Tire wear monitoring method for a scooter, scooter, product and medium

Abstract

This application provides a method for monitoring tire wear on a scooter, the scooter itself, a product, and a medium. The method includes: acquiring specified driving data, wherein the specified driving data is the scooter's driving data over a specified time period, and the specified driving data indicates the scooter's mileage under each of at least one driving surface condition within the specified time period; determining a specified tire wear value for the scooter based on a specified load value, at least one driving surface condition, and the mileage under each driving surface condition, wherein the specified tire wear value is the tire wear value within the specified time period, and the specified load value includes the load value of the driving object. This application solves the technical problem of low tire wear monitoring accuracy in related technologies, achieving the effect of improving the monitoring accuracy of tire wear.

Description

Technical Field

[0001] This application relates to the field of scooter technology, and more specifically, to a method for monitoring tire wear of a scooter, a scooter, a product, and a medium. Background Technology

[0002] As a short-distance transportation tool, the tires are the core component of two-wheeled electric scooters, and the wear and tear of the tires directly affects the safety, stability, and range of riding.

[0003] In related technologies, tire wear monitoring methods for scooters often rely on fixed mileage reminders or visual observation of wear marks by the user. However, these fixed reminder methods or methods based on user experience cannot reflect the actual degree of wear and tear, resulting in low accuracy in tire wear monitoring. Summary of the Invention

[0004] This application provides a method for monitoring tire wear on a scooter, a scooter, a product, and a medium, to at least solve the technical problem of low monitoring accuracy of tire wear in related technologies.

[0005] According to one aspect of the embodiments of this application, a method for monitoring tire wear of a scooter is provided, comprising: acquiring specified driving data, wherein the specified driving data is driving data of the scooter during a specified time period, the specified driving data being used to indicate the driving mileage of the scooter under each of at least one driving road condition during the specified time period; determining a specified tire wear value of the scooter based on a specified load value, the at least one driving road condition, and the driving mileage under each driving road condition, wherein the specified tire wear value is the tire wear value during the specified time period, and the specified load value includes the load value of the driving object.

[0006] According to another aspect of the embodiments of this application, a scooter is also provided, comprising: a control component; the control component is configured to acquire specified driving data, wherein the specified driving data is driving data of the scooter during a specified time period, the specified driving data being used to indicate the driving mileage of the scooter under each of at least one driving road condition during the specified time period; and to determine a specified tire wear value of the scooter based on a specified load value, the at least one driving road condition, and the driving mileage under each driving road condition, the specified tire wear value being a tire wear value during the specified time period, the specified load value including the load value of the driving object.

[0007] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored therein, wherein the computer program is configured to perform the steps in any of the above method embodiments when executed by a processor.

[0008] According to another aspect of the embodiments of this application, a computer program product or computer program is provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform the steps in any of the method embodiments described above.

[0009] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to perform the steps of any of the above method embodiments through the computer program.

[0010] This application obtains specified driving data, which refers to the driving data of a scooter within a specified time period. The specified driving data indicates the mileage of the scooter under each of at least one driving surface condition within the specified time period. Based on a specified load value, at least one driving surface condition, and the mileage under each driving surface condition, a specified tire wear value for the scooter is determined. The specified tire wear value is the tire wear value within the specified time period. The specified load value includes the load value of the driving object. By obtaining the driving data recorded during the scooter's riding within a specified time period, at least one driving surface condition experienced during the riding within the specified time period and its corresponding mileage are determined. Combined with the real-time load value, tire wear monitoring of the scooter is achieved based on the actual pressure applied to the tires, the differentiated wear intensity caused by different road conditions, and the actual distance traveled under each driving surface condition. This solves the technical problem of low tire wear monitoring accuracy in related technologies and improves the monitoring accuracy of tire wear. Attached Figure Description

[0011] Figure 1 This is a schematic diagram illustrating an application scenario of a tire wear monitoring method for a scooter according to an embodiment of this application.

