A method for detecting driving range based on tire pressure changes and automotive products

Abstract

This invention discloses a method and automotive product for detecting driving range based on tire pressure changes. The method includes steps such as determining the rolling resistance coefficient increment based on the target tire pressure information of the target tire, determining an energy consumption correction factor based on the rolling resistance coefficient increment, and determining pre-attenuation driving range information based on the displayed driving range information and the energy consumption correction factor. This invention introduces an energy consumption correction factor determined based on factors such as the deviation of the vehicle's real-time tire pressure from ideal operating conditions and the vehicle's driving kinetic energy. This corrects the displayed driving range information to obtain pre-attenuation driving range information, which is closer to the actual driving range than the displayed driving range information. This reduces the degree of inflated detected driving range, providing more accurate and reliable driving range information and offering more reliable data support for vehicle driving, thus improving the driving experience. This invention has wide applications in the automotive technology field.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method for detecting driving range based on tire pressure changes and an automotive product. Background Technology

[0002] Electric vehicles (EVs) have become an important category of automobiles due to their environmental friendliness and strong power performance. However, since current EVs generally use batteries to provide the energy needed to drive the vehicle, their range performance still has significant room for improvement due to the limitations of battery charging and discharging principles. Specifically, EV range performance includes not only maximum range and refueling speed, but also the accuracy of range detection itself. Current range detection technologies primarily focus on improving the accuracy of detecting the remaining battery charge and then estimating the vehicle's range based on this remaining charge. However, current range detection technologies rely on simple models to map remaining charge to range, such as linear calculations. Such models often result in significant discrepancies between the detected range and the actual range. Summary of the Invention

[0003] To address at least one of the aforementioned technical problems, the present invention aims to provide a method for detecting driving range based on tire pressure changes and an automotive product.

[0004] On one hand, embodiments of the present invention include a method for detecting driving range based on tire pressure changes, the method comprising: Identify the target tire; Based on the target tire, obtain the target tire pressure information; Based on the target tire pressure information, determine the rolling resistance coefficient increment; The energy consumption correction factor is determined based on the increase in the rolling resistance coefficient. Get the displayed battery range information; Based on the displayed driving range information and the energy consumption correction factor, the pre-decrease driving range information is determined.

[0005] Further, determining the rolling resistance coefficient increment based on the target tire pressure information includes: Obtain the standard recommended tire pressure; Calculate the tire pressure deviation between the target tire pressure information and the standard recommended tire pressure; The rolling resistance coefficient increment is obtained by mapping the tire pressure deviation according to the pre-calibrated mapping relationship.

[0006] Further, determining the energy consumption correction factor based on the rolling resistance coefficient increment includes: Detect the car's recent average speed; Obtain the overall coefficient; According to the formula

[0007] Calculations are performed to obtain the energy consumption correction factor. ;in, The comprehensive coefficient is... The increment of the rolling resistance coefficient, The recent average vehicle speed is given.

[0008] Furthermore, obtaining the displayed driving range information includes: Detect the recent energy consumption per unit mileage of a vehicle; Detect the remaining battery power of a car; According to the formula

[0009] Calculations are performed to obtain the displayed driving range information. ;in, The remaining power of the battery. The energy consumption per unit mileage in the recent period is mentioned.

[0010] Further, determining the pre-degradation range information based on the displayed range information and the energy consumption correction factor includes: According to the formula

[0011] Calculations are performed to obtain the pre-degradation range information. ;in, This refers to the displayed driving range information. This is the energy consumption correction factor.

[0012] Further, determining the target tire includes: The target tires are all the tires of the car. The step of obtaining target tire pressure information based on the target tire includes: Detect the real-time tire pressure of each tire of the car; Calculate the average value of all the real-time tire pressures, and use it as the target tire pressure information.

[0013] Further, determining the target tire includes: Determine the corrective order for all tires of the vehicle; The last tire, sorted according to the corrected order, is designated as the target tire.

[0014] Further, obtaining the target tire pressure information based on the target tire includes: Obtain the measured tire pressure time series for each tire; the measured tire pressure time series is a time series formed by measuring tire pressure at multiple sampling times. According to the correction order, the subsequent adjacent measured tire pressure time series are sequentially corrected based on the preceding measured tire pressure time series. The target tire pressure information is determined based on the final measured tire pressure time series after sequential correction.

[0015] Further, the step of sequentially correcting the subsequent adjacent measured tire pressure time series according to the correction order includes: The time series of measured tire pressure for each tire was determined as follows: = , =1,2,..., ;in, The order of the corrections is determined by the first... The measured tire pressure time series for each tire. Indicates the first The sampling time for the first sampling time The tire pressure was obtained from actual measurements of each tire. The total number of all tires. This represents the total number of sampling times. according to =1,2,..., -1 sequential traversal The various values ​​that can be taken; For each iteration According to the formula

[0016]

[0017]

[0018]

[0019] The correction yielded the first The result of sequential correction of the measured tire pressure time series corresponding to +1 tire .

