volatile readable storage medium.

[0007] A fifth object of the present application is to provide a vehicle.

[0008] To solve the above problems, the first aspect of the present application provides a tire central inflation and deflation system, comprising: an air compressor for adjusting the height of the air suspension on the vehicle, the air compressor being connected to each tire of the vehicle; a controller connected to the air compressor for controlling the air compressor to inflate the tires.

[0009] According to the tire central inflation / deflation system of the present invention, the tires are inflated using the existing air compressor used to adjust the height of the air suspension. That is, the air compressor of the active suspension ECU system is used as the air source to inflate the tires, thus eliminating the need to add an additional air compressor. Therefore, compared with the prior art of inflating tires using a low-voltage air pump, the present application reuses the high-voltage air compressor of the active suspension ECU system to inflate the tires, thereby providing greater inflation power. This avoids the problem of short continuous working time caused by the air compressor triggering overheat protection due to excessive operating current. Moreover, the tire inflation function can be achieved without adding an additional high-voltage air source, thereby effectively reducing the overall vehicle cost and weight.

[0010] In some embodiments, the central tire inflation / deflation system further includes an inflation / deflation valve corresponding to each tire, the inflation / deflation valve being disposed on the air passage connecting the air compressor and the tire, for controlling the opening and closing of the air passage between the air compressor and the tire.

[0011] In some embodiments, the controller is connected to the inflation / deflation valve and is used to control the first working position of the corresponding inflation / deflation valve to be turned on when the tire is inflated, so that the air passage between the air compressor and the tire is opened; or, when the tire is deflated, the controller controls the second working position of the corresponding inflation / deflation valve to be turned on, so that the tire exhausts gas to the atmosphere.

[0012] In some embodiments, the controller is further configured to control the opening degree of the charging / discharging valve when the first operating position of the charging / discharging valve is turned on.

[0013] In some embodiments, the central tire inflation / deflation system further includes an air tank, the air tank having an inlet connected to the air compressor and an air outlet connected to each of the inflation / deflation valves.

[0014] In some embodiments, the central tire inflation / deflation system further includes a rotary bearing corresponding to each tire, the rotary bearing being disposed between the corresponding inflation / deflation valve and the tire, for connecting the tire valve to the corresponding air passage.

[0015] In some embodiments, the central tire inflation / deflation system further includes a tire pressure sensor for each tire, the tire pressure sensor being used to collect the real-time tire pressure and real-time tire temperature of the corresponding tire.

[0016] In some embodiments, the central tire inflation / deflation system further includes: a radio frequency receiver connected to the controller, the radio frequency receiver also communicating radio frequency with the tire pressure sensor to receive the real-time tire pressure and the real-time tire temperature.

[0017] In some embodiments, the central tire inflation / deflation system further includes an input device connected to the controller for obtaining a target terrain pattern based on user input.

[0018] A second aspect of the present invention provides a method for controlling tire inflation and deflation, wherein each tire is connected to an air compressor on a vehicle for adjusting the height of an air suspension system. The method includes: when at least one tire requires inflation, acquiring real-time status information of the tire requiring inflation; obtaining a target tire inflation speed of the air compressor based on the real-time status information and target status information of the tire requiring inflation; and controlling the air compressor to inflate the tire requiring inflation based on the target tire inflation speed.

[0019] According to the method for controlling tire inflation and deflation according to embodiments of the present invention, when inflating at least one tire requiring inflation, the rotational speed of the air compressor is determined as the target inflation speed by using real-time tire status information and target status information. The tire inflation speed is then adjusted based on the target inflation speed corresponding to the actual inflation demand of the tire. Therefore, compared to the prior art which controls tire inflation by a target tire pressure, this application determines the actual inflation demand of the tire using real-time status information and target status information, and adjusts the tire inflation speed by combining this with the compressor rotational speed determined by the tire inflation demand. This achieves precise control of the inflation speed of each tire, thereby meeting tire pressure adjustment requirements more quickly, improving user experience, and effectively extending tire life.

[0020] In some embodiments, the target tire inflation speed of the air compressor is obtained by querying the target speed mapping relationship based on the real-time status information and the target status information.

[0021] In some embodiments, the real-time status information includes real-time tire pressure value; the target status information includes target tire pressure value; the target speed mapping relationship includes a first speed mapping relationship, which is a mapping relationship between the tire pressure difference and the target tire inflation speed required by the air compressor, and the tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value.

[0022] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes a target tire pressure; the target speed mapping relationship includes a second speed mapping relationship, which is a mapping relationship between the tire pressure difference and the tire inflation baseline required speed of the air compressor, wherein the tire pressure difference is the difference between the target tire pressure and the real-time tire pressure; the target speed mapping relationship further includes a third speed mapping relationship, which is a mapping relationship between the real-time tire temperature and the first corrected speed of the air compressor; the target tire inflation required speed of the air compressor is obtained based on the tire inflation baseline required speed and the first corrected speed.

[0023] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes a target tire pressure and a target terrain pattern contacted by the tire requiring inflation; the target rotational speed mapping relationship includes a second rotational speed mapping relationship, which is a mapping relationship between the tire pressure difference and the air compressor's basic tire inflation requirement rotational speed, wherein the tire pressure difference is the difference between the target tire pressure and the real-time tire pressure; the target rotational speed mapping relationship also includes a third rotational speed mapping relationship, which is a mapping relationship between the real-time tire temperature and the air compressor's first corrected rotational speed; the target rotational speed mapping relationship also includes a fourth rotational speed mapping relationship, which is a mapping relationship between the target terrain pattern and the air compressor's second corrected rotational speed. The air compressor's target tire inflation requirement rotational speed is obtained based on the tire inflation basic requirement rotational speed, the first corrected rotational speed, and the second corrected rotational speed.

[0024] In some embodiments, when there is no corresponding speed value for the target state information and / or the target state information in the target speed mapping relationship, the speed value corresponding to the target state information and / or the target state information is obtained by linear interpolation calculation based on the target speed mapping relationship.

[0025] In some embodiments, a corresponding inflation / deflation valve is provided in the air passage connecting each tire to the air compressor. The method further includes: when at least one tire needs inflation, controlling the first working position of the corresponding inflation / deflation valve to open, so that the air passage between the air compressor and the tire is open; or, when at least one tire needs deflation, controlling the second working position of the corresponding inflation / deflation valve to open, so that the tire exhausts air into the atmosphere.

[0026] In some embodiments, the method further includes: when inflating the tire, obtaining the target opening degree of the corresponding inflation / deflation valve based on the real-time status information and target status information of the tire that has inflation requirements; and adjusting the opening degree of the corresponding inflation / deflation valve based on the target opening degree of the tire inflation requirements.

[0027] In some embodiments, the target tire inflation opening degree of the inflation / deflation valve is obtained by querying the target opening degree mapping relationship based on the real-time status information and the target status information.

[0028] In some embodiments, the real-time status information includes real-time tire pressure value; the target status information includes target tire pressure value; the target opening mapping relationship includes a first opening mapping relationship, which is a mapping relationship between tire pressure difference and the target tire inflation opening, and the tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value.

[0029] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes a target tire pressure; the target opening mapping relationship includes a second opening mapping relationship, which is a mapping relationship between the tire pressure difference and the basic tire inflation requirement opening of the inflation / deflation valve, wherein the tire pressure difference is the difference between the target tire pressure and the real-time tire pressure; the target opening mapping relationship also includes a third opening mapping relationship, which is a mapping relationship between the real-time tire temperature and the first corrected opening of the inflation / deflation valve; the target tire inflation requirement opening of the inflation / deflation valve is obtained based on the basic tire inflation requirement opening and the first corrected opening.

[0030] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes a target tire pressure and a target terrain pattern encountered by the tire requiring inflation; the target opening mapping relationship includes a second opening mapping relationship, which is a mapping relationship between the tire pressure difference and the basic tire inflation requirement opening of the inflation / deflation valve, wherein the tire pressure difference is the difference between the target tire pressure and the real-time tire pressure; the target opening mapping relationship also includes a third opening mapping relationship, which is a mapping relationship between the real-time tire temperature and a first corrected opening of the inflation / deflation valve; the target opening mapping relationship also includes a fourth opening mapping relationship, which is a mapping relationship between the target terrain pattern and a second corrected opening of the inflation / deflation valve. The target tire inflation requirement opening of the inflation / deflation valve is obtained based on the basic tire inflation requirement opening, the first corrected opening, and the second corrected opening.