[0012] Figure 2 This is a schematic flowchart of an optional method for monitoring tire wear of a scooter according to an embodiment of this application;

[0013] Figure 3 This is a schematic diagram of an optional method for monitoring tire wear of a scooter according to an embodiment of this application;

[0014] Figure 4 This is a schematic diagram of another optional method for monitoring tire wear of a scooter according to an embodiment of this application;

[0015] Figure 5 This is a schematic diagram of another optional method for monitoring tire wear of a scooter according to an embodiment of this application;

[0016] Figure 6 This is a structural block diagram of an optional scooter according to an embodiment of this application;

[0017] Figure 7 This is a computer system architecture block diagram of an optional electronic device according to an embodiment of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0019] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0020] According to one aspect of the embodiments of this application, a method for monitoring tire wear on a scooter is provided. Optionally, in this embodiment, the above-described method for monitoring tire wear on a scooter may be applied, but is not limited to, to applications such as... Figure 1 The hardware environment shown includes terminal device 102 and scooter 104. Scooter 104 can be connected to terminal device 102 via a network and can be used to provide services (e.g., application services, etc.) to terminal device 102.

[0021] The aforementioned network may include, but is not limited to, at least one of the following: wired network and wireless network. The aforementioned wired network may include, but is not limited to, at least one of the following: wide area network (WAN), metropolitan area network (MAN), and local area network (LAN). The aforementioned wireless network may include, but is not limited to, at least one of the following: Wireless Fidelity (WIFI) and Bluetooth. The terminal device 102 may be, but is not limited to, a personal computer (PC), a mobile phone, a tablet computer, etc.

[0022] The tire wear monitoring method for scooters according to this application embodiment can be executed by the scooter 104, by the terminal device 102, or by both the scooter 104 and the terminal device 102. Alternatively, the terminal device 102 can execute the tire wear monitoring method for scooters according to this application embodiment by a client installed on it.

[0023] Taking the scooter 104 as an example to perform the scooter tire wear monitoring method in this embodiment, Figure 2 This is a schematic flowchart of an optional method for monitoring tire wear of a scooter according to an embodiment of this application, as shown below. Figure 2 As shown, the process of this method may include the following steps:

[0024] Step S202: Obtain specified driving data, wherein the specified driving data is the driving data of the scooter during a specified time period, and the specified driving data is used to indicate the driving mileage of the scooter during the specified time period and under each driving road condition in at least one driving road condition.

[0025] Step S204: Based on the specified load value, at least one driving road condition, and driving mileage under each driving road condition, determine the specified tire wear value of the scooter. The specified tire wear value is the tire wear value over a specified time period. The specified load value includes the load value of the driving object.

[0026] The tire wear monitoring method for scooters in this embodiment can be applied to the field of scooter technology and to urban commuting scenarios and shared scooter operation scenarios (such as operators being able to uniformly monitor the tire wear status of each vehicle through the backend, enabling on-demand maintenance and intelligent scheduling, and reducing user complaints and safety accident rates caused by tire failure).

[0027] As a short-distance transportation tool, the tires of two-wheeled electric scooters are the core component for their propulsion. The wear and tear of the tires directly affects the safety, stability, and range of the rider. Currently, tire wear monitoring methods for scooters often rely on fixed mileage reminders or visual observation of wear markers. However, these fixed reminder methods or methods based on user experience cannot reflect the actual degree of wear and tear, resulting in low accuracy in tire wear monitoring.

[0028] To at least partially solve the aforementioned technical problems, this embodiment acquires the riding data recorded during a specified time period of riding the scooter to determine at least one driving road condition experienced during the riding during the specified time period and its corresponding mileage. Combined with real-time load values, it realizes tire wear monitoring of the scooter based on the actual pressure applied to the tires, the differentiated wear intensity caused by different road conditions, and the actual distance traveled under each driving road condition. This solves the technical problem of low tire wear monitoring accuracy in related technologies and achieves improved tire wear monitoring accuracy.

[0029] It should be noted that this embodiment applies to lightweight electric two-wheeled scooters, especially portable, foldable, seatless, dual-wheel drive or single-wheel drive electric scooters commonly used in urban commuting scenarios. These types of vehicles are characterized by lightweight bodies (e.g., 10 to 15 kg), high user weight percentage (often over 70% of the total vehicle weight), frequent riding (1 to 3 times per day), complex road conditions (mixed flat surfaces, slopes, potholes), and a lack of professional maintenance mechanisms.

[0030] The specified time period refers to the continuous travel time of the scooter from start to stop during a complete ride, or the sampling period divided by a fixed window preset by the system (driving time window (e.g., every 5 minutes), driving mileage window (e.g., every 10 kilometers)), or an independent data collection interval automatically determined based on changes in the scooter's state (e.g., speed below a preset threshold for more than 3 seconds, motor current returning to zero, or the user actively ending the ride). The specified time period is used to aggregate and analyze the segmented driving mileage and corresponding load status of each driving road condition within the interval, ensuring that the calculation of tire wear value is based on continuous, complete, and traceable riding behavior data, thereby supporting dynamic and accurate wear assessment.