[0020] On the other hand, embodiments of the present invention also include a computer device, including a memory and a processor, the memory for storing at least one program, and the processor for loading at least one program to execute the tire pressure change-based driving range detection method in the embodiments.

[0021] On the other hand, embodiments of the present invention also include a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to perform the tire pressure change-based driving range detection method in the embodiments.

[0022] The beneficial effects of this invention are as follows: The driving range detection method based on tire pressure changes in the embodiments introduces an energy consumption correction factor determined according to factors such as the deviation of the real-time tire pressure of the vehicle from the ideal tire pressure and the driving kinetic energy of the vehicle. This corrects the displayed driving range information to obtain pre-attenuated driving range information. The pre-attenuated driving range information is closer to the actual driving range than the displayed driving range information, thereby reducing the degree of inflated detected driving range. This is beneficial for providing users or intelligent driving systems with more realistic and reliable driving range information, providing more reliable data support for vehicle driving, and thus improving the driving experience. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a vehicle system in which a tire pressure-based range detection method can be applied in the embodiment. Figure 2 This is a schematic diagram illustrating the steps of the driving range detection method based on tire pressure changes in the embodiment. Figure 3 This is a schematic diagram illustrating the principle of determining the target tire in the embodiment; Figure 4 This is a schematic diagram illustrating the principle of obtaining the target tire pressure through sequential correction in the embodiment. Detailed Implementation

[0024] This embodiment provides a method for detecting driving range based on tire pressure changes. This method for detecting driving range based on tire pressure changes can be applied to… Figure 1 The electric vehicle system shown. (Refer to...) Figure 1The vehicle system includes a control module, a power battery, a battery management system (BMS), a human-machine interface module, multiple tires (these tires are already installed and perform functions such as bearing the vehicle body and driving), such as the left front tire, right front tire, left rear tire and right rear tire, and may include more tires, and multiple tire pressure sensors (such as tire pressure sensor 1 installed on the left front tire, tire pressure sensor 2 installed on the right front tire, tire pressure sensor 3 installed on the left rear tire and tire pressure sensor 4 installed on the right rear tire), etc.

[0025] In this embodiment, Figure 1 The vehicle system shown is an electric vehicle, specifically a pure electric vehicle or a hybrid electric vehicle. We can use a pure electric vehicle as an example for explanation. In an electric vehicle, the battery management system controls the discharge of the power battery. The electrical energy output from the discharged power battery is used to drive the motor, which in turn drives the wheels, thus propelling the vehicle.

[0026] In this embodiment, components with data acquisition, data processing, data output, and control functions, such as a vehicle control unit (VCU), can be used as the control module. Touchscreens, speakers, and other components can be used as the human-machine interface module.

[0027] In this embodiment, refer to Figure 1 Each tire is equipped with a tire pressure sensor. Taking the left front tire as an example, the tire pressure sensor 1 installed on it can collect the tire pressure of the left front tire in real time and obtain the tire pressure of the left front tire.

[0028] In this embodiment, multiple synchronous sampling times can be set for each tire pressure sensor. , ... ... ,in Describes any of the first ones. Each sampling time, The total number of all sampling moments that have passed so far, i.e. This is the last sampling moment that has already occurred. The sampling moment can be timed each time the car is started. It's time to start the car.

[0029] In this embodiment, the vehicle system is equipped with One tire, that is, it has one tire. One tire pressure sensor. For example. Figure 1 The car system shown has four tires, namely =4. All tires can be sorted in a certain order. Taking the first tire as an example, its tire pressure sensor is located at the sampling time... It was tested to obtain the tire's condition at the sampling time. Tire pressure at time At the sampling time It was tested to obtain the tire's condition at the sampling time. Tire pressure at time ...at the sampling time It was tested to obtain the tire's condition at the sampling time. Tire pressure at time ...at the sampling time It was tested to obtain the tire's condition at the sampling time. Tire pressure at time Thus, at the current moment, we obtain the measured tire pressure time series, which consists of the tire pressure detected at each sampling time for the first tire. = Based on the same principle, for any _th For each tire, a measured tire pressure time series consisting of tire pressures detected at various sampling times can be obtained at the current moment. = .

[0030] In this embodiment, the driving range detection method based on tire pressure changes can be executed by the control module. (Refer to...) Figure 2 The method for detecting driving range based on tire pressure changes includes the following steps: S1. Identify the target tire; S2. Obtain the target tire pressure information based on the target tire; S3. Determine the increment of the rolling resistance coefficient based on the target tire pressure information; S4. Determine the energy consumption correction factor based on the increment of the rolling resistance coefficient; S5. Obtain the displayed battery range information; S6. Determine the pre-degradation range information based on the displayed range information and the energy consumption correction factor.

[0031] The principle of step S1 is as follows: Figure 3 As shown, refer to Figure 3 The target tire can be determined based on the individual tires installed on the car, such as the left front tire, right front tire, left rear tire, and right rear tire. The target tire can be a single tire, for example, the left front tire, or it can be a combination of all the tires.

