Tire pressure monitoring compensation method, module and system, electronic equipment and computer readable medium

Abstract

The invention provides a tire pressure monitoring and compensating method, which belongs to the field of automobiles and comprises the following steps of: calculating a component force Fg of gravity along a road surface direction in a current state of a vehicle and a component force F of gravity along the road surface direction in a vehicle loading state; generating a loading compensation strategy based on Fg and F; and carrying out loading compensation on a loading shaft tire based on the generated loading compensation strategy, and identifying a long slope working condition by adjusting a distinguishing threshold value of a loading working condition and a slope working condition, so that a tire pressure false alarm is avoided.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a tire pressure monitoring and compensation method, system, electronic device, and computer-readable medium. Background Technology

[0002] With societal development, automobiles have become a necessity for every family. To ensure that every family can own a car, cost reduction is essential for automakers. Tire pressure monitoring is a mandatory regulatory requirement. Direct tire pressure monitoring relies on four tire pressure sensors, while indirect tire pressure monitoring uses algorithms. Therefore, for cost reasons, OEMs tend to use indirect tire pressure monitoring.

[0003] Current indirect tire pressure monitoring systems determine vehicle loading status (such as increased load) by using longitudinal acceleration thresholds and compensate for the rolling radius of the compressed tires. However, under long uphill conditions (gradient < 5%), the system is prone to misinterpreting the longitudinal acceleration caused by the gradient as increased load, incorrectly triggering front / rear wheel compensation, resulting in abnormal relative values ​​of the front / rear wheel rolling radii, and thus generating false alarms. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a tire pressure monitoring compensation method, module and system.

[0005] In a first aspect, embodiments of the present invention provide a tire pressure monitoring compensation method, comprising:

[0006] Calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface, ΔF, when the vehicle is under load;

[0007] Based on F g With △F generation loading compensation strategy;

[0008] Load compensation is applied to the tires on the loading axle based on the generated load compensation strategy.

[0009] In some embodiments, the load compensation strategy includes: turning off load compensation when the vehicle load angle is less than a set value.

[0010] In some embodiments, the F-based g The load compensation strategy generated by △F includes:

[0011] When F g When the value is greater than △F, the vehicle is assumed to be on a slope, and loading compensation is turned off.

[0012] In some embodiments, the F-based g The load compensation strategy generated by △F includes:

[0013] When F g When the load is less than or equal to ΔF and the vehicle loading angle is greater than the set value, load compensation is applied to the tires on the loading axle.

[0014] In some embodiments, the calculation of the component of gravity F along the road surface in the current state of the vehicle is described. g ,include:

[0015] Obtain vehicle power F1, air resistance F2, rolling resistance F3, and wheel-end traction F a ;

[0016] Based on vehicle dynamics F1, air resistance F2, rolling resistance F3, and wheel-end traction F a Calculate the component of gravity F along the road surface in the current state. g And F g = F1 - F2 - F3 - F a .

[0017] In some embodiments, an air resistance MAP is established based on road spectrum data for long slope conditions, and the air resistance F2 for the current vehicle speed and slope is obtained based on the MAP.

[0018] Secondly, the present invention also provides a tire pressure monitoring compensation module, comprising:

[0019] Configured to implement the method described in any one of them, including:

[0020] The calculation unit is used to calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface, ΔF, when the vehicle is under load;

[0021] The strategy unit is used to establish an air resistance MAP based on the road spectrum data of the long slope working conditions;

[0022] The control unit performs load compensation on the loading axle tires based on the generated load compensation strategy.

[0023] Thirdly, the present invention also provides a tire pressure monitoring and compensation system, including a compensation device and the aforementioned compensation module, wherein the compensation module controls the compensation device to perform load compensation on the tire of the loading axle.

[0024] Fourthly, the present invention also provides an electronic device, comprising:

[0025] One or more processors;

[0026] Memory, used to store one or more programs;

[0027] When the one or more programs are executed by the one or more processors, the one or more processors implement any of the methods.

[0028] Fifthly, the present invention also provides a computer-readable medium on which a computer program is stored, wherein the computer program, when executed by a processor, implements the steps in any of the methods described.