[0031] In some embodiments, when there is no corresponding target state information and / or target state information opening value in the target opening mapping relationship, the target state information and / or the opening value corresponding to the target state information is obtained by linear interpolation calculation based on the target opening mapping relationship.

[0032] In some embodiments, the method further includes: when the sum of the power corresponding to the target tire inflation speed and the target air suspension inflation speed of the vehicle is greater than the power limit of the air compressor, the air compressor preferentially responds to the target air suspension inflation speed; or, when the sum of the power corresponding to the target tire inflation speed and the target air suspension inflation speed of the vehicle does not exceed the power limit of the air compressor, the air compressor responds to the sum of the power.

[0033] A third aspect of the present invention provides an electronic device, comprising: at least one processor; a memory communicatively connected to the at least one processor; the memory storing a computer program executable by the at least one processor, wherein the at least one processor executes the computer program to implement the method for controlling tire inflation and deflation described in the above embodiments.

[0034] According to the electronic device of the present invention, by executing the method of controlling tire inflation and deflation described above, the inflation speed of the tire can be adjusted according to the inflation requirements of the tire, so as to achieve precise control of the inflation speed of each tire. This can not only meet the tire pressure adjustment requirements more quickly to improve the user experience, but also effectively extend the tire life.

[0035] A fourth aspect of the present invention provides a non-volatile readable storage medium having a computer program stored thereon, wherein the computer program, when executed, implements the method for controlling tire inflation and deflation.

[0036] A fifth aspect of the present invention provides a vehicle including the central tire inflation / deflation system described in the above embodiments, wherein the controller of the central tire inflation / deflation system is used to execute the method for controlling tire inflation / deflation described in the above embodiments.

[0037] According to the vehicle of the present invention, by executing the method of controlling tire inflation and deflation described above, the tire inflation speed can be adjusted according to the tire inflation requirements, so as to achieve precise control of the inflation speed of each tire. This can not only meet the tire pressure adjustment requirements more quickly to improve the user experience, but also effectively extend the tire life.

[0038] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0039] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0040] Fig. 1 This is a schematic diagram of a central tire inflation / deflation system according to an embodiment of the present invention;

[0041] Fig. 2 This is a flowchart of a method for controlling tire inflation and deflation according to an embodiment of the present invention;

[0042] Fig. 3 This is a flowchart of a method for controlling tire inflation and deflation according to another embodiment of the present invention;

[0043] Fig. 4 This is a structural block diagram of an electronic device according to an embodiment of the present invention;

[0044] Fig. 5 This is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0045] Figure label:

[0046] Vehicle 100; Central tire inflation / deflation system 10; Electronic equipment 20;

[0047] 1. Air compressor; 2. Controller; 3. Inflation / deflation valve; 4. Air tank; 5. Rotary bearing; 6. Radio frequency receiver; 7. Input device; 8. Tire pressure sensor; 9. Tire; 10. Processor; 11. Memory. Detailed Implementation

[0048] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0049] To address the aforementioned issues, the first aspect of this invention provides a central tire inflation / deflation system. This system utilizes the vehicle's existing air compressor to provide greater inflation power, thereby avoiding the problem of short continuous operating time caused by excessive operating current triggering overheat protection in the air compressor. Furthermore, it eliminates the need for an additional high-voltage air source, reducing overall vehicle cost and weight.

[0050] The following is for reference. Fig. 1 The tire central inflation / deflation system 10 according to an embodiment of the present invention is described as follows: Fig. 1 As shown, the central tire inflation / deflation system 10 includes an air compressor 1 and a controller 2.

[0051] The system includes an air compressor 1 for adjusting the air suspension height, connected to each tire. A controller 2 is connected to the air compressor 1 and controls its inflation of the tires. The air compressor 1 can be a reciprocating piston type, a rotary vane type, or a rotary screw type; there are no restrictions on the type. The controller 2 can be a domain controller, which performs bus data parsing, calculation, and transmission. The domain controller 2 enables centralized control and management of multiple vehicle systems, reducing the number of wiring harnesses and controllers, and improving data processing efficiency and accuracy. The Central Tire Inflation / Deflation System 10 (CTIS, Commercial Utility Cargo Vehicle) is a system that improves vehicle performance on different road surfaces by controlling the air pressure in each tire.

[0052] Specifically, to solve the above problems, the tire central inflation / deflation system in this application uses the vehicle's original air compressor 1, which is used to adjust the height of the air suspension, as the air source to inflate the tires. That is, the tire central inflation / deflation system and the active suspension ECU (electronic control unit) system share one air compressor 1, so as to make full use of the vehicle's original air compressor 1 to inflate the tires, thus eliminating the need to add an additional air compressor 1. Moreover, the air compressor 1 is a high-voltage air compressor 1, which can provide greater inflation power while generating less heat in the system. This avoids the problem of the air compressor 1 having a short continuous working time due to excessive operating current or excessive system temperature triggering overheat protection. Furthermore, the tire inflation function can be achieved without adding an additional high-voltage air source, thereby effectively reducing the overall vehicle cost and weight.

[0053] For example, the air compressor 1 is connected to the valve of each tire through an air circuit. Based on this, when each tire needs to be inflated, the air compressor 1 is controlled to start, and the air compressor 1 generates compressed gas that enters each tire, thereby inflating each tire. Alternatively, when each tire needs to be deflated, the air compressor 1 is controlled to stop working, and the air compressor 1 no longer compresses gas for the tire, thereby further controlling the deflation valve corresponding to each tire to deflate it.

[0054] According to the tire central inflation / deflation system of the present invention, the tires are inflated by the existing air compressor 1 used to adjust the height of the air suspension. That is, the air compressor 1 of the active suspension ECU system is used as the air source to inflate the tires, so there is no need to add an additional air compressor 1 to inflate the tires. Therefore, compared with the prior art of inflating tires by using a low-voltage air pump, the present application reuses the high-voltage air compressor 1 of the active suspension ECU system to inflate the tires, thereby providing greater inflation power. This avoids the problem of the air compressor 1 having a very short continuous working time due to overheating protection caused by excessive operating current. Moreover, the tire inflation function can be realized without adding an additional high-voltage air source, thereby effectively reducing the overall vehicle cost and weight.

[0055] In some embodiments, such as Fig. 1 As shown, the central tire inflation / deflation system 10 also includes an inflation / deflation valve 3 corresponding to each tire.

[0056] The inflation / deflation valve 3 is located on the air path connecting the air compressor 1 and the tire 9. It is used to control the opening and closing of the air path between the air compressor 1 and the tire 9. The inflation / deflation valve 3 can be an adjustable inflation / deflation valve 3. The inflation / deflation valve 3 can directly discharge the gas in the tire to the atmosphere, that is, the inflation / deflation valve 3 has the function of deflation. It can also connect the corresponding tire to the air path of the air compressor 1 and support the adjustment of the opening of the inflation / deflation valve 3, that is, the inflation / deflation valve 3 has the function of inflation.

[0057] In some embodiments, the controller 2 is connected to the inflation / deflation valve 3 and is used to control the first working position of the corresponding inflation / deflation valve 3 to be opened when inflating the tire, so that the air passage between the air compressor 1 and the tire is opened; or, when deflating the tire, the controller 2 controls the second working position of the corresponding inflation / deflation valve 3 to be opened, so that the tire exhausts gas to the atmosphere.

[0058] Specifically, when each tire needs inflation, the corresponding inflation / deflation valve 3 is opened to its first working position. At this time, compressed gas generated by the air compressor 1 can be delivered to each tire through the air passage between the air compressor 1 and each tire, thereby inflating each tire. Alternatively, when deflating each tire, the corresponding inflation / deflation valve 3 is opened to its second working position, thus connecting the tire to the atmosphere and allowing each tire to expel gas into the atmosphere, thereby achieving the deflation function for each tire. Furthermore, it should be noted that multiple tires of the vehicle can be inflated or deflated simultaneously or individually.