[0032] In this embodiment, taking the entire set of tires as the target tire as an example, the target tire pressure information to be obtained in step S2 is the average real-time tire pressure of all tires. Since at the current moment of executing step S2, [the following steps have already been performed]... At each sampling time point, the time series of each measured tire pressure was obtained. = , =1,2,..., .in, It is the first The most recently detected tire pressure of the first tire at the current moment, therefore, as the first... The real-time tire pressure of each tire. Thus, considering all tires as a whole as the target tire, the target tire pressure... It is all ( =1,2,..., The average value of ), i.e.

[0033] In this embodiment, when the control module executes step S3, which is to determine the rolling resistance coefficient increment based on the target tire pressure information, it can specifically perform the following steps: S301. Obtain the standard recommended tire pressure; S302. Calculate the tire pressure deviation between the target tire pressure information and the standard recommended tire pressure; S303. Based on the pre-calibrated mapping relationship, the tire pressure deviation is mapped to obtain the rolling resistance coefficient increment.

[0034] In step S301, the standard recommended tire pressure This indicates the tire pressure of the vehicle's tires under optimal operating conditions (e.g., energy-saving conditions), which is equivalent to the ideal tire pressure for achieving the maximum driving range. In this embodiment, the standard recommended tire pressure is... It is a fixed value that can be provided by the tire manufacturer and is a pre-set standard recommended tire pressure. The pressure is stored in the control module, which can read the standard recommended tire pressure when executing step S301. .

[0035] In step S302, the target tire pressure information obtained in step S2 is calculated. Tire pressure compared to standard recommended pressure Tire pressure deviation ,Right now

[0036] In this embodiment, when the real-time tire pressure deviates from the standard recommended tire pressure... (Higher than the standard recommended tire pressure) Or less than the recommended tire pressure Under certain conditions, the vehicle may deviate from its optimal operating condition, resulting in a less than maximum driving range. Specifically, this is because the real-time tire pressure deviates from the recommended standard tire pressure. Under these circumstances, changes in tire shape and contact performance with the ground cause the rolling resistance coefficient of the entire vehicle to increase compared to the ideal rolling resistance coefficient, resulting in greater rolling resistance during vehicle operation. Therefore, based on the ideal rolling resistance coefficient, tire pressure deviation... Corresponding to a certain increment of rolling resistance coefficient This indicates the increase in the rolling resistance coefficient experienced by the vehicle relative to the ideal rolling resistance coefficient, caused by the real-time tire pressure deviating from the ideal tire pressure.

[0037] In this embodiment, the tire manufacturer can test and calibrate the tires to measure tire pressure deviation. The different values ​​correspond to the increment of the rolling resistance coefficient This results in tire pressure deviation. With the increment of rolling resistance coefficient The mapping relationship is established and this mapping relationship is pre-stored in the control module in the form of data tables, etc.

[0038] When the control module executes step S303, it can read the mapping relationship and use the tire pressure deviation obtained in step S302. The mapping yields the corresponding rolling resistance coefficient increment. .

[0039] In this embodiment, when the control module executes step S4, which is to determine the energy consumption correction factor based on the rolling resistance coefficient increment, it can specifically perform the following steps: S401. Detect the recent average speed of a vehicle; S402. Obtain the comprehensive coefficient; S403. According to the formula

[0040] Calculations are performed to obtain the energy consumption correction factor. .

[0041] In this embodiment, when the control module executes step S401, it can call components such as the navigation module to read the vehicle's recent average speed. Specifically, the navigation module can record the car's actual mileage and driving time over a recent period (e.g., within the month prior to the current moment), calculate the quotient of the actual mileage and driving time, and obtain the recent average speed. .

[0042] In step S402, the comprehensive coefficient to be obtained It is a proportional coefficient, and in cases of quick and simple calculation, the comprehensive coefficient can be... Set the size to 0.1 (unit: J). -2 Values ​​such as these can also be calibrated by car manufacturers or car maintenance companies through testing (e.g., determining the comprehensive coefficient within the range of 0.1-0.3). (specific values), and the comprehensive coefficient The comprehensive coefficients are stored in the control module. Related to parameters such as vehicle weight, a more accurate energy consumption correction factor can be obtained. .

[0043] In step S403, the control module follows the formula.

[0044] Calculations are performed to obtain the energy consumption correction factor. In this formula, It is a parameter that is directly proportional to the kinetic energy generated by the car's movement. This represents the increase in the rolling resistance coefficient experienced by a vehicle when the real-time tire pressure deviates from the ideal tire pressure, relative to the rolling resistance coefficient under ideal conditions. Therefore, it is the energy consumption correction factor. The kinetic energy of the vehicle is directly proportional to the increase in the rolling resistance coefficient.

[0045] In this embodiment, the control module executes step S5 to obtain the displayed driving range information. This could be the driving range detected using current range detection technology. For example, some battery management systems integrate the ability to directly calculate the driving range based on the battery charge. The control module can then retrieve the driving range detected by the battery management system during step S5 to obtain the displayed driving range information. .