[0031] Specified riding data refers to the riding data collected by the scooter within a specified time period. This data, automatically collected, processed, and structured by the main control system, is a composite information of riding conditions and mileage that characterizes the impact of the entire riding process on tire wear during the specified time period. Specifically, specified riding data can include real-time data from the sensors in the scooter during riding, and can also include fused data obtained after processing the real-time data from the sensors in the scooter during riding. For example, this ride may include several riding surface conditions, and the riding mileage under each riding surface condition.

[0032] Optionally, during each ride, once the scooter is powered on, driving data can be continuously collected using the scooter's built-in sensors.

[0033] By specifying driving data, it is possible to determine at least one driving surface condition and the driving mileage for each driving surface condition in at least one instance of the scooter's operation within a specified time period. Specifically, assuming that the driving surface conditions corresponding to the ride within the specified time period include three types, namely A, B, and C, the corresponding driving mileages are a, b, and c. An example diagram of a single ride can be shown as follows. Figure 3 As shown, of course, during a specified period of riding, there may be a situation where the road conditions are not continuous, for example, such as... Figure 4 As shown, driving road condition A corresponds to driving mileages a1 and a2.

[0034] The total mileage corresponding to a specified time period can be the sum of the mileage driven under each driving road condition in at least one driving road condition. Driving road conditions can refer to a complex operating state composed of driving behavior characteristics (such as sudden braking and sharp turns) and road surface physical characteristics (such as slope and vibration). Its essence is a representation of tire force patterns, not a single-dimensional judgment.

[0035] Optionally, a controller can be installed in the scooter to determine the current road conditions of the scooter in real time during riding. Specifically, the road conditions of the scooter can be identified by multiple preset thresholds. These preset thresholds can be determined based on empirical values, or they can be obtained through actual vehicle experiments on the scooter.

[0036] It should be noted that the specified load value can refer to the total weight carried by the scooter while riding, which can include the load of the rider and personal belongings (such as backpacks or shopping bags).

[0037] Optionally, the specified load value can be obtained by inputting it into the scooter's app by the rider. Specifically, the rider can input their own weight information into the scooter's app. The rider's mobile terminal and the scooter can communicate. During the scooter ride, the scooter can determine the specified load value based on the rider's weight information indicated by the app on the mobile terminal. Alternatively, the specified load value can be determined by real-time pressure information collected by the pressure sensor array integrated into the scooter's pedals. Of course, in the absence of pressure sensors, the specified load value can also be calculated based on the riding conditions.

[0038] It should be noted that the specified tire wear value can be understood as the tire wear value caused by riding the scooter within a specified time period. After riding within the specified time period, specified driving data can be obtained to determine at least one driving surface condition and the driving distance under each driving surface condition during the ride within the specified time period. Based on the specified load value, at least one driving surface condition, and the driving distance under each driving surface condition, the specified tire wear value can be determined.

[0039] Optionally, the specified tire wear value can be positively correlated with the specified load value. That is, under the same driving road conditions and the same driving mileage under the same driving road conditions, the larger the specified load value, the larger the specified tire wear value of the corresponding scooter. Of course, the specified tire wear value can be related to the load ratio (such as that determined based on the specified load value and the load of the scooter (i.e., the weight of the scooter)).

[0040] Optionally, the specified tire wear value can be positively correlated with the driving mileage under each driving road condition. That is, under the same driving road conditions and the same specified load value, the greater the driving mileage, the greater the corresponding specified tire wear value.

[0041] Optionally, the specified load value, each driving surface condition, and the driving mileage under each driving surface condition can be input into a preset tire wear determination function to obtain the tire wear value for a specified time period, i.e., the specified tire wear value. The preset tire wear determination function can be tested through relevant bench tests of the scooter.

[0042] Optionally, after the specified tire wear value is determined, it can be determined whether to issue an alarm reminder based on the historically recorded cumulative tire wear value and the specified tire wear value, so as to remind the driver to perform tire maintenance.