[0059] In some embodiments, the controller is further configured to control the opening degree of the inflation / deflation valve when the first working position of the inflation / deflation valve is open. That is, when the first working position of the inflation / deflation valve corresponding to each tire is open, while the air compressor inflates each tire through the air passage between the air compressor 1 and each tire, the inflation speed of each tire can be controlled by controlling the opening degree of the inflation / deflation valve 3 in the air passage between the air compressor 1 and each tire. Thus, in this application, the inflation speed of each tire can be precisely controlled by adjusting the opening degree of the inflation / deflation valve corresponding to each tire to meet the pressure adjustment requirements of different tires. Alternatively, the deflation speed of each tire can be controlled by controlling the opening degree of the inflation / deflation valve 3 in the air passage between the air compressor 1 and each tire.

[0060] In some embodiments, such as Fig. 1 As shown, the tire central inflation / deflation system 10 also includes an air tank 4.

[0061] The air inlet of the air tank 4 is connected to the air compressor 1, and the air outlet of the air tank 4 is connected to each inflation / deflation valve 3. It is used for air storage, specifically storing the gas compressed by the air compressor 1, and also for balancing the gas pressure within the central tire inflation / deflation system. The air tank 4 can reduce pressure fluctuations caused by discontinuous exhaust from the air compressor 1, thus achieving a balance between air supply and consumption. The air path in this application can also be represented as the air path between the air tank 4 and the tire.

[0062] In some embodiments, such as Fig. 1 As shown, the central tire inflation / deflation system 10 also includes a rotary bearing 5 corresponding to each tire 9.

[0063] The rotary bearing 5 is located between the corresponding inflation / deflation valve 3 and the tire, and is used to connect the tire valve to the corresponding air passage. That is, the rotary bearing 5 connects the rotating valve to the gas pipeline.

[0064] In some embodiments, such as Fig. 1 As shown, the central tire inflation / deflation system 10 also includes a tire pressure sensor 8 for each tire.

[0065] The tire pressure sensor 8 is used to collect the real-time tire pressure and real-time tire temperature of the corresponding tire. There can be one or more tire pressure sensors 8 for each tire. The tire pressure sensor 8 can be a built-in sensor or an external sensor. The built-in sensor is installed inside the tire, and the external sensor is installed on the tire valve.

[0066] In some embodiments, such as Fig. 1 As shown, the tire central inflation / deflation system 10 also includes a radio frequency receiver 6.

[0067] The radio frequency (RF) receiver 6 is connected to the controller 2 and also communicates with the tire pressure sensors 8 via radio frequency to receive real-time tire pressure and temperature. The RF receiver 6 can be an independent module, a standalone module, or an integrated module within the product. It can be a high-frequency receiving module. The RF receiver 6 can be positioned anywhere on the vehicle body and has the functions of receiving and analyzing high-frequency signals, as well as data transmission and interaction functions to send the analysis results to the vehicle. In other words, after receiving the real-time tire pressure and temperature data collected by each tire pressure sensor 8, the RF receiver 6 analyzes the data for each tire and sends the analysis results to the vehicle's controller 2.

[0068] In some embodiments, the communication between the RF receiver 6 and the controller 2 can adopt data communication protocols such as CAN (Controller Area Network), CANFD (CAN with Flexible Datarate), LIN (Local Interconnect Network), Ethernet, or LVDS (Low-Voltage Differential Signaling). Among them, the CAN bus has low transmission latency and fast data transmission rate, which can meet the application scenarios with high real-time requirements.

[0069] In some embodiments, such as Fig. 1 As shown, the tire central inflation / deflation system 10 also includes an input device 7.

[0070] The input device 7 is connected to the controller 2 and is used to obtain the target terrain mode based on user input. The input device 7 can be a multimedia host, which is the ECU of the vehicle screen, or the terrain mode can be selected via voice function.

[0071] Specifically, the user selects a terrain mode on the input device 7. The terrain mode can be sand mode, snow mode, mud mode, grass mode, etc., without any restrictions. The input device 7 obtains the target terrain mode based on the user's input operation. The target terrain mode is the terrain mode selected by the user, and the target terrain mode is sent to the controller 2 through a specific data communication protocol.

[0072] In addition, the communication between the input device 7 and the controller 2 can adopt data communication protocols such as CAN, CANFD, LIN, Ethernet or LVDS.

[0073] In this embodiment, the active suspension ECU has the function of data transmission and interaction. The communication method between the active suspension ECU and the controller can adopt data communication protocols such as CAN, CANFD, LIN, Ethernet or LVDS.

[0074] In this embodiment, the communication between the air compressor and the active suspension ECU and controller can adopt data communication protocols such as CAN, CANFD, LIN, Ethernet or LVDS.

[0075] A second aspect of the present invention provides a method for controlling tire inflation and deflation, wherein each tire is connected to an air compressor on a vehicle for adjusting the height of the air suspension, such as... Fig. 2 As shown, the method includes at least steps S1 to S3.

[0076] Step S1: When at least one tire needs inflation, obtain the real-time status information of the tire that needs inflation.

[0077] Specifically, the vehicle includes multiple tires. When at least one tire needs inflation, i.e., when one or more tires need inflation, the real-time status information of the tires that need inflation is obtained. The real-time status information can be understood as the status information that reflects the changes in the internal gas of the tire during use. The real-time status information can be real-time tire pressure, real-time tire temperature, gas volume, and gas mass, etc.

[0078] In addition, it should be noted that if the controller detects that the real-time tire pressure of a certain tire is lower than the preset tire pressure value, it will determine that the tire needs to be inflated.

[0079] Step S2: Obtain the target tire inflation speed of the air compressor based on the real-time status information and target status information of the tires that need inflation.

[0080] Among them, the target status information can be understood as the information used to control tire inflation, and the target status information can be the target tire pressure.

[0081] Specifically, the real-time status information is the status information of the tire that needs to be inflated before inflation, while the target status information is the expected status information of the tire that needs to be inflated after inflation. Therefore, the actual inflation requirement of the tire that needs to be inflated can be determined by the real-time status information and the target status information, and then the target tire inflation speed of the air compressor can be determined by the actual inflation requirement.

[0082] Step S3 involves controlling the air compressor speed according to the tire inflation target requirement to inflate the tires that need inflation.

[0083] Specifically, in related technologies, tire inflation only considers reaching the target tire pressure without controlling the inflation / deflation rate, thus affecting tire lifespan and reducing user experience. To address this issue, this application considers the actual inflation demand of the tire based on the target state information when inflating tires requiring inflation. Specifically, it determines the air compressor speed corresponding to the actual inflation demand by using real-time and target state information. This allows for precise control of the inflation speed of each tire based on its actual inflation demand. In other words, a higher air compressor speed generates more compressed air, and the pressure and velocity of the output compressed air also increase, resulting in a higher tire inflation speed. Therefore, when inflating at least one tire requiring inflation, the actual inflation demand is determined by the tire's real-time and target state information. The target inflation speed is then obtained from this actual inflation demand. This invention controls the air compressor to compress air at the target tire inflation speed, inflating the tires at a rate corresponding to the actual inflation demand. For example, if the actual inflation demand is high, the inflation speed is increased by using a higher target tire inflation speed to meet the need for rapid tire inflation. This process is repeated for each tire requiring inflation. Therefore, compared to existing technologies that only control tire inflation based on the target tire pressure without controlling the inflation speed, this application determines the actual tire inflation demand using real-time and target status information. This information is then combined with the tire inflation demand to adjust the inflation speed, achieving precise control over the inflation speed of each tire. This not only meets tire pressure adjustment needs more quickly, improving user experience, but also effectively extends tire life.

[0084] In addition, the controller sends the target tire inflation speed to the air compressor's ECU via a specific data communication protocol, which can be CAN and is not restricted.

[0085] According to the method for controlling tire inflation and deflation according to embodiments of the present invention, when inflating at least one tire requiring inflation, the rotational speed of the air compressor is determined as the target inflation speed by using real-time tire status information and target status information. The tire inflation speed is then adjusted based on the target inflation speed corresponding to the actual inflation demand of the tire. Therefore, compared to the prior art which controls tire inflation by a target tire pressure, this application determines the actual inflation demand of the tire using real-time status information and target status information, and adjusts the tire inflation speed by combining this with the compressor rotational speed determined by the tire inflation demand. This achieves precise control of the inflation speed of each tire, thereby meeting tire pressure adjustment requirements more quickly, improving user experience, and effectively extending tire life.