[0029] The tire pressure monitoring compensation method provided by this invention calculates the component of gravity F along the road surface under the current state of the vehicle. g And the component of gravity along the road surface ΔF when the vehicle is under load; based on F g A loading compensation strategy is generated with △F; based on the generated loading compensation strategy, the loading axle tires are loaded and compensated. By adjusting the distinction threshold between loading conditions and slope conditions, long slope conditions are identified, thereby avoiding false tire pressure alarms. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the steps of an embodiment of the tire pressure monitoring compensation method of the present invention;

[0031] Figure 2 This invention establishes an air resistance MAP based on road spectrum data for long slope conditions;

[0032] Figure 3 This is a schematic diagram illustrating the principle of one embodiment of the loading angle θ of the present invention;

[0033] Figure 4 This is a schematic diagram illustrating the principle of one embodiment of the slope (α) of the present invention;

[0034] Figure 5 This is a schematic diagram of the steps of an embodiment of the tire pressure monitoring and compensation module of the present invention;

[0035] Figure 6 This is a schematic diagram of the structure of an embodiment of the electronic device of the present invention. Detailed Implementation

[0036] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0037] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0038] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0039] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0040] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0041] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0042] In related technologies, current indirect tire pressure monitoring systems determine the vehicle's loading status (such as increased load) by using a longitudinal acceleration threshold and compensate for the rolling radius of the compressed tires. However, under long uphill conditions (gradient < 5%), the system is prone to misinterpreting the longitudinal acceleration caused by the gradient as increased load, incorrectly triggering front / rear wheel compensation, resulting in abnormal relative values ​​of the front / rear wheel rolling radii, and thus generating false alarms.

[0043] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a tire pressure monitoring compensation method. Figure 1 This is a flowchart illustrating the steps of a tire pressure monitoring compensation method provided in an embodiment of the present invention.

[0044] like Figure 1As shown, the tire pressure monitoring compensation method includes the following steps:

[0045] Step S10: Calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface ΔF when the vehicle is under load.

[0046] In this embodiment, Fg represents the component of gravity perpendicular to the road surface (i.e., the vertical load on the tires) under the vehicle's current state (e.g., unloaded or partially loaded). Calculations require consideration of real-time vehicle data and sensor inputs.

[0047] In this embodiment, the calculation of the component of gravity F along the road surface in the current state of the vehicle is... g ,include:

[0048] Obtain vehicle power F1, air resistance F2, rolling resistance F3, and wheel-end traction F a ;

[0049] Based on vehicle dynamics F1, air resistance F2, rolling resistance F3, and wheel-end traction F a Calculate the component of gravity F along the road surface in the current state. g And F g = F1 - F2 - F3 - F a .

[0050] It should be noted that the calculation of the component of gravity F along the road surface in the current state of the vehicle is as follows: g The method involves vehicle dynamics parameters, including vehicle power F1, air resistance F2, rolling resistance F3, and wheel-end traction F. a The following is a detailed explanation of the specific implementation scheme and technical effects of tire pressure monitoring compensation based on this method. It is important to note that the "component of gravity along the road surface" here usually refers to the component of gravity parallel to the road surface in vehicle dynamics (i.e., the component affecting the longitudinal motion of the vehicle). However, in the context of tire pressure compensation, this component may be used to indirectly estimate changes in the vertical load on the tire, thereby triggering tire pressure compensation. The following scheme assumes that F is calculated through the mechanical equilibrium equation. g And used to generate compensation strategies.

[0051] Specifically, calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface, ΔF, under vehicle loading conditions. Calculate F. g The specific solution is as follows: Parameter acquisition:

[0052] Vehicle power F1: Obtained from the engine control unit (ECU) or vehicle control unit (VCU), representing the traction force output by the engine. It can be calculated from engine torque, gear ratio, and wheel radius (e.g., F1 = (engine torque × transmission efficiency × gear ratio) / wheel radius).

[0053] Air resistance F2: An air resistance MAP is established based on road spectrum data for long slope conditions. The air resistance F2 is obtained based on the MAP and the current vehicle speed and slope.

[0054] Understandably, based on the actual working conditions of long slopes in various regions, the algorithm logic for going uphill and downhill is optimized. Combined with the changes in the rolling radius of two wheels on a single axle, and through a large amount of road spectrum data for long slope conditions, an F2 air resistance data MAP (speed-gradient-resistance value) is established. This makes the F2 value closer to the actual air assist value of a real vehicle, thus improving the calculated F... g The value is closer to reality; it abandons the theoretical formula that relies on a fixed drag coefficient (Cd) and frontal area (A), and eliminates the errors caused by inaccurate estimation of these parameters or changes in vehicle attitude (such as slope pitch). The obtained F2 value is no longer a theoretical approximation, but empirical data based on real road scenarios, which can more realistically reflect the actual stress situation of the vehicle under complex slope conditions.