[0043] The embodiments provided in this application acquire specified driving data, which is the driving data of a scooter during a specified time period. The specified driving data is used to indicate the driving mileage of the scooter under each of at least one driving road condition during the specified time period. Based on a specified load value, at least one driving road condition, and the driving mileage under each driving road condition, a specified tire wear value of the scooter is determined. The specified tire wear value is the tire wear value during the specified time period. The specified load value includes the load value of the driving object. By acquiring the driving data recorded during the riding of the scooter during the specified time period, at least one driving road condition experienced during the riding during the specified time period and its corresponding driving mileage are determined. Combined with the real-time load value, tire wear monitoring of the scooter is realized based on the actual pressure applied to the tires, the differentiated wear intensity caused by different road conditions, and the actual distance traveled under each driving road condition. This solves the technical problem of low tire wear monitoring accuracy in related technologies and improves the monitoring accuracy of tire wear.

[0044] In one exemplary embodiment, the driving surface condition of the scooter includes the driving condition of the scooter and the driving surface condition of the scooter. The driving surface condition of the scooter is determined based on road surface detection data and driving data collected when the scooter is in motion. Based on a specified load value, at least one driving surface condition, and the driving mileage under each driving surface condition, it includes:

[0045] The tire wear coefficient for each driving surface condition is determined, wherein the tire wear coefficient is determined based on the condition wear coefficient indicated by the driving surface condition of the scooter and the road condition wear coefficient indicated by the driving surface condition of the scooter. The average tire wear coefficient is determined by dividing the weighted sum of the tire wear coefficient for each driving surface condition and the driving mileage under each driving surface condition by a specified driving mileage, wherein the specified driving mileage is the sum of the driving mileage under each driving surface condition. A specified tire wear value is determined based on a specified load value, a specified driving mileage, and an average tire wear coefficient, wherein the specified tire wear value is positively correlated with the average tire wear coefficient.

[0046] It should be noted that when the scooter is in motion, the built-in sensors can acquire road surface detection data and driving data. Road surface detection data refers to the road surface attribute data (a kind of physical attribute) that reflects the scooter's movement. Road surface detection data may include, but is not limited to, road slope, which is used to characterize the structural features of the road (such as whether it is smooth or bumpy).

[0047] Driving data refers to attribute data that reflects vehicle operation behavior, which may include vehicle roll angle (IMU lateral attitude) and motor torque change (electronic control system current back-propagation), used to characterize the behavioral characteristics of riding actions (such as whether there is a sharp turn or a sudden stop).

[0048] Each driving road condition corresponds to a tire wear coefficient, which can be obtained through laboratory bench tests and / or real-vehicle road tests. Specifically, in the laboratory, different inclines, vibration frequencies, and braking forces can be simulated to measure tire deformation, surface temperature rise, and wear volume, thereby determining the tire wear coefficient corresponding to each driving road condition. Alternatively, thousands of sets of riding data can be collected in real urban road networks and combined with tire replacement records to regress the relative wear weight corresponding to each driving road condition, i.e., the tire wear coefficient.

[0049] Optionally, the tire wear coefficient for each driving road surface condition can be obtained by separately determining the wear coefficients for the driving behavior characteristics and road surface physical characteristics indicated for each driving road surface condition. Specifically, the tire wear coefficient can be determined based on the condition wear coefficient indicated by the driving condition of the scooter and the road condition wear coefficient indicated by the driving road condition of the scooter.

[0050] It should be noted that during a specified riding period, including at least one road surface condition, the distance the scooter continuously travels under each road surface condition is the riding mileage, which can be measured in meters (m) or kilometers (km). The specified riding mileage can be the sum of the riding mileage under each road surface condition during the specified riding period. The average tire wear coefficient can be a comprehensive index calculated by weighting the tire wear coefficients corresponding to all road surface conditions under the specified riding period according to their corresponding riding mileage; it can also be called the weighted average wear intensity. The average tire wear coefficient can be used to reflect the overall pressure situation of riding under the specified riding period, to reflect the actual riding patterns, such as the greater impact of long-distance bumps than short-term sudden braking.

[0051] Optionally, the specified tire wear value can be determined based on a specified load value, a specified mileage, and an average tire wear coefficient. The specified tire wear value and the specified mileage can be positively correlated; that is, under the same specified load value and the same average tire wear coefficient, the larger the specified mileage, the larger the corresponding specified tire wear value. The specified tire wear value can also be positively correlated with the average tire wear coefficient; that is, under the same specified load value and the same specified mileage, the larger the average tire wear coefficient, the larger the corresponding specified tire wear value.