[0086] In some embodiments, the target tire inflation speed of the air compressor is obtained by querying the target speed mapping relationship based on real-time status information and target status information.

[0087] Specifically, the controller pre-stores real-time status information, target status information, and the target speed mapping relationship between the air compressor's tire inflation target speed. Based on this, the controller obtains the real-time status information and target status information, queries the target speed mapping relationship, and obtains the air compressor's tire inflation target speed.

[0088] In some embodiments, the real-time status information includes the real-time tire pressure value; the target status information includes the target tire pressure value; the target speed mapping relationship includes a first speed mapping relationship, which is a mapping relationship between the tire pressure difference and the target tire inflation speed, and the tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value.

[0089] The target tire pressure value can be the tire pressure value pre-stored in the controller for tire inflation, and the target tire pressure value can be the tire pressure value pre-stored in the controller for tire inflation and deflation under different terrain modes.

[0090] Specifically, the controller pre-stores a first speed mapping relationship, in which there is a one-to-one correspondence between tire pressure difference and tire inflation target speed. Based on this, the real-time tire pressure value of the tire with inflation requirement is obtained, the tire pressure difference between the target tire pressure value and the real-time tire pressure value is calculated, and then the first speed mapping relationship is queried through the tire pressure difference to obtain the tire inflation target speed corresponding to the tire pressure difference. Thus, the tire inflation target speed of the air compressor is obtained through the real-time tire pressure value and the target tire pressure value.

[0091] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes a target tire pressure; the target speed mapping relationship includes a second speed mapping relationship, which is a mapping relationship between the tire pressure difference and the tire inflation baseline required speed of the air compressor, wherein the tire pressure difference is the difference between the target tire pressure and the real-time tire pressure; the target speed mapping relationship also includes a third speed mapping relationship, which is a mapping relationship between the real-time tire temperature and the first corrected speed of the air compressor; the target tire inflation required speed of the air compressor is obtained based on the tire inflation baseline required speed and the first corrected speed.

[0092] Specifically, the controller pre-stores a second speed mapping relationship, in which there is a one-to-one correspondence between tire pressure difference and the basic tire inflation speed requirement, as shown in Table 1. Table 1 contains the correspondence between tire pressure difference and the basic tire inflation speed requirement. Based on this, the real-time tire pressure value is obtained, the tire pressure difference between the target tire pressure value and the real-time tire pressure value is calculated, and then the second speed mapping relationship is queried through the tire pressure difference to obtain the basic tire inflation speed requirement corresponding to the tire pressure difference. The controller also pre-stores a third speed mapping relationship, in which there is a one-to-one correspondence between real-time tire temperature value and a first corrected speed, as shown in Table 2. Table 2 contains the correspondence between real-time tire temperature value and the first corrected speed. Based on this, the third speed mapping relationship is queried through the obtained real-time tire temperature value to obtain the first corrected speed of the air compressor corresponding to the real-time tire temperature value.

[0093] Table 1

[0094]

[0095]

[0096] For example, when the tire pressure difference between the target tire pressure and the real-time tire pressure is 250 kPa, the required tire inflation base speed is 2500 rpm. Also, referring to Table 1, the greater the tire pressure difference between the target tire pressure and the real-time tire pressure, the greater the required tire inflation base speed of the air compressor and the greater the required tire inflation base opening.

[0097] Table 2

[0098] Real-time fetal temperature value (°C) First corrected engine speed (rpm) First corrected throttle opening (steps) -40 400 50 -20 300 45 0 200 40 20 100 35 40 0 30 60 -100 25 80 -200 20 100 -300 15 120 -400 10 140 -500 5

[0099] For example, when the real-time tire temperature is 20°C, the first corrected speed is 100 rpm, and as shown in Table 1, the larger the real-time tire temperature, the smaller the first corrected speed and the first corrected opening.

[0100] Therefore, when measuring the real-time tire pressure, the real-time tire temperature affects the real-time tire pressure. For example, when the real-time tire temperature is high, the real-time tire pressure increases, resulting in inaccurate tire inflation speed requirements obtained through tire pressure difference queries. Therefore, after obtaining the first correction speed by querying the third speed mapping relationship through the real-time tire temperature, the tire inflation speed requirements are corrected using the first correction speed to obtain the air compressor's tire inflation target speed requirements. This greatly improves the accuracy of tire inflation speed control when adjusting the tire inflation speed using the tire inflation target speed requirements.

[0101] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes the target tire pressure and the target terrain pattern contacted by the tire requiring inflation; the target speed mapping relationship also includes a fourth speed mapping relationship, which is a mapping relationship between the target terrain pattern and the second corrected speed of the air compressor. The target tire inflation demand speed of the air compressor is obtained based on the basic tire inflation demand speed, the first corrected speed, and the second corrected speed.

[0102] Specifically, the controller pre-stores a fourth speed mapping relationship, in which the target terrain mode and the second corrected speed are in a one-to-one correspondence, as shown in Table 3. Table 3 contains the correspondence between the target terrain mode and the second corrected speed. Based on this, the fourth speed mapping relationship is queried through the obtained target terrain mode to obtain the second corrected speed of the air compressor corresponding to the target terrain mode.

[0103] Based on this, the tire pressure is adjusted by changing the air compressor speed under different road conditions (terrain) to maximize vehicle traction and maneuverability, adapting to various road conditions and weather conditions, and improving the vehicle's passability. Alternatively, for different terrain modes, tire inflation and deflation can be controlled to adjust tire-ground traction. For example, if the vehicle enters sand, tire deflation is controlled to increase traction; conversely, if the vehicle leaves sand, tire inflation is controlled to increase power. Based on this, after obtaining the basic tire inflation speed requirement through the second speed mapping relationship and correcting it with the first correction speed, the basic tire inflation speed requirement can be further corrected by using the second correction speed corresponding to the target terrain mode to obtain the target tire inflation speed requirement for the air compressor. Therefore, this application corrects the tire inflation speed requirement by adjusting the rotation speed corresponding to the target terrain mode and real-time tire temperature value, and then controls the inflation speed of each tire by adjusting the tire inflation target rotation speed. This achieves precise control of the inflation speed of each tire, and adjusts the tire pressure of each tire by combining the tire inflation target rotation speed determined for different road conditions, so that the vehicle has maximum traction and flexibility, thereby adapting to different road conditions and weather conditions and improving the vehicle's passability.

[0104] Table 3

[0105] Target terrain mode Second corrected engine speed (rpm) Second corrected throttle opening (steps) Sand 100 30 Mud 200 40 Snow 300 50 Grass 400 60

[0106] Referring to Table 3, when the target terrain mode is sand mode, the second correction speed is 100 rpm; when the target terrain mode is mud mode, the second correction speed is 200 rpm; when the target terrain mode is snow mode, the second correction speed is 300 rpm; and when the target terrain mode is grassland mode, the second correction speed is 400 rpm.

[0107] Based on this, according to the basic tire inflation requirement speed V 基础需求 First corrected speed V 第一修正 Second corrected speed V 第二修正 The target tire inflation speed V of the obtained air compressor 目标转速 .

[0108] Tire inflation target speed V 目标转速 =ξ1*V 基础需求 +ξ2*V 第一修正 +ξ3*V 第二修正 Formula (1)

[0109] Where ξ1, ξ2, and ξ3 are weight values, that is, ξ1 is the basic tire inflation speed V. 基础需求 The final determined tire inflation target speed V 目标转速 The specific gravity, ξ2 is the first corrected rotational speed V 第一修正 The final determined tire inflation target speed V 目标转速 The specific gravity, ξ3 is the second corrected rotational speed V 第二修正 The final determined tire inflation target speed V 目标转速 The proportion of.

[0110] For example, the target tire inflation speed V is calculated according to formula (1) and Tables 1 to 3. 目标转速 Specifically, when the tire pressure difference between the target tire pressure and the real-time tire pressure is 250 kPa, the basic tire inflation speed required is V. 基础需求 The first corrected speed V is 2500 rpm, with a real-time tire temperature of 20°C. 第一修正 The second corrected speed V is 100 rpm. When the target terrain mode is snow mode, the second corrected speed V is 100 rpm. 第二修正 Given 300 rpm, ξ1 = 0.5, ξ2 = 0.3, and ξ3 = 0.2, the target tire inflation speed V is... 目标转速 =0.5*2500+0.3*100+0.2*300=1340rpm. Furthermore, the values ​​of ξ1, ξ2, and ξ3 can be modified according to the actual situation.