[0055] Rolling resistance F3: Calculated using the rolling resistance model, the formula is F3 = Cr × m × g × cos(θ), where Cr is the rolling resistance coefficient (depending on tire type and road conditions, which can be estimated from a tire database or sensors), m is the current vehicle mass (obtained from a mass sensor, air suspension pressure, or CAN bus), g is the gravitational acceleration (9.8 m / s²), and θ is the road slope angle (obtained from an inertial measurement unit IMU or slope sensor).

[0056] Wheel-end traction force F a This traction force, obtained from wheel-end torque sensors or through a drive wheel torque estimation model, represents the actual traction force acting on the wheels. It can also be calculated indirectly through ECU and transmission system parameters.

[0057] Calculate F g According to the mechanical equilibrium equation, F g = F1 - F2 - F3 - F a This formula is based on vehicle longitudinal dynamics; under constant speed or acceleration, F... g This represents the component of gravity along the road surface. The calculation process is executed in real time by the tire pressure monitoring system (TPMS) controller. Sensor data is integrated via a CAN bus and filtered (e.g., Kalman filtering) to reduce noise.

[0058] In this embodiment, ΔF represents the change in the component of gravity along the road surface when the vehicle is under load. The specific method for calculating ΔF includes:

[0059] △F=mgsinθ, where θ is the vehicle loading angle;

[0060] V here x Let a represent the longitudinal acceleration obtained from the wheel speed difference. x This represents the raw longitudinal acceleration value measured by the sensor.

[0061] This indicates that under load, ΔF can be calculated from the longitudinal acceleration obtained by the wheel speed difference and the original longitudinal acceleration value measured by the sensor.

[0062] Please see Figure 2 In this embodiment, the step of establishing an air resistance MAP based on long slope road spectrum data and obtaining the air resistance F2 of the current vehicle speed and slope based on the MAP includes:

[0063] First, an air resistance MAP map for the corresponding vehicle type is established based on the road spectrum data of long slope conditions, and the MAP map reflects the relationship between air resistance, vehicle speed and slope.

[0064] Once the current vehicle speed and current gradient α are obtained, the air resistance F2 can be calculated using a MAP plot. α can be calculated from the longitudinal acceleration signal, but this value is not very accurate. g =mgsinα, but this calculation method was not used to determine F in this invention. g However, when constructing an air resistance MAP, the slope α has little effect on the air resistance F2. Therefore, even if the calculated slope α is not very accurate, a relatively accurate air resistance F2 can still be obtained through the MAP.

[0065] Add slope continuity judgment: if F g > ΔF is only confirmed as an uphill or downhill condition after it persists for a certain period of time, thus avoiding misjudgment due to short-term fluctuations. For example, the certain period of time is 2 to 5 seconds.

[0066] Currently, the F2 air assist value is set as a constant in the algorithm. Based on the actual working conditions of long slopes in various regions, the algorithm logic for going uphill and downhill is optimized. Combining the changes in the rolling radius of two wheels on a single axle, and through a large amount of road spectrum data for long slope conditions, a MAP map of F2 air resistance data (speed-gradient-resistance value) is established. This makes the F2 value closer to the actual air assist value of a real vehicle, and makes the calculated ΔF value closer to reality.

[0067] This embodiment utilizes a MAP diagram to optimize the uphill / downhill slope determination logic, avoiding misjudging the inclination angle α as the loading angle θ.

[0068] It is understandable that F is calculated in real time using vehicle dynamics parameters. g The ΔF value more accurately reflects the impact of load changes on tire stress, avoiding false alarms caused by load changes in traditional TPMS (such as normal tire pressure when unloaded but falsely reporting high pressure after loading). The compensation strategy dynamically adjusts the tire pressure reference value to ensure that the tire pressure reading is consistent with the actual tire condition.

[0069] Step S20: Based on F g The loading compensation strategy is generated with △F.

[0070] In this embodiment, the loading compensation strategy mainly includes three types, based on F g The corresponding loading compensation strategy can be output along with △F.

[0071] Specifically, when the vehicle loading angle θ is less than the set value, loading compensation is turned off.

[0072] Through formula θ can be calculated by comparing the longitudinal acceleration obtained through wheel speed differential with the original longitudinal acceleration value measured by the sensor. The calculated θ is then compared with a set value, and if it is less than the set value, no loading compensation is performed. The set value can be 2 or 3, which can be set according to actual needs.

[0073] And when F g When the value is greater than △F, loading compensation is also turned off.

[0074] Specifically, when F g When the value is greater than △F, the vehicle is considered to be on a slope, and load compensation is turned off. Generally, when a vehicle is on a long slope, there will be a long period of α angle, and α is easily misjudged as θ angle, which leads to a misjudgment of a loading condition, load compensation is applied to the tires on the loading axle, and thus it is assumed that the unloaded tires are leaking air, resulting in a false alarm.