[0052] In this embodiment, by weighting and summing the wear coefficients corresponding to the mileage under each driving road condition and normalizing them, an average tire wear coefficient that reflects the actual riding distribution is obtained. This avoids the deviation caused by simply dividing the wear by time or number of times, making the tire wear calculation closer to the actual usage distribution, thereby improving the accuracy of tire wear value calculation.

[0053] In one exemplary embodiment, determining the tire wear coefficient corresponding to each driving road condition includes: determining the tire wear coefficient corresponding to the driving road condition of the scooter based on the condition wear coefficient indicated by the driving condition of the scooter, the road condition wear coefficient indicated by the driving road condition of the scooter, and a preset tire wear coefficient function.

[0054] It should be noted that the operating condition wear factor refers to the weight of additional tire wear caused by riding behavior (such as sudden braking and sharp turning). Each driving condition corresponds to a specific operating condition wear factor; for example, the operating condition wear factor for the first driving condition is the first operating condition wear factor, and the operating condition wear factor for the second driving condition is the second operating condition wear factor. The road condition wear factor refers to the weight of tire mechanical load and fatigue wear caused by road conditions (such as bumps and uphill sections), such as 1.0 for flat surfaces, 1.4 for uphill sections, and 2.0 for bumpy surfaces, reflecting the impact and rolling resistance of the external environment on the tire.

[0055] Each driving road condition can include a driving condition and a driving road condition. Correspondingly, the tire wear coefficient indicated by each driving road condition can be obtained by combining the two, such as by multiplying the two. This coefficient is used to represent the overall wear intensity of the tire per unit mileage when performing a certain driving condition under a certain driving road condition. For example, when the driving road condition includes bumps (e.g., the corresponding road condition wear coefficient is 2.0) and sudden braking (e.g., the corresponding working condition wear coefficient is 1.6), the tire wear coefficient for the corresponding driving road condition is 3.2.

[0056] The preset tire wear coefficient function can be a mathematical expression or lookup mapping rule pre-stored in the scooter's main control board or supporting system. It is used to nonlinearly weight and fuse the wear coefficients corresponding to driving conditions and road conditions, outputting a comprehensive tire wear coefficient for each driving road condition. This function can be in the form of a product, weighted sum, or lookup table interpolation model. Its parameters are calibrated based on real vehicle experimental data to ensure that the output comprehensive wear coefficient truly reflects the tire wear rate under different combinations of driving conditions.

[0057] Specifically, the calculation process for the tire wear coefficient corresponding to each driving road condition can be shown in the following formula (1):

[0058] (1)

[0059] in, This is the tire wear coefficient. This is the road condition loss coefficient. This is the operating condition loss coefficient.

[0060] This embodiment combines the road condition loss coefficient with the driving condition loss coefficient, enabling the total tire loss coefficient to simultaneously characterize the combined effect of environmental factors and driving behavior, more realistically reflecting the actual causes of wear, and thus more accurately assessing the tire's wear value.

[0061] In one exemplary embodiment, in order to more accurately identify the tire wear of the scooter, the driving conditions and road conditions of the scooter can be identified separately when the scooter is in motion.

[0062] Correspondingly, in this embodiment, the road surface detection data includes the road slope on which the scooter travels, and the driving data includes the scooter's body vibration amplitude, body roll angle, and motor torque. The method further includes: determining the scooter's driving condition as a first driving condition in response to a road slope less than a first slope threshold and a body vibration amplitude less than a first amplitude threshold; determining the scooter's driving condition as a second driving condition in response to a road slope greater than or equal to the first slope threshold and a body vibration amplitude less than the first amplitude threshold; and determining the scooter's driving condition as a second driving condition in response to a body vibration amplitude greater than or equal to the first amplitude threshold. The scooter's driving road condition is determined to be the third driving road condition, wherein the first road condition loss coefficient corresponding to the first driving road condition is less than the second road condition loss coefficient corresponding to the second driving road condition, and the second road condition loss coefficient is less than the third road condition loss coefficient corresponding to the third driving road condition; in response to the scooter's body tilt angle being greater than a first tilt angle threshold, the scooter is determined to be in the first driving condition; in response to the scooter's motor torque change value being greater than a first change threshold over a preset time, the scooter is determined to be in the second driving condition, wherein the first driving condition loss coefficient corresponding to the first driving condition is less than the second driving condition loss coefficient corresponding to the second driving condition.