[0111] In this embodiment, the tire pressure difference between the target tire pressure value and the real-time tire pressure value determines whether the tire needs inflation or deflation. The target tire pressure value can be the tire pressure value pre-stored in the controller for tire inflation in terrain mode. If the terrain mode is determined to be sand mode, the target tire pressure value corresponding to sand mode is obtained. If the tire pressure difference between the target tire pressure value and the real-time tire pressure value is negative, then the tire needs to be deflated based on the tire pressure difference.

[0112] In some embodiments, when there is no corresponding target state information and / or target state information speed value in the target speed mapping relationship, the target state information and / or the speed value corresponding to the target state information is obtained by linear interpolation calculation based on the target speed mapping relationship.

[0113] The linear interpolation calculation method is as follows: Assuming the coordinates (x0, y0) and (x1, y1) are known, we want to obtain the value of x at a certain position on the straight line within the interval [x0, x1].

[0114] For example, Table 1 does not contain tire pressure difference values ​​or corresponding tire inflation base speed requirements. Based on the target speed mapping relationship in Table 1, the tire inflation base speed requirements corresponding to tire pressure difference values ​​not present in the table are obtained through linear interpolation. For instance, if the tire pressure difference between the target tire pressure value and the real-time tire pressure value in Table 1 is 55 kPa, and 55 kPa is between 50 kPa and 100 kPa, the tire pressure difference values ​​in Table 1 are used as the horizontal axis and the tire inflation base speed requirements are used as the vertical axis. A straight line can be formed by referring to the values ​​in Table 1, and the slope of this straight line is 10. Then, when the tire pressure difference is 55 kPa, the tire inflation base speed requirements = 500 + 5 * 10 = 550 rpm. That is, by using the known (50 kPa, 500 rpm) and (100 kPa, 1000 rpm) values, the value of 55 kPa on the straight line is calculated using the linear interpolation method. Table 2 does not contain real-time tire temperature values ​​or corresponding first corrected speeds. Based on the target speed mapping relationship in Table 2, the first corrected speed corresponding to the real-time tire temperature values ​​not found in the table is obtained through linear interpolation. For example, if the real-time tire temperature is 25℃, which is between 20-40℃, the real-time tire temperature values ​​in Table 2 are used as the horizontal axis and the first corrected speed is used as the vertical axis. A straight line can be formed by referring to the values ​​in Table 2. The slope of this straight line is -5. Therefore, the first corrected speed corresponding to the real-time tire temperature of 25℃ is 100-5*5=75rpm. That is, by using the linear interpolation method, the value of 25℃ on the straight line is calculated to be 75rpm using the known values ​​of (20℃, 100rpm) and (40℃, 0rpm).

[0115] For example, when the target terrain mode is snow mode, the second correction speed is 300 rpm, where ξ1 is 0.5, ξ2 is 0.3, and ξ3 is 0.2. Therefore, the target tire inflation speed V is... 目标转速 =0.5*550+0.3*75+0.2*300=357.5rpm. Therefore, the target tire inflation speed is calculated using linear interpolation for values ​​not listed in the table.

[0116] In some embodiments, each tire is provided with a corresponding inflation / deflation valve in the air path between the tire and the air compressor. When at least one tire needs inflation, the first working position of the corresponding inflation / deflation valve is controlled to open, so that the air path between the air compressor and the tire is opened; or, when at least one tire needs deflation, the second working position of the corresponding inflation / deflation valve is controlled to open, so that the tire exhausts air into the atmosphere.

[0117] Specifically, when each tire needs inflation, the first working position of the corresponding inflation / deflation valve is opened. At this time, the compressed gas generated by the air compressor can be delivered to each tire through the air passage between the air compressor and each tire, thereby inflating each tire. Alternatively, when deflating each tire, the second working position of the corresponding inflation / deflation valve in the air passage between the air compressor and each tire is opened, so that each tire expels gas into the atmosphere, thereby realizing the deflation function of each tire.

[0118] In some embodiments, when inflating a tire, the target opening degree of the corresponding inflation / deflation valve is obtained based on the real-time status information and target status information of the tire that needs inflation; and the opening degree of the corresponding inflation / deflation valve is adjusted according to the target opening degree of the tire inflation.

[0119] Specifically, when inflating tires requiring inflation, this application considers the actual inflation demand of the tires based on the target state information. That is, it determines the target inflation demand opening of the inflation / deflation valve corresponding to the tire requiring inflation by using real-time state information and target state information. This allows for precise control of the inflation speed of each tire based on the target inflation demand opening. In other words, by adjusting the opening of the inflation / deflation valve in the air path between the air compressor and each tire, the flow rate of compressed air into the air path can be adjusted, thereby regulating the inflation speed of each tire. Based on this, when inflating at least one tire requiring inflation, the actual inflation demand of the tire is determined by the real-time state information and target state information of the tire, and the corresponding inflation / deflation valve opening is obtained based on the actual inflation demand. The system adjusts the opening of the inflation / deflation valve corresponding to the tire with the target inflation demand to match the tire inflation target demand opening. This allows for precise control of the inflation speed of each tire, adjusting the valve according to the actual inflation demand. For example, if the actual inflation demand is high, a larger target inflation demand opening is used to increase the inflation speed and meet the need for rapid inflation. This process is repeated for each tire with an inflation demand. Therefore, this application determines the actual inflation demand of the tire using real-time and target status information, and then adjusts the inflation speed based on the target inflation demand opening determined by the tire's inflation demand. This achieves precise control of the inflation speed for each tire, enabling faster fulfillment of tire pressure regulation needs, improving user experience, and effectively extending tire life.

[0120] In some embodiments, the target opening degree of the tire inflation valve is obtained by querying the target opening degree mapping relationship based on real-time status information and target status information.

[0121] Specifically, the controller pre-stores real-time status information, target status information, and the target opening mapping relationship between the tire inflation target opening of the inflation / deflation valve. Based on this, the controller obtains the real-time status information and target status information, queries the target opening mapping relationship, and obtains the tire inflation target opening of the inflation / deflation valve.

[0122] In some embodiments, the real-time status information includes the real-time tire pressure value; the target status information includes the target tire pressure value; the target opening mapping relationship includes a first opening mapping relationship, which is a mapping relationship between the tire pressure difference and the target tire inflation opening, and the tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value.

[0123] Specifically, the controller pre-stores a first opening mapping relationship, in which the tire pressure difference and the target tire inflation opening are in a one-to-one correspondence. Based on this, the real-time tire pressure value is obtained, the tire pressure difference between the target tire pressure value and the real-time tire pressure value is calculated, and then the first opening mapping relationship is queried through the tire pressure difference to obtain the target tire inflation opening corresponding to the tire pressure difference.

[0124] In this embodiment, when a vehicle has four tires that require inflation, with a target tire pressure of 250 kPa, and three tires have a real-time tire pressure of 200 kPa and one tire has a real-time tire pressure of 150 kPa, the controller adjusts the opening of the inflation / deflation valve corresponding to each tire based on the tire pressure difference between the target tire pressure and the real-time tire pressure. The lower the tire pressure difference, the smaller the opening of the inflation / deflation valve corresponding to each tire. In other words, the lower the real-time tire pressure, the larger the opening of the inflation / deflation valve corresponding to each tire, so that the real-time tire pressure of all four tires simultaneously reaches the target tire pressure.

[0125] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes a target tire pressure; the target opening mapping relationship includes a second opening mapping relationship, which is a mapping relationship between the tire pressure difference and the basic tire inflation requirement opening of the inflation / deflation valve, wherein the tire pressure difference is the difference between the target tire pressure and the real-time tire pressure; the target opening mapping relationship also includes a third opening mapping relationship, which is a mapping relationship between the real-time tire temperature and the first corrected opening of the inflation / deflation valve; the target tire inflation requirement opening of the inflation / deflation valve is obtained based on the basic tire inflation requirement opening and the first corrected opening.