[0075] And when F g When the load is less than or equal to ΔF and the vehicle loading angle is greater than the set value, load compensation is applied to the tires on the loading axle.

[0076] It is understood that this embodiment uses dual verification of "slope" and "load salience" to accurately distinguish between actual load, slope effect, and road noise. This ensures that the compensation command is absolutely necessary and correct, eliminating the possibility of miscompensation at its source; it avoids the safety hazards caused by incorrect compensation on slopes (such as overinflating tires on a slope, leading to excessive tire pressure, reduced grip, and the risk of tire blowout upon returning to flat ground), significantly enhancing vehicle driving safety under various road conditions; and the system only activates in clearly required scenarios, avoiding unnecessary calculations and actuators (such as air pumps and valves). This not only reduces overall system energy consumption but also effectively extends hardware lifespan. Furthermore, the entire compensation process is completely automatic, silent, and precise. The driver does not need to worry about whether the vehicle is loaded or on a slope; the system always makes the most reasonable decision, providing accurate tire pressure readings and warnings, greatly improving driving confidence and convenience.

[0077] Step S30: Perform load compensation on the loading axle tires based on the generated load compensation strategy.

[0078] In this embodiment, the following steps are included: embedding the updated uphill / downhill judgment logic into the firmware of the tire pressure control module, and updating the instrument to display the tire pressure status and system warnings to avoid false alarms.

[0079] Specifically, this includes software updates that will modify the firmware of the tire pressure control module and embed new algorithms (MAP map lookup, hill start / stop determination, and load compensation disabling); the adoption of CAN bus communication to ensure that the tire pressure control module can obtain the necessary data (speed, acceleration, engine power, etc.) from the CAN bus; and updating the instrument software to display tire pressure status and system warnings to avoid false alarms.

[0080] The tire pressure monitoring compensation method provided by this invention calculates the component of gravity F along the road surface under the current state of the vehicle. g And the component of gravity along the road surface ΔF when the vehicle is under load; based on F g A loading compensation strategy is generated with △F; based on the generated loading compensation strategy, the loading axle tires are loaded and compensated. By adjusting the distinction threshold between loading conditions and slope conditions, long slope conditions are identified, thereby avoiding false tire pressure alarms.

[0081] Please see Figure 5 The present invention also provides a tire pressure monitoring compensation module, which is configured to implement the tire pressure monitoring compensation method provided in the above embodiments, specifically including: a calculation unit, a strategy unit, and a control unit.

[0082] The calculation unit is used to calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface ΔF when the vehicle is under load.

[0083] In the current state, the component of gravity along the road surface, F g The following formula is used to obtain it:

[0084] F g = F1 - F2 - F3 - F a Where F1 is vehicle power, F2 is air resistance, F3 is rolling resistance, and F... a This refers to the traction force at the wheel end.

[0085] Furthermore, the air resistance F2 is read from the air resistance MAP map established based on the road spectrum data of long slope conditions.

[0086] Specifically, a MAP (Modular Map) of air resistance for the corresponding vehicle type is first established based on road spectrum data under long-slope conditions. This MAP reflects the relationship between air resistance, vehicle speed, and slope. When the current vehicle speed and current slope α are obtained, the air resistance F2 can be obtained from the MAP. α can be calculated based on the longitudinal acceleration signal, but this value is not very accurate. Therefore, although F... g =mgsinα, but this calculation method was not used to determine F in this invention. g However, when constructing an air resistance MAP, the slope α has little effect on the air resistance F2. Therefore, even if the calculated slope α is not very accurate, a relatively accurate air resistance F2 can still be obtained through the MAP.

[0087] △F represents the change in the component of gravity along the road surface when the vehicle is under load. Specific methods for calculating △F include:

[0088] △F=mgsinθ, where θ is the vehicle loading angle;

[0089] V here x Let a represent the longitudinal acceleration obtained from the wheel speed difference. x This represents the raw longitudinal acceleration value measured by the sensor.

[0090] This indicates that under load, ΔF can be calculated from the longitudinal acceleration obtained by the wheel speed difference and the original longitudinal acceleration value measured by the sensor.

[0091] Strategy unit, based on F g The loading compensation strategy is generated with △F.

[0092] In this embodiment, the loading compensation strategy mainly includes three types, based on F g The corresponding loading compensation strategy can be output along with △F.

[0093] Specifically, when the vehicle loading angle θ is less than the set value, loading compensation is turned off.