[0046] In this embodiment, when the control module executes step S5, it can call the remaining battery power detected by the battery management system. And the recent energy consumption per unit mile recorded by the battery management system. Among them, recent energy consumption per unit mileage This indicates the amount of electrical energy consumed by the battery per unit distance (e.g., 1 km) traveled by the car within a recent period (e.g., within one month prior to the current moment). The control module uses the formula...

[0047] Calculations are performed to obtain the displayed driving range information. .

[0048] In this embodiment, the control module executes the displayed driving range information obtained in step S5. It is calculated based on a simple model and does not take into account the impact of tire pressure (such as insufficient tire pressure or excessive tire pressure) on the vehicle's deviation from ideal operating conditions and thus the driving range is generally inflated, meaning it is too large relative to the actual driving range.

[0049] In this embodiment, when the control module executes step S6, which is to determine the pre-attenuation range information based on the displayed range information and the energy consumption correction factor, it can use the formula...

[0050] Calculations are performed to obtain pre-degradation range information. .

[0051] In this embodiment, the pre-degradation range information obtained by executing step S6 It is in the display of driving range information Based on this, an energy consumption correction factor is introduced, which is determined according to factors such as the deviation of the real-time tire pressure of the vehicle from the ideal tire pressure and the vehicle's driving kinetic energy. To enable the display of the remaining driving range information The energy consumption correction factor is obtained through adjustments. The greater the deviation of the vehicle's real-time tire pressure from the ideal operating condition, and the greater the vehicle's kinetic energy, the larger the energy consumption correction factor becomes. This will affect the displayed range information. The greater the correction, the smaller the pre-degradation range information. This is because the greater the deviation of the car's real-time tire pressure from the ideal tire pressure, and the greater the car's kinetic energy, the greater the rolling resistance the tires experience, thus affecting the displayed driving range information. The more severe the inflated objective situation, the more accurate the obtained pre-degradation range information will be. The impact of real-time tire pressure deviation from ideal tire pressure on the displayed driving range information has been taken into account. The attenuation effect, relative to the displayed range information A more realistic driving range reduces the degree of inflated detected range, which helps provide users or intelligent driving systems with more accurate and reliable driving range information, providing more reliable data support for driving and riding, and thus improving the driving experience.

[0052] In this embodiment, the control module obtains the pre-degradation range information during steps S1-S6. After that, the pre-decrease range information can be used. Take the representative display range information The information is displayed on the human-machine interface module; that is, the control module instructs the human-machine interface module to only display the pre-degradation range information. Instead of displaying the indicated remaining range information. .

[0053] In this embodiment, the control module obtains the pre-degradation range information during steps S1-S6. Afterwards, the human-computer interaction module can be controlled to simultaneously display the displayed battery range information. and pre-degradation range information Specifically, the control module can control the human-computer interaction module to display the displayed driving range information with different display effects. and pre-degradation range information For example, the human-computer interaction module displays the remaining driving range information as a green bar. The pre-degradation range information is displayed in red. .

[0054] In this embodiment, the control module displays the remaining driving range information while controlling the human-machine interaction module. and pre-degradation range information In this case, it can also calculate the displayed driving range information. Information on pre-degradation driving range The difference ,Right now

[0055] In this embodiment, due to the display of driving range information There is a certain degree of inflated information regarding the pre-degradation range. Because it is closer to the real-world driving range, it has a smaller degree of inflated figures. This indicates the displayed driving range information. The degree of inflated range. The control module can set a range threshold (specifically, it can be set to the displayed range information). A certain percentage, such as the displayed battery life information. (10%), and make real-time judgments. Compared to the current driving range threshold; when detected If the driving range exceeds the threshold, then it is determined that... If the value is too high, the displayed battery range information will be considered invalid. If the tire pressure is excessively high, meaning the real-time tire pressure deviates significantly from the ideal tire pressure, the control module can generate a warning message. In this embodiment, the warning message could include phrases such as "Driving range is severely affected by tire pressure; please check tire pressure."

[0056] The control module controls the human-machine interface module to display warning information, so that users can pay attention to whether the tire pressure is too high or too low and take timely action. This helps to keep the tire pressure closer to the ideal level, thereby reducing energy consumption, improving driving range, and also reducing the risk of tire blowouts caused by excessively high or low tire pressure, thus ensuring traffic safety.