[0063] It should be noted that the scooter may be equipped with multiple detection components, which may include, but are not limited to, slope detection components, vibration detection components, and tilt angle detection components. The slope detection component is used to detect the slope of the road surface on which the scooter travels; the vibration detection component is used to detect the amplitude of vibration of the scooter body when it is traveling; and the tilt angle detection component is used to detect the tilt angle of the scooter body when it is traveling.

[0064] Specifically, the slope detection component may include an IMU accelerometer and a gyroscope. The data detected by the IMU accelerometer and the gyroscope are fused and calculated to obtain the vehicle body tilt angle, thereby determining the road slope.

[0065] Vibration detection components may include an IMU accelerometer, which can quantify the vertical axis acceleration using the root mean square (RMS) value to obtain the scooter's body vibration amplitude, reflecting road surface unevenness. Motor torque can be calculated from the phase current collected by the electronic control system through calibration, reflecting acceleration or braking intensity.

[0066] Optionally, driving conditions can refer to environmental attributes determined by road structure. In this embodiment, driving conditions can be divided into three categories: first driving condition, second driving condition, and third driving condition. First driving condition refers to the scooter being driven on a flat road surface, characterized by a small slope and low vibration; second driving condition refers to the scooter being driven on an uphill road surface, characterized by a significant slope but a smooth surface; third driving condition refers to the scooter being driven on a bumpy road surface, characterized by severe vibration, representing potholes, gravel, and other rough road conditions.

[0067] Optionally, a driving condition can refer to a driving action led by the user (i.e., the driving object). In this embodiment, driving conditions can be divided into three categories, such as a first driving condition, a second driving condition, and a third driving condition. The first driving condition can refer to a driving condition in which the driving object performs a sharp turn, characterized by a sudden increase in the roll angle, used to reflect steering control. The second driving condition can refer to a driving condition in which the driving object performs a sudden brake, characterized by a sudden drop in torque within a short period of time, used to reflect emergency braking. The third driving condition can be any driving condition other than the first and second driving conditions.

[0068] It should be noted that the wear coefficient refers to the wear weight per unit mileage assigned to each type of driving condition and each type of road condition. It can be calibrated through laboratory bench testing and regression testing of real vehicle data. Specifically, the wear coefficient for the first road condition is less than that for the second road condition, and the wear coefficient for the second road condition is less than that for the third road condition. Similarly, the wear coefficient for the first driving condition is less than that for the second driving condition, and the wear coefficient for the third driving condition is less than that for the first driving condition.

[0069] Optionally, upon detecting that the scooter has entered a driving state (e.g., after detecting that the scooter is powered on), sensor data detected by the built-in sensors can be collected according to a preset sampling period. This sensor data can then be used to identify driving road conditions and driving conditions. To achieve driving road condition identification, multiple thresholds can be set, such as a first slope threshold and a first amplitude threshold. The first slope threshold is the dividing point for distinguishing between flat (corresponding to the first driving road condition) and slightly uphill conditions (corresponding to the second driving road condition). The first amplitude threshold is the dividing point for the body vibration amplitude for distinguishing between flat and bumpy conditions, reflecting the impact intensity of road surface unevenness on the tires.

[0070] The first slope threshold and the first amplitude threshold can be determined experimentally. Specifically, a large amount of cycling data (speed, slope, vibration, tire wear) can be collected in real-world scenarios, combined with ground type labels (such as asphalt road, gravel road, gentle slope), and machine learning or statistical regression methods can be used to automatically optimize the thresholds to maximize classification accuracy. Experiments have shown that the first slope threshold can be 15°, and the first amplitude threshold can be 0.5g.

[0071] Similarly, in order to identify driving conditions, multiple thresholds can be set, such as a first tilt angle threshold and a first change threshold. The first tilt angle threshold can be the critical value of the vehicle roll angle (measured by the IMU) to determine the sharp turning condition (corresponding to the first driving condition). When the vehicle roll angle is detected to be greater than the first tilt angle threshold, it indicates that the tire is subjected to a significant lateral load, but not a continuous impact, and the wear is moderate. The first change threshold can refer to the maximum increment threshold of the motor torque within a preset time period, which can be used to determine the emergency braking condition (corresponding to the second driving condition).

[0072] The first tilt angle threshold and the first variation threshold can be determined experimentally. Specifically, a large amount of cycling data (such as sharp turns (intersections, roundabouts), sudden braking (red lights, obstacle avoidance), normal driving, etc.) is collected from real-world scenarios. This data is then combined with machine learning or statistical regression methods to automatically optimize the thresholds, maximizing classification accuracy. Experiments have shown that the first tilt angle threshold can be 15°, and the first variation threshold can be 30% of the relative baseline value.