[0126] Specifically, the controller pre-stores a second opening degree mapping relationship, in which the tire pressure difference value and the basic tire inflation requirement opening degree of the inflation / deflation valve are in a one-to-one correspondence, as shown in Table 1. Table 1 contains the correspondence between the tire pressure difference value and the basic tire inflation requirement opening degree. Based on this, the real-time tire pressure value is obtained, the tire pressure difference between the target tire pressure value and the real-time tire pressure value is calculated, and then the second opening degree mapping relationship is queried through the tire pressure difference value to obtain the basic tire inflation requirement opening degree of the inflation / deflation valve corresponding to the tire pressure difference value. Referring to Table 1, when the tire pressure difference between the target tire pressure value and the real-time tire pressure value is 250 kPa, the target tire inflation requirement opening degree is 250 steps. The controller pre-stores a third opening mapping relationship, in which the real-time tire temperature value and the first corrected opening of the inflation / deflation valve are in a one-to-one correspondence, as shown in Table 2. Table 2 contains the correspondence between the real-time tire temperature value and the first corrected opening. Based on this, the real-time tire temperature value is obtained, and then the third opening mapping relationship is queried through the real-time tire temperature value to obtain the first corrected opening corresponding to the real-time tire temperature value. Referring to Table 2, when the real-time tire temperature value is 20℃, the first corrected opening is 35 steps.

[0127] After obtaining the basic tire inflation requirement opening and the first corrected opening of the tire inflation valve, the target tire inflation requirement opening of the tire inflation valve is obtained based on these two values. Specifically, when measuring real-time tire pressure, the real-time tire temperature affects the real-time tire pressure value. For example, when the real-time tire temperature is high, the real-time tire pressure increases, leading to inaccurate basic tire inflation requirement opening obtained through tire pressure difference lookup. Therefore, after obtaining the first corrected opening through the third opening mapping relationship using the real-time tire temperature value, the basic tire inflation requirement opening is corrected using this first corrected opening to obtain the target tire inflation requirement opening of the tire inflation valve. This significantly improves the accuracy of tire inflation speed control when adjusting the tire inflation speed using the target tire inflation requirement opening.

[0128] In some embodiments, the real-time status information includes real-time tire pressure and real-time tire temperature; the target status information includes the target tire pressure and the target terrain pattern contacted by the tire requiring inflation; the target opening mapping relationship also includes a fourth opening mapping relationship, which is a mapping relationship between the target terrain pattern and the second corrected opening of the inflation / deflation valve. The tire inflation target opening of the inflation / deflation valve is obtained based on the basic tire inflation target opening, the first corrected opening, and the second corrected opening.

[0129] Specifically, the controller pre-stores a fourth opening mapping relationship, in which there is a one-to-one correspondence between the target terrain mode and the second corrected opening of the inflation / deflation valve, as shown in Table 3. Table 3 contains the correspondence between the target terrain mode and the second corrected opening. Based on this, the target terrain mode is obtained, and then the fourth opening mapping relationship is queried through the target terrain mode to obtain the corresponding second corrected opening. Referring to Table 3, when the target terrain mode is sand mode, the second corrected opening is 30 steps; when the target terrain mode is mud mode, the second corrected opening is 40 steps; when the target terrain mode is snow mode, the second corrected opening is 50 steps; and when the target terrain mode is grassland mode, the second corrected opening is 60 steps.

[0130] The basic tire inflation requirement opening of the inflation / deflation valve is obtained through the second opening mapping relationship, the first corrected opening of the inflation / deflation valve is obtained through the third opening mapping relationship, and the second corrected opening of the inflation / deflation valve is obtained through the fourth opening mapping relationship. The target tire inflation requirement opening of the inflation / deflation valve is then determined. 目标需求 It is based on the basic requirement of tire inflation and opening degree O 基础需求 First corrected opening degree O 第一修正 Second corrected opening O 第二修正 Obtained.

[0131] Tire inflation target required opening degree O 目标需求 =ξ4*O 基础需求 +ξ5*O 第一修正 +ξ6*O 第二修正 Formula (2)

[0132] Among them, ξ4, ξ5, and ξ6 are weight values, with ξ4 being the basic tire inflation requirement opening O. 基础需求 O represents the final determined tire inflation target opening requirement. 目标需求 The specific gravity, ξ5 is the first corrected opening O 第一修正 O represents the final determined tire inflation target opening requirement. 目标需求 The specific gravity, ξ6 is the second corrected opening O 第二修正 O represents the final determined tire inflation target opening requirement. 目标需求 The proportion of.

[0133] For example, the target tire inflation opening O is calculated according to formula (1) and Tables 1 to 3. 目标需求 Specifically, when the tire pressure difference between the target tire pressure and the real-time tire pressure is 250 kPa, the target tire inflation opening is O. 目标需求 For 250 steps, when the real-time tire temperature is 20℃, the first corrected tire opening is 0. 第一修正 For 35 steps, when the target terrain mode is snow mode, the second correction opening is O. 第二修正 With 50 steps, ξ4 is 0.6, ξ5 is 0.2, and ξ6 is 0.2. Therefore, the target tire inflation opening is O. 目标需求 = 0.6*250 + 0.2*35 + 0.2*50 = 167 steps. Furthermore, the values ​​of ξ4, ξ5, and ξ6 can be modified according to the actual situation.

[0134] The target tire inflation opening of the inflation / deflation valve is obtained based on the basic tire inflation requirement opening, the first correction opening, and the second correction opening. Specifically, to further improve the accuracy of inflation speed control for each tire, the tire pressure is adjusted by changing the opening of the inflation / deflation valve for each tire under different road conditions. This maximizes the vehicle's traction and maneuverability to adapt to different road conditions and weather, improving the vehicle's passability. Based on this, after obtaining the basic tire inflation requirement opening through the second opening mapping relationship and correcting it with the first correction opening, the basic tire inflation requirement opening can be further corrected by using the target terrain model corresponding to the second correction opening to obtain the target tire inflation requirement opening of the inflation / deflation valve. Therefore, this application corrects the basic tire inflation requirement opening by adjusting the opening corresponding to the target terrain pattern and real-time tire temperature value. Then, it controls the inflation speed of each tire by adjusting the tire inflation target opening, thereby achieving precise control of the inflation speed of each tire. Furthermore, it adjusts the tire pressure of each tire by combining the tire inflation target opening determined for different road conditions, so that the vehicle has maximum traction and flexibility, thereby adapting to different road conditions and climate conditions and improving the vehicle's passability.

[0135] In this embodiment, the tire inflation speed is adjusted by the tire inflation target demand speed of the air compressor and / or the tire inflation target demand opening of the inflation / deflation valve. In order to further improve the accuracy of the inflation speed control for each tire, the tire inflation speed is adjusted by the tire inflation target demand speed of the air compressor and the tire inflation target demand opening of the inflation / deflation valve, thereby achieving optimal inflation speed control for each tire. This not only meets the tire pressure regulation requirements more quickly to improve the user experience, but also effectively extends the tire life.

[0136] In some embodiments, when there is no corresponding target state information and / or target state information opening value in the target opening mapping relationship, the target state information and / or the opening value corresponding to the target state information is obtained by linear interpolation calculation based on the target opening mapping relationship.

[0137] For example, Table 1 does not contain tire pressure difference values ​​or corresponding basic tire inflation requirements. Based on the target inflation mapping relationship in Table 1, the basic tire inflation requirements corresponding to tire pressure difference values ​​not listed in Table 1 are obtained using linear interpolation. For instance, if the tire pressure difference between the target tire pressure value not listed in Table 1 and the real-time tire pressure value is 55 kPa, 55 kPa falls within the range of 50 kPa-100 kPa. Between the Kpa values, using the tire pressure difference values ​​in Table 1 as the x-axis and the basic tire inflation opening as the y-axis, a straight line can be formed by referring to the values ​​in Table 1. The slope of this line is 1. Therefore, when the tire pressure difference is 55 Kpa, the basic tire inflation opening = 50 + 5 * 1 = 55 rpm. Table 2 also includes the absence of real-time tire temperature values ​​and the corresponding first correction opening. Based on the target opening mapping relationship in Table 2, the first correction opening corresponding to the absence of real-time tire temperature values ​​in Table 2 is obtained through linear interpolation. For example, if the absence of a real-time tire temperature value in Table 2 is 25℃, which falls between 20-40℃, using the real-time tire temperature values ​​in Table 2 as the x-axis and the first correction opening as the y-axis, a straight line can be formed by referring to the values ​​in Table 2. The slope of this line is -0.25. Therefore, the first correction opening = 35 - 0.25 * 5 = 33.75. When the target terrain mode is snow mode, the second correction opening is 0. 第二修正 With 50 steps, ξ4 is 0.6, ξ5 is 0.2, and ξ6 is 0.2. Therefore, the target tire inflation opening is O. 目标需求 =0.6*55+0.2*33.75+0.2*50=49.75 steps. Therefore, the target tire inflation opening is calculated using linear interpolation for values ​​not listed in the table.