[0057] For a pure electric vehicle, the standard recommended tire pressure Taking 2.5 bar as an example, the application of the driving range detection method based on tire pressure changes will be explained: 1. During long-distance highway driving, the following data was collected: the average tire pressure of the four tires is currently 2.0 bar, which is the target tire pressure. The remaining battery power is 2.0 bar. It is 80%, and the recent energy consumption per unit mileage is... The average power consumption is 16 kWh / 100km, and the recent average vehicle speed is... It is 90 km / h; 2. The control module determines the increment of the rolling resistance coefficient when the tire pressure drops from 2.5 bar to 2.0 bar based on a pre-calibrated mapping relationship. = 0.002, the overall coefficient of this car = 0.12; 3. Calculate the energy consumption correction factor: =1.94%; 4. Calculate the displayed driving range information: =500km; 5. Calculate the pre-degradation range information: =490.5 km; 6. Judgment: = = 9.5km, assuming a range threshold of 50km or the displayed range information. 10% (50 km), at this time 9.5 km < 50 km and 9.5 / 500 = 1.9% < 10%, so the main prompt is not triggered, but a slight prompt icon can be displayed in the tire pressure status bar of the human-machine interaction module; 7. Over time, the target tire pressure The pressure dropped to 1.9 bar due to slow leakage. The increment of the rolling resistance coefficient was recalculated. Increase the energy consumption correction factor ≈ 3.5%, pre-degradation range information The actual range is approximately 483 km, a difference of 17 km (3.4%). If the range threshold is 15 km or 3%, the human-machine interface module will trigger a "caution" level prompt. The actual range will be displayed in smaller font next to the range figure on the instrument panel, along with a text prompt suggesting that you check the tire pressure. 8. Over time, the target tire pressure The energy consumption correction factor was calculated based on the slow leakage rate dropping to 1.7 bar (still above the safety alarm threshold of 1.6 bar). Significantly increased to approximately 8.2%, pre-degradation range information. The estimated range is 462 km, a difference of 38 km (7.6%), exceeding the set "warning" level threshold (e.g., 30 km or 6%). The control module triggers a "warning" level prompt, displaying relevant warning information. For example, the range displayed on the instrument panel (500 km) flashes yellow, with "Actual range approximately 462 km" prominently displayed below. Simultaneously, a card automatically pops up on the central control screen, clearly comparing and displaying: "Displayed range: 500 km", "Estimated actual range due to low tire pressure: ~462 km", "Range reduction: approximately 38 km", "Recommendation: Please restore tire pressure to 2.5 bar as soon as possible, which is expected to restore approximately 35 km of range."

[0058] After the driver followed the prompts to the service station to inflate the tire to 2.5 bar, the system detected that the tire pressure had returned to normal, and the energy consumption correction factor was adjusted. Reset to zero, pre-degradation range information With display range information Once the warning message disappears, the battery life display returns to its normal blue solid light.

[0059] In this embodiment, when the control module executes step S1, which is to determine the target tire, in addition to selecting the entire set of all tires as the target tire, it can also choose to execute the following steps: S101. Determine the corrective sequence for all tires of the vehicle; S102. The last tire in the correct order is selected as the target tire.

[0060] In this embodiment, the principle of steps S101-S102 is as follows: Figure 4 As shown.

[0061] Reference Figure 4In step S101, all tires of the vehicle are sorted to determine the correction order. In this embodiment, the correction order is the order used when performing sequential correction in step S2. In sequential correction, for the first tire, there is no need to correct its corresponding measured tire pressure time series; for the second tire, the measured tire pressure time series corresponding to the previous tire, i.e., the first tire, is used to correct the measured tire pressure time series of the second tire; starting from the third tire, for each tire, the corrected measured tire pressure time series corresponding to the previous tire is used to correct the measured tire pressure time series of that tire.

[0062] In this embodiment, since the principle of sequential correction is to select tires that have a significant impact on the vehicle's range and have good properties such as stable tire pressure, which are conducive to obtaining pre-attenuation range information that is closer to the actual range, as the target tires, and to consider the influence of other tires on the target tires for correction, the correction order can be determined by the rules of "driving tires are given priority as target tires" and "tires with stable tire pressure are given priority as target tires".

[0063] Specifically, in this embodiment, the vehicle is a front-wheel drive vehicle, meaning the left and right front wheels are drive wheels, and the left and right rear wheels are non-drive wheels. Therefore, the left and right front tires are drive tires, and the left and right rear tires are non-drive tires. In this embodiment, the control module can call each tire pressure sensor to detect the pressure fluctuation of each tire (specifically, it can calculate parameters such as variance), thereby determining that among the left and right front tires, which are both drive tires, the right front tire has smaller pressure fluctuations, and among the left and right rear tires, which are both non-drive tires, the right rear tire has smaller pressure fluctuations.

[0064] Thus, when the control module executes step S101, it selects either the left front tire or the right front tire as the target tire according to the rule of "driving tires are given priority as target tires". Specifically, according to the rule of "tires with stable tire pressure are given priority as target tires", the right front tire with smaller tire pressure fluctuation is selected as the target tire, so the right front tire is placed last in the correction order. The left front tire, which has larger tire pressure fluctuation and is also a driving tire, is placed closest to the target tire in the correction order, i.e., the second to last. Since all driving tires have been sorted, the order of non-driving tires is considered. According to the rule of "tires with stable tire pressure are given priority as target tires", among the left rear tire and right rear tire, which are non-driving tires, the right rear tire with smaller tire pressure fluctuation is selected and placed closer to the target tire in the correction order, i.e., the third to last. The left rear tire with larger tire pressure fluctuation is selected and placed further away from the target tire in the correction order, i.e., the last one, which is the first in the correction order.