[0073] Optionally, after determining the driving road conditions and driving working conditions, the driving road conditions and driving working conditions can be combined to obtain the driving road surface working conditions, and the tire wear coefficient corresponding to the driving road surface working conditions can be determined based on the working condition loss coefficient corresponding to the driving working conditions and the road condition loss coefficient corresponding to the driving road conditions.

[0074] This embodiment achieves dual recognition of driving road conditions and driving conditions by integrating road surface detection data (slope, vibration amplitude) and driving data (tilt angle, motor torque), significantly improving the accuracy of tire wear assessment.

[0075] In one exemplary embodiment, determining a specified tire wear value based on a specified load value, a specified driving mileage, and an average tire wear coefficient includes:

[0076] The specified tire wear value is determined based on the driving mileage ratio, the specified load value, and the average tire wear coefficient. The driving mileage ratio is the ratio of the specified driving mileage to the preset cumulative driving mileage, and the driving mileage ratio is positively correlated with the specified tire wear value.

[0077] It should be noted that the mileage ratio refers to the ratio of a specified driving distance over a given time period to the tire's preset cumulative driving distance. This ratio quantifies the proportion of tire wear during the entire tire's lifespan, representing a relative consumption ratio. Generally, the mileage ratio is very small, but it represents the relative consumption proportion of tire wear during a specified time period, preventing the absolute mileage from being too low to be a warning sign in the early stages of riding.

[0078] The preset cumulative mileage can be understood as the tire's design life, referring to the cumulative mileage a tire can travel from brand new to reaching replacement standards (such as worn treads or structural aging) under standard operating conditions (e.g., flat hard surfaces, standard load, constant speed riding), measured in kilometers. It can be determined based on the tire specifications used on the scooter and the manufacturer's technical parameters. Of course, the manufacturer's stated design life can also be adjusted to take into account the actual usage scenarios of the scooter, thus obtaining the preset cumulative mileage for the specific scooter.

[0079] Optionally, the specified load value can be positively correlated with the specified tire wear value. This positive correlation can manifest as follows: the specified load value participating in wear calculation as a multiplier factor, participating in linear superposition with positive weight, participating in power function operations with a positive exponent, having a positive slope in a piecewise function, or achieving a non-linear mapping where the wear weight increases with increasing load through a preset mapping table. All forms ensure that tire wear assessment increases accordingly with the user's weight, thereby achieving accurate response to high-load usage scenarios.

[0080] This embodiment uses a driving mileage ratio and a specified load value to make the tire wear value respond synchronously to the load changes and cumulative usage of the user, accurately reflecting the actual laws of accelerated wear under heavy loads and cumulative wear over long mileage. This avoids the deviation caused by ignoring the load effect due to estimation based solely on mileage, and improves the accuracy of tire wear value calculation.

[0081] In one exemplary embodiment, determining a specified tire wear value based on a driving mileage ratio, a specified load value, and an average tire wear coefficient includes:

[0082] The specified tire wear value is determined by multiplying the product of the driving wear value and the load wear coefficient indicated by the specified load value by the preset base wear coefficient. The driving wear value is the product of the driving mileage ratio and the average tire wear coefficient.

[0083] It should be noted that a specified load value can indicate a load loss coefficient, where the load loss coefficient (K_M) can refer to a non-linear weighting factor that is positively correlated with the specified load value (including the weight of the driver), used to characterize the amplification effect of load on tire wear. For example, with a specified load value of 50kg, the corresponding load loss coefficient can be 1. With a specified load value of 60kg, the corresponding load loss coefficient can be 1.5. Specifically, a load threshold can be set. For example, when the specified load value is greater than a preset load threshold (such as 50kg), the load loss coefficient is calculated; when the specified load value is less than or equal to the preset load threshold, the load loss coefficient is the default value, such as 1. Specifically, in bench tests, based on the measured tire pressure and frictional heat data, it can be found that the greater the load, the faster the wear per unit mileage. It should be noted that the load loss coefficient in this embodiment can be adapted to multi-user scenarios of shared scooters.