[0094] Through formula θ can be calculated by comparing the longitudinal acceleration obtained through wheel speed differential with the original longitudinal acceleration value measured by the sensor. The calculated θ is then compared with a set value, and if it is less than the set value, no loading compensation is performed. The set value can be 2 or 3, which can be set according to actual needs.

[0095] And when F g When the value is greater than △F, loading compensation is also turned off.

[0096] Specifically, when F g When the value is greater than △F, the vehicle is considered to be on a slope, and load compensation is turned off. Generally, when a vehicle is on a long slope, there will be a long period of α angle, and α is easily misjudged as θ angle, which leads to a misjudgment of a loading condition, load compensation is applied to the tires on the loading axle, and thus it is assumed that the unloaded tires are leaking air, resulting in a false alarm.

[0097] And when F g When the load is less than or equal to ΔF and the vehicle loading angle is greater than the set value, load compensation is applied to the tires on the loading axle.

[0098] The control unit performs load compensation on the loading axle tires based on the generated load compensation strategy.

[0099] The tire pressure monitoring and compensation module provided by this invention calculates the component of gravity F along the road surface under the current state of the vehicle. g And the component of gravity along the road surface ΔF when the vehicle is under load; based on F g A loading compensation strategy is generated with △F; based on the generated loading compensation strategy, the loading axle tires are loaded and compensated. By adjusting the distinction threshold between loading conditions and slope conditions, long slope conditions are identified, thereby avoiding false tire pressure alarms.

[0100] Based on the same inventive concept, this invention also provides a tire pressure monitoring and compensation system, including a compensation device and the aforementioned compensation module. The compensation module controls the compensation device to perform load compensation on the tires on the loading axle. In this invention, the compensation device is the actuating component, which can perform load compensation on the tires on the loading axle as needed, while the compensation module is the control component of the compensation device, enabling the compensation device to operate according to the load compensation strategy generated by the compensation module. In particular, it can identify false alarms in low-slope, long-slope driving conditions, which can cause inconvenience to users, and can replace direct tire pressure monitoring, saving the cost of four tire pressure sensors.

[0101] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 6As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the tire pressure monitoring compensation methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0102] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0103] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0104] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0105] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the tire pressure monitoring compensation methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0106] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described tire pressure monitoring compensation method.

[0107] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0108] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0109] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0110] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0111] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0112] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0113] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0114] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0115] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0116] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A tire pressure monitoring compensation method, characterized in that, It includes: Calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface, ΔF, when the vehicle is under load; Based on F g With △F generation loading compensation strategy; Load compensation is applied to the tires on the loading axle based on the generated load compensation strategy.

2. The tire pressure monitoring compensation method according to claim 1, characterized in that, The loading compensation strategy includes: turning off loading compensation when the vehicle loading angle is less than a set value.

3. The tire pressure monitoring compensation method according to claim 1, characterized in that, The F-based g The load compensation strategy generated by △F includes: When F g When the value is greater than △F, the vehicle is assumed to be on a slope, and loading compensation is turned off.

4. The tire pressure monitoring compensation method according to claim 1, characterized in that, The F-based g The load compensation strategy generated by △F includes: When F g When the load is less than or equal to ΔF and the vehicle loading angle is greater than the set value, load compensation is applied to the tires on the loading axle.

5. The tire pressure monitoring compensation method according to claim 1, characterized in that, The calculation of the component of gravity F along the road surface in the current state of the vehicle is as follows: g ,include: Obtain vehicle power F1, air resistance F2, rolling resistance F3, and wheel-end traction F a ; Based on vehicle dynamics F1, air resistance F2, rolling resistance F3, and wheel-end traction F a Calculate the component of gravity F along the road surface in the current state. g And F g = F1 - F2 - F3 - F a .

6. The tire pressure monitoring compensation method according to claim 5, characterized in that, An air resistance MAP is established based on road spectrum data for long slope conditions. The air resistance F2 at the current vehicle speed and slope is obtained based on the MAP.

7. A tire pressure monitoring compensation module, characterized in that, Configured for implementing the method of any one of claims 1-6, comprising: The calculation unit is used to calculate the component of gravity F along the road surface in the current state of the vehicle. g And the component of gravity along the road surface, ΔF, when the vehicle is under load; Strategy unit, based on F g With △F generation loading compensation strategy; The control unit performs load compensation on the loading axle tires based on the generated load compensation strategy.

8. A loading compensation system, characterized in that, It includes a compensation device and the compensation module as described in claim 7, wherein the compensation module controls the compensation device to perform load compensation on the loading axle tire.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1 to 6.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6.

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