[0065] In step S102, refer to Figure 4 The last tire in the correct order is selected as the target tire, which is the right front tire.

[0066] Based on the execution of steps S101-S102, when the control module executes step S2, which is to obtain the target tire pressure information based on the target tire, the following steps can be performed: S201. Obtain the measured tire pressure time series for each tire; S202. According to the correction order, sequentially correct the subsequent adjacent measured tire pressure time series based on the preceding measured tire pressure time series. S203. Determine the target tire pressure information based on the final measured tire pressure time series after sequential correction.

[0067] In step S201, at the current moment of executing step S2, the following has already been executed: At each sampling time point, the time series of each measured tire pressure was obtained. = , =1,2,..., .

[0068] In step S202, according to Figure 4 The correction order shown is to sequentially correct the subsequent adjacent measured tire pressure time series based on the preceding measured tire pressure time series.

[0069] For example, Figure 4 In the diagram, the left rear tire is the first tire; therefore, the measured tire pressure time series for the left rear tire is... = No correction is needed; the right rear tire is the second tire, and the measured tire pressure time series for the right rear tire is as follows. = The measured tire pressure time series of the previous tire, i.e., the first tire, was used. = right = Make corrections to obtain the results after sequential correction. The left front tire is the third tire; the measured tire pressure time series for the left front tire is as follows. = The measured tire pressure time series of the previous tire (i.e., the second tire) was sequentially corrected. right = Make corrections to obtain the results after sequential correction. The right front tire is the fourth tire; the measured tire pressure time series for the right front tire is as follows. = The measured tire pressure time series of the previous tire (i.e., the third tire) was sequentially corrected. right = Make corrections to obtain the results after sequential correction. .

[0070] In this embodiment, specifically, for Figure 4 The first in the correction order shown One tire, if =1, which is the first tire. Since there's no need to analyze its tire pressure time series... Make corrections, or, use the measured tire pressure time series. It is considered to be the result of sequential modification. Therefore, there is = .

[0071] For the If there's one more tire, for example, the second tire, then the control module first uses the formula...

[0072] The coefficient corresponding to the second tire was calculated. .in, This represents the measured tire pressure time series of the first tire. The result after sequential correction Time series of measured tire pressure of the second tire covariance, This represents the measured tire pressure time series of the second tire. The variance. Coefficient. The meaning is the measured tire pressure time series of the first tire. The result after sequential correction Time series of measured tire pressure for the second tire The regression coefficients.

[0073] After calculating the regression coefficients Then, the control module proceeds according to the formula

[0074] Calculations are performed based on the regression coefficients. Time series of measured tire pressure of the first tire The result after sequential correction In the middle, in the Tire pressure detected at each sampling time (after sequential correction) The measured tire pressure time series of the second tire was calculated. In the middle of Tire pressure detected at each sampling time The result of sequential correction.

[0075] In this embodiment, all sampling times are traversed to obtain the measured tire pressure time series for the second tire. Tire pressure detected at various sampling times The results of the sequential correction constitute the measured tire pressure time series for the second tire. The result of sequential correction

[0076] Obtain the measured tire pressure time series corresponding to the second tire. The result after sequential correction Then, the control module proceeds according to... The measured tire pressure time series for the third tire Obtained through correction Finally, the control module according to The measured tire pressure time series for the fourth tire Obtained through correction ,Right now

[0077] In this embodiment, the measured tire pressure time series corresponding to the fourth tire The result after sequential correction middle, The last sampling time corresponding to the current time, i.e., the first Each sampling time, therefore, in step S203, with Target tire pressure information ,Right now

[0078] In this embodiment, the target tire pressure information is obtained by executing steps S201-S203. It can also be used to execute steps S3-S6, the specific process of which is shown in the above embodiments.