[0138] In some embodiments, when both air suspension inflation and tire inflation occur simultaneously, if the sum of the power corresponding to the target tire inflation speed and the target air suspension inflation speed exceeds the power limit of the air compressor (where the power limit is the maximum power that the air compressor can safely and effectively output), and the air compressor cannot simultaneously meet both air suspension inflation and tire inflation needs, then the air compressor will prioritize responding to the target air suspension inflation speed. That is, the air compressor will be controlled to compress air at the target air suspension inflation speed to inflate the air suspension. After completion, the remaining power is used to respond to the target tire inflation speed, i.e., the air compressor is controlled to compress air to inflate the tires at the target tire inflation speed; or, if the sum of the power corresponding to the target tire inflation speed and the vehicle's air suspension inflation speed does not exceed the air compressor's power limit, then the air compressor can simultaneously meet the air suspension inflation and tire inflation needs. In this case, the air compressor responds to the sum of the power, i.e., it controls the amount of compressed air needed to inflate both the air suspension and tires simultaneously, to satisfy both inflation requirements. Therefore, an arbitration strategy is added to the air compressor ECU to ensure that the needs of the central tire inflation / deflation system and the active suspension system do not conflict.

[0139] For example, when the air compressor ECU simultaneously receives the air suspension inflation request from the active suspension ECU and the tire inflation request from the controller, the air compressor ECU controls the air compressor to respond based on the sum of the power corresponding to the tire inflation target speed and the vehicle's air suspension inflation target speed. For instance, the air compressor's power is limited to 5000W, and the power corresponding to the air compressor's response speed to the tire inflation target is 3000W, and the power corresponding to the air compressor's response speed to the air suspension inflation target is 4000W. In this case, the tire inflation target speed and the vehicle's air suspension inflation target speed... If the total power corresponding to the specified speed is greater than the air compressor's power limit of 5000W, then the air compressor is controlled to prioritize responding to the air suspension inflation target speed. Alternatively, if the power corresponding to the air compressor's response to the tire inflation target speed is 1000W, and the power corresponding to the air compressor's response to the air suspension inflation target speed is 2000W, then the total power corresponding to the tire inflation target speed and the vehicle's air suspension inflation target speed is less than the air compressor's power limit of 5000W, then the total power of the air compressor's response is 3000W. Furthermore, it should be noted that the air compressor's response to the air suspension inflation target speed is achieved by controlling the IGBT (Insulated Gate Bipolar Transistor).

[0140] The following is for reference. Fig. 3 The following is an example illustrating the method for controlling tire inflation and deflation according to an embodiment of the present invention.

[0141] Step S4: The user selects a terrain mode on the multimedia screen. The terrain modes include sand mode, snow mode, mud mode, and grass mode.

[0142] In step S5, the multimedia host sends the target terrain pattern to the controller.

[0143] Step S6: Determine whether the tire needs to be inflated or deflated. If it needs to be inflated, proceed to step S8; if it needs to be deflated, proceed to step S7.

[0144] Step S7: If the tire needs to be deflated, the controller controls the second working position of the inflation / deflation valve to open, so that the tire can vent air into the atmosphere.

[0145] Step S8: If the tires need inflation, the controller obtains the target tire inflation speed of the air compressor and the target tire inflation opening of each inflation / deflation valve by using a lookup table method and a linear interpolation method based on the real-time tire pressure value, real-time tire temperature value, target tire pressure value, and target terrain pattern. Then, steps S9 and S10 are executed.

[0146] Step S9: Control the first working position of the inflation / deflation valve to be turned on, and dynamically control the opening degree of each inflation / deflation valve.

[0147] In step S10, the controller sends the target tire inflation speed of the air compressor to the air compressor ECU.

[0148] In step S11, the air compressor ECU simultaneously receives the vehicle's air suspension adjustment speed requirement and tire inflation adjustment speed requirement, that is, the air compressor ECU simultaneously receives the vehicle's air suspension inflation target speed requirement and tire inflation target speed requirement.

[0149] Step S12: Determine whether the sum of the power corresponding to the target tire inflation speed and the target air suspension inflation speed does not exceed the power limit of the air compressor. If yes, proceed to step S14; otherwise, proceed to step S13.

[0150] In step S13, the air compressor ECU prioritizes responding to the target speed required for air suspension inflation.

[0151] Step S14, sum of air compressor ECU response power.

[0152] In summary, this application uses a lookup table method and a linear interpolation method to calculate the target tire inflation speed of the air compressor and the target tire inflation opening of each inflation / deflation valve based on real-time status information and target status information. The tire inflation speed is then adjusted based on the target tire inflation speed and opening, i.e., the tire inflation speed is adjusted in conjunction with the tire inflation demand. This achieves optimal inflation speed control for each tire, thereby meeting tire pressure regulation requirements more quickly, improving user experience, and effectively extending tire life.

[0153] A third aspect of the present invention provides an electronic device 20, such as... Fig. 4 As shown, the electronic device 20 includes: at least one processor 10 and a memory 11 communicatively connected to the at least one processor 10; the memory 11 stores a computer program that can be executed by the at least one processor 10, and when the at least one processor 10 executes the computer program, it implements the method of controlling tire inflation and deflation as described in the above embodiment.

[0154] It should be noted that the specific implementation of the electronic device 20 in this embodiment of the invention is similar to the specific implementation of the method for controlling tire inflation and deflation in any of the above embodiments of the invention. For details, please refer to the description of the method section. To reduce redundancy, it will not be repeated here.

[0155] According to the electronic device of the present invention, by executing the method of controlling tire inflation and deflation described above, the inflation speed of the tire can be adjusted according to the inflation requirements of the tire, so as to achieve precise control of the inflation speed of each tire. This can not only meet the tire pressure adjustment requirements more quickly to improve the user experience, but also effectively extend the tire life.

[0156] A fourth aspect of the present invention provides a non-volatile readable storage medium having a computer program stored thereon, wherein the computer program, when executed, implements a method for controlling the inflation and deflation of a tire.

[0157] A fifth aspect embodiment of the present invention provides a vehicle 100, such as Fig. 5 As shown, the vehicle 100 includes the central tire inflation / deflation system 10 of the above embodiment, and the controller 2 of the central tire inflation / deflation system 10 is used to execute the method of controlling tire inflation / deflation of the above embodiment.

[0158] It should be noted that the specific implementation of the vehicle 100 in this embodiment of the invention is similar to the specific implementation of the method for controlling tire inflation and deflation in any of the above embodiments of the invention. For details, please refer to the description of the method section. To reduce redundancy, it will not be repeated here.

[0159] According to the vehicle of the present invention, by executing the method of controlling tire inflation and deflation described above, the tire inflation speed can be adjusted according to the tire inflation requirements, so as to achieve precise control of the inflation speed of each tire. This can not only meet the tire pressure adjustment requirements more quickly to improve the user experience, but also effectively extend the tire life.

[0160] In the description of this specification, any process or method described in the flowcharts or otherwise herein may be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0161] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0162] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0163] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0164] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0165] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0166] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0167] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A central tire inflation / deflation system, characterized in that, include: An air compressor on the vehicle is used to adjust the height of the air suspension, and the air compressor is connected to each tire of the vehicle. A controller, connected to the air compressor, is used to control the air compressor to inflate the tires.