[0079] In this embodiment, the principle of executing steps S101-S102 and S201-S203 is as follows: by executing steps S3-S6, the target tire pressure information can be used as a basis. Determine pre-degradation range information If a specific single tire is selected as the target tire, and its tire pressure is used as the target tire pressure information, since a car has multiple tires, and due to differences in individual tire characteristics and varying degrees of wear and tear on tires in different locations, different tires generally have different tire pressures. Therefore, there are actually multiple target tire pressure information options available at the same time, allowing multiple sets of pre-range reduction information to be obtained. However, ideally, the pre-degradation range information... It should equal the actual driving range, i.e., the desired pre-degradation driving range information. It should be unique, thus raising the question of how to select the target tire pressure information. This allows for the acquisition of accurate pre-degradation range information. The problem is that, before executing steps S3-S6, by executing steps S201-S203, the correction order is determined, and the last tire in the correction order is taken as the target tire. This allows for the identification of a specific target tire and the detection of the target tire pressure information. Meanwhile, the target tire and other tires are installed on the same vehicle. This means that the target tire's tire pressure is affected not only by its own product characteristics, usage intensity, and wear, but also by the pressure of the other tires (for example, if other tires are underinflated, not only will their rolling resistance increase, but this increased rolling resistance across the entire vehicle will also be transmitted to the target tire, affecting its tire pressure). Therefore, there is a correlation between the tire pressures of the various tires; the sequential correction performed in step S202 calculates the regression coefficients. Indicates the first The first tire pair The impact strength of +1 tire, and by using the formula Processing was performed to achieve the first +1 tire pressure measurement Subtract the first The impact of individual tires Thus obtaining the first The correlation between individual tires is lower. In this way, by sequentially correcting each tire, the influence of other tires is gradually reduced, thus obtaining the target tire pressure information. It can represent or approximate the tire pressure of a specific tire, i.e., the target tire, when used independently without being affected by other tires, ultimately obtaining target tire pressure information with minimal interference. To calculate the pre-degradation range information Based on the above principles, by determining the correction order during steps S101-S102 using the rules of "prioritizing drive tires as target tires" and "prioritizing tires with stable tire pressure as target tires," it is possible to select drive tires that have a greater impact on range reduction, while tires with stable tire pressure, which are more conducive to calculating the degree of range reduction, can be selected as target tires. This helps to obtain pre-reduction range information that is closer to the actual driving range. Other tires, based on their perceived minimal impact on range reduction and the greatest potential for pressure fluctuations, were positioned furthest from the target tire in the correction sequence. The tire pressure of these other tires was then used as a parameter to correct the target tire's pressure, thus reducing the influence of their own tire pressure on the pre-range reduction information. Its direct impact.

[0080] A computer program for executing the tire pressure change-based driving range detection method in this embodiment can be written into a computer device or storage medium. When the computer program is read and run, the tire pressure change-based driving range detection method and / or the tire pressure change-based driving range detection method in this embodiment can be executed, thereby achieving the same technical effect as the tire pressure change-based driving range detection method and / or the tire pressure change-based driving range detection method in the embodiment.

[0081] It should be noted that, unless otherwise specified, when a feature is referred to as "fixed" or "connected" to another feature, it can be directly fixed or connected to the other feature, or indirectly fixed or connected to the other feature. Furthermore, the descriptions of "upper," "lower," "left," and "right" used in this disclosure are only relative to the relative positional relationships of the components of this disclosure in the accompanying drawings. The singular forms "a," "an," and "the" used in this disclosure are also intended to include the plural forms, unless the context clearly indicates otherwise. Moreover, unless otherwise defined, all technical and scientific terms used in this embodiment have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this embodiment specification is only for describing particular embodiments and is not intended to limit the invention. The term "and / or" as used in this embodiment includes any combination of one or more of the associated listed items.

[0082] It should be understood that although various elements may be described in this disclosure using terms such as "second," "third," etc., these elements should not be limited to these terms. These terms are used only to distinguish elements of the same type from one another. For example, an element may also be referred to as a second element without departing from the scope of this disclosure, and similarly, a second element may also be referred to as an element. The use of any and all instances or exemplary language ("e.g.," "such as," etc.) provided in this embodiment is intended only to better illustrate embodiments of the invention and, unless otherwise required, does not impose a limitation on the scope of the invention.

[0083] It should be recognized that embodiments of the present invention can be implemented or carried out by computer hardware, a combination of hardware and software, or by computer instructions stored in a non-transitory computer-readable storage medium. The method can be implemented using standard programming techniques—including a non-transitory computer-readable storage medium configured with a computer program, wherein such a storage medium causes the computer to operate in a specific and predefined manner—according to the methods and drawings described in the specific embodiments. Each program can be implemented in a high-level procedural or object-oriented programming language to communicate with the computer system. However, if desired, the program can be implemented in assembly or machine language. In any case, the language can be a compiled or interpreted language. Furthermore, for this purpose, the program can run on a programmed application-specific integrated circuit (ASIC).

[0084] Furthermore, the procedures described in this embodiment can be performed in any suitable order unless otherwise indicated by this embodiment or otherwise obviously contradict the context. The procedures (or variations and / or combinations thereof) described in this embodiment can be executed under the control of one or more computer systems configured with executable instructions, and can be implemented by hardware or a combination thereof as code (e.g., executable instructions, one or more computer programs, or one or more applications) that commonly executes on one or more processors. A computer program includes a plurality of instructions executable by one or more processors.

[0085] Furthermore, the method can be implemented in any suitable type of computing platform, including but not limited to personal computers, minicomputers, mainframes, workstations, networked or distributed computing environments, standalone or integrated computer platforms, or in communication with charged particle tools or other imaging devices, etc. Aspects of the invention can be implemented as machine-readable code stored on a non-transitory storage medium or device, whether removable or integrated into a computing platform, such as a hard disk, optical read and / or write storage medium, RAM, ROM, etc., such that it is readable by a programmable computer, and when the storage medium or device is read by the computer, it can be used to configure and operate the computer to perform the processes described herein. Furthermore, the machine-readable code, or portions thereof, can be transmitted via wired or wireless networks. The invention of this embodiment includes these and other different types of non-transitory computer-readable storage media when such media comprises instructions or programs that implement the steps above in conjunction with a microprocessor or other data processor. When programmed according to the methods and techniques of the invention, the invention also includes the computer itself.

[0086] A computer program can be applied to input data to perform the functions of this embodiment, thereby transforming the input data to generate output data stored in non-volatile memory. The output information can also be applied to one or more output devices, such as a display. In a preferred embodiment of the invention, the transformed data represents physical and tangible objects, including specific visual depictions of physical and tangible objects generated on the display.

[0087] The above are merely preferred embodiments of the present invention. The present invention is not limited to the above-described embodiments. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention, as long as they achieve the technical effects of the present invention by the same means, should be included within the scope of protection of the present invention. Within the scope of protection of the present invention, the technical solutions and / or implementation methods can have various modifications and variations.

Claims

1. A method for detecting driving range based on tire pressure changes, characterized in that, The driving range detection method based on tire pressure changes includes: Identify the target tire; Based on the target tire, obtain the target tire pressure information; Based on the target tire pressure information, determine the rolling resistance coefficient increment; The energy consumption correction factor is determined based on the increase in the rolling resistance coefficient. Get the displayed battery range information; Based on the displayed driving range information and the energy consumption correction factor, the pre-decrease driving range information is determined.

2. The driving range detection method based on tire pressure changes according to claim 1, characterized in that, The step of determining the rolling resistance coefficient increment based on the target tire pressure information includes: Obtain the standard recommended tire pressure; Calculate the tire pressure deviation between the target tire pressure information and the standard recommended tire pressure; The rolling resistance coefficient increment is obtained by mapping the tire pressure deviation according to the pre-calibrated mapping relationship.

3. The driving range detection method based on tire pressure changes according to claim 1, characterized in that, The step of determining the energy consumption correction factor based on the rolling resistance coefficient increment includes: Detect the car's recent average speed; Obtain the overall coefficient; According to the formula Calculations are performed to obtain the energy consumption correction factor. ;in, The comprehensive coefficient is... The increment of the rolling resistance coefficient, The recent average vehicle speed is given.

4. The driving range detection method based on tire pressure changes according to claim 1, characterized in that, The process of obtaining the displayed driving range information includes: Detect the recent energy consumption per unit mileage of a vehicle; Detect the remaining battery power of a car; According to the formula Calculations are performed to obtain the displayed driving range information. ;in, The remaining power of the battery. The energy consumption per unit mileage in the recent period is mentioned.

5. The driving range detection method based on tire pressure changes according to claim 1, characterized in that, The step of determining the pre-degradation range information based on the displayed range information and the energy consumption correction factor includes: According to the formula Calculations are performed to obtain the pre-degradation range information. ;in, This refers to the displayed driving range information. This is the energy consumption correction factor.

6. The driving range detection method based on tire pressure change according to any one of claims 1-5, characterized in that: The determination of the target tire includes: The target tires are all the tires of the car. The step of obtaining target tire pressure information based on the target tire includes: Detect the real-time tire pressure of each tire of the car; Calculate the average value of all the real-time tire pressures, and use it as the target tire pressure information.

7. The driving range detection method based on tire pressure changes according to any one of claims 1-5, characterized in that, The determination of the target tire includes: Determine the corrective order for all tires of the vehicle; The last tire, sorted according to the corrected order, is designated as the target tire.

8. The driving range detection method based on tire pressure changes according to claim 7, characterized in that, The step of obtaining target tire pressure information based on the target tire includes: Obtain the measured tire pressure time series for each tire; the measured tire pressure time series is a time series formed by measuring tire pressure at multiple sampling times. According to the correction order, the subsequent adjacent measured tire pressure time series are sequentially corrected based on the preceding measured tire pressure time series. The target tire pressure information is determined based on the final measured tire pressure time series after sequential correction.

9. The driving range detection method based on tire pressure changes according to claim 8, characterized in that, The step of sequentially correcting the subsequent adjacent measured tire pressure time series according to the correction order includes: The time series of measured tire pressure for each tire was determined as follows: = , =1,2,..., ;in, The order of the corrections is determined by the first... The measured tire pressure time series for each tire. Indicates the first The sampling time for the first sampling time The tire pressure was obtained from actual measurements of each tire. The total number of all tires. This represents the total number of sampling times. according to =1,2,..., -1 sequential traversal The various values ​​that can be taken; For each iteration According to the formula The correction yielded the first The result of sequential correction of the measured tire pressure time series corresponding to +1 tire .

10. An automobile product, characterized in that, The automotive product includes a memory and a processor, the memory being used to store at least one program, and the processor being used to load at least one program to execute the driving range detection method based on tire pressure change as described in any one of claims 1-9.

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