2. The tire central inflation / deflation system according to claim 1, characterized in that, The central tire inflation / deflation system also includes: An inflation / deflation valve corresponding to each tire is provided on the air passage connecting the air compressor and the tire, and is used to control the opening and closing of the air passage between the air compressor and the tire.

3. The tire central inflation / deflation system according to claim 2, characterized in that, The controller is connected to the inflation / deflation valve and is used to control the first working position of the corresponding inflation / deflation valve to be turned on when the tire is inflated, so that the air passage between the air compressor and the tire is opened; or, when the tire is deflated, control the second working position of the corresponding inflation / deflation valve to be turned on, so that the tire exhausts air into the atmosphere.

4. The tire central inflation / deflation system according to claim 3, characterized in that, The controller is also used to control the opening degree of the charging / discharging valve when the first working position of the charging / discharging valve is turned on.

5. The tire central inflation / deflation system according to claim 2, characterized in that, The central tire inflation / deflation system also includes: An air storage tank, the air inlet of which is connected to the air compressor, and the air outlet of which is connected to each of the charging and discharging valves.

6. The tire central inflation / deflation system according to claim 2, characterized in that, The central tire inflation / deflation system also includes: A rotary bearing is provided for each of the tires, and the rotary bearing is disposed between the corresponding inflation / deflation valve and the tire, for connecting the tire valve to the corresponding air passage.

7. The tire central inflation / deflation system according to any one of claims 1-6, characterized in that, The central tire inflation / deflation system also includes: A tire pressure sensor is provided for each of the tires, and the tire pressure sensor is used to collect the real-time tire pressure and real-time tire temperature of the corresponding tire.

8. The tire central inflation / deflation system according to claim 7, characterized in that, The central tire inflation / deflation system also includes: The radio frequency receiver is connected to the controller and also communicates with the tire pressure sensor via radio frequency to receive the real-time tire pressure and the real-time tire temperature.

9. The tire central inflation / deflation system according to any one of claims 1-6, characterized in that, The central tire inflation / deflation system also includes: An input device, connected to the controller, is used to obtain a target terrain pattern based on user input.

10. A method for controlling tire inflation and deflation, characterized in that, Each tire is connected to an air compressor on the vehicle used for adjusting the height of the air suspension, the method comprising: When at least one tire needs inflation, obtain the real-time status information of the tire that needs inflation; The target tire inflation speed of the air compressor is obtained based on the real-time status information and target status information of the tires requiring inflation; and The air compressor is controlled to inflate the tires that require inflation according to the target tire inflation speed.

11. The method according to claim 10, characterized in that, The target tire inflation speed of the air compressor is obtained by querying the target speed mapping relationship based on the real-time status information and the target status information.

12. The method according to claim 11, characterized in that, The real-time status information includes the real-time tire pressure value; The target status information includes the target tire pressure value; The target speed mapping relationship includes a first speed mapping relationship, which is a mapping relationship between the tire pressure difference and the tire inflation target required speed of the air compressor. The tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value.

13. The method according to claim 11, characterized in that, The real-time status information includes real-time tire pressure and real-time tire temperature. The target status information includes the target tire pressure value; The target speed mapping relationship includes a second speed mapping relationship, which is a mapping relationship between the tire pressure difference and the tire inflation base required speed of the air compressor. The tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value. The target speed mapping relationship also includes a third speed mapping relationship, which is the mapping relationship between the real-time tire temperature value and the first corrected speed of the air compressor; The target tire inflation speed of the air compressor is obtained based on the basic tire inflation speed and the first corrected speed.

14. The method according to claim 11, characterized in that, The real-time status information includes real-time tire pressure and real-time tire temperature. The target status information includes the target tire pressure value and the target terrain pattern that the tire requiring inflation is in contact with; The target speed mapping relationship includes a second speed mapping relationship, which is a mapping relationship between the tire pressure difference and the tire inflation base required speed of the air compressor. The tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value. The target speed mapping relationship also includes a third speed mapping relationship, which is the mapping relationship between the real-time tire temperature value and the first corrected speed of the air compressor; The target speed mapping relationship also includes a fourth speed mapping relationship, which is the mapping relationship between the target terrain mode and the second corrected speed of the air compressor. The target tire inflation speed of the air compressor is obtained based on the basic tire inflation speed, the first corrected speed, and the second corrected speed.

15. The method according to any one of claims 11-14, characterized in that, When there is no corresponding speed value for the target state information and / or the target state information in the target speed mapping relationship, the speed value corresponding to the target state information and / or the target state information is obtained by linear interpolation calculation based on the target speed mapping relationship.

16. The method according to claim 10, characterized in that, Each tire is provided with a corresponding inflation / deflation valve in the air line connecting it to the air compressor, and the method further includes: When at least one tire needs inflation, the first working position of the corresponding inflation / deflation valve is opened to connect the air passage between the air compressor and the tire. Alternatively, when at least one tire needs to be deflated, the second working position of the corresponding inflation / deflation valve is opened to allow the tire to release air into the atmosphere.

17. The method according to claim 16, characterized in that, The method further includes: When inflating the tire, the target opening degree of the tire inflation valve is obtained according to the real-time status information and target status information of the tire that needs inflation. Adjust the opening of the corresponding inflation / deflation valve according to the target tire inflation requirement.

18. The method according to claim 17, characterized in that, The target opening degree of the tire inflation valve is obtained by querying the target opening degree mapping relationship based on the real-time status information and the target status information.

19. The method according to claim 18, characterized in that, The real-time status information includes the real-time tire pressure value; The target status information includes the target tire pressure value; The target opening mapping relationship includes a first opening mapping relationship, which is a mapping relationship between the tire pressure difference and the target tire inflation opening. The tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value.

20. The method according to claim 18, characterized in that, The real-time status information includes real-time tire pressure and real-time tire temperature. The target status information includes the target tire pressure value; The target opening mapping relationship includes a second opening mapping relationship, which is a mapping relationship between the tire pressure difference and the basic tire inflation requirement opening of the inflation / deflation valve. The tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value. The target opening mapping relationship also includes a third opening mapping relationship, which is the mapping relationship between the real-time tire temperature value and the first corrected opening of the inflation valve; The tire inflation target opening of the inflation valve is obtained based on the basic tire inflation target opening and the first modified opening.

21. The method according to claim 18, characterized in that, The real-time status information includes real-time tire pressure and real-time tire temperature. The target status information includes the target tire pressure value and the target terrain pattern that the tire requiring inflation is in contact with; The target opening mapping relationship includes a second opening mapping relationship, which is a mapping relationship between the tire pressure difference and the tire inflation basic requirement opening of the inflation / deflation valve. The tire pressure difference is the difference between the target tire pressure value and the real-time tire pressure value. The target opening mapping relationship also includes a third opening mapping relationship, which is the mapping relationship between the real-time tire temperature value and the first corrected opening of the inflation / deflation valve; The target opening mapping relationship also includes a fourth opening mapping relationship, which is the mapping relationship between the target terrain pattern and the second corrected opening of the inflation / deflation valve. The tire inflation target opening of the inflation / deflation valve is obtained based on the basic tire inflation target opening, the first corrected opening, and the second corrected opening.

22. The method according to any one of claims 17-21, characterized in that, When there is no corresponding target state information and / or target state information opening value in the target opening mapping relationship, the target state information and / or target state information opening value is obtained by linear interpolation calculation based on the target opening mapping relationship.

23. The method according to claim 10, characterized in that, The method further includes: When the sum of the power corresponding to the target tire inflation speed and the target air suspension inflation speed of the vehicle is greater than the power limit of the air compressor, the air compressor shall prioritize responding to the target air suspension inflation speed. Alternatively, the air compressor responds to the sum of the power required by the target tire inflation speed and the target air suspension inflation speed of the vehicle, provided that the sum of the power does not exceed the power limit of the air compressor.

24. An electronic device, characterized in that, include: At least one processor; A memory that is communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which, when executing the computer program, implements the method for controlling tire inflation and deflation as described in any one of claims 10-23.

25. A non-volatile readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed, it implements the method for controlling tire inflation and deflation as described in any one of claims 10-23.

26. A vehicle, characterized in that, The system includes a central tire inflation / deflation system as described in any one of claims 1-9, wherein the controller of the central tire inflation / deflation system is used to perform the method for controlling tire inflation / deflation as described in any one of claims 10-23.

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