[0084] Optionally, the correspondence between different specified load values ​​and load loss coefficients can be obtained in advance through bench tests. In order to shorten the determination time of load loss coefficients, the load loss coefficients corresponding to each load range under multiple load ranges can be determined based on the correspondence between different specified load values ​​and load loss coefficients. Of course, in order to achieve a more accurate determination of load loss coefficients, the correspondence between different specified load values ​​and load loss coefficients can be mapped to the control components in the scooter through algorithm processing, so that the control components in the scooter can directly calculate the load loss coefficient corresponding to the specified load value based on the correspondence between different load values ​​and load loss coefficients.

[0085] Optionally, the driving wear value can refer to the relative wear caused by the combined effects of driving behavior and road conditions, and can be determined by multiplying the driving mileage ratio by the average tire wear coefficient. The driving wear value can be used to reflect the relative wear intensity of riding over a specified period of time during the tire's life.

[0086] Alternatively, the calculation process for the specified tire wear value of the scooter can be as shown in the following formula (2):

[0087] (2)

[0088] in, To specify tire wear values, This is the average tire wear coefficient; This is the load loss coefficient; To preset the cumulative driving mileage, To specify the driving mileage.

[0089] Optionally, after determining the specified tire wear value, it can be accumulated to the historical total wear value to form a cumulative wear curve over the entire life cycle.

[0090] Driving wear value refers to the relative wear caused by the combined effects of driving behavior and road conditions. It can be determined by multiplying the ratio of driving mileage to the average tire wear coefficient. Driving wear value can be used to reflect the relative intensity of wear during riding over a specified period of time within the tire's lifespan.

[0091] The preset basic wear coefficient refers to the inherent wear constant determined by the tire material, structure, and specifications, such as 0.00002, representing the basic wear baseline under unit load, unit mileage, and unit operating conditions. In practice, scooters can use different tires, so the preset basic wear coefficients corresponding to different tires should also be different. The preset basic wear coefficient solidifies the intrinsic properties of the tire, and in this embodiment, it can support plug-and-play use of different tire models.

[0092] Alternatively, the calculation process for the specified tire wear value of the scooter can also be as shown in the following formula (3):

[0093] (3)

[0094] in, This is the preset basic loss coefficient.

[0095] This embodiment uses driving wear value to comprehensively reflect driving mileage and road wear intensity. By multiplying it by the load wear coefficient, heavy-duty users can obtain a higher wear value for the same mileage, making the calculated tire wear value more realistic. Furthermore, by setting a basic wear coefficient, different tire models can be flexibly replaced, improving the system's flexibility.

[0096] In one exemplary embodiment, determining a specified tire wear value based on a specified load value, a specified driving mileage, and an average tire wear coefficient includes:

[0097] Determine the tire wear function corresponding to a specified load ratio, where the specified load ratio is the ratio of a specified load value to the scooter.

[0098] The specified tire wear value is determined based on the specified load ratio, specified tire wear function, driving mileage ratio and average tire wear coefficient, wherein the driving mileage ratio is the ratio of the specified driving mileage to the preset cumulative driving mileage.

[0099] It should be noted that the specified load ratio refers to the ratio of the specified load value to the curb weight (self-weight) of the scooter. It is used to eliminate the interference of different models' self-weight differences on wear assessment and to achieve a normalized expression of the load effect.

[0100] Determining the specified tire wear function corresponding to a given load ratio involves dividing the ratio of the specified load value to the scooter's weight (i.e., the specified load ratio) into several discrete intervals (e.g., 1 to 2, 2 to 4, 4 to 6). Each load ratio interval corresponds to a preset tire wear function, which is a combination mapping rule of load weight, operating conditions, and mileage. The form can be a linear product, a constant coefficient, or a simple formula, but the core is that the contribution of the load to wear is independently defined within each interval. For example, when the load ratio is in the 2.0–4.0 interval, the corresponding function is: Wear Weight = 1.2 × (Road Condition Coefficient); while in the 4.0–6.0 interval, the function is: Wear Weight = 1.8 × (Road Condition Coefficient). That is, different load intensities correspond to different wear amplification factors, rather than a uniform formula. The main control board automatically matches the corresponding interval based on the real-time calculated load ratio and calls its corresponding preset function.

[0101] Optionally, determining a specified tire wear value based on a specified tire wear function, a mileage ratio, and an average tire wear coefficient involves selecting a corresponding interval function, then calculating the load weight output by that function in conjunction with the mileage ratio and the average tire wear coefficient to obtain the tire wear increment for this ride. For example, with a load ratio of 3.5 (belonging to the 2.0–4.0 range), calling the function yields a load weight of 1.2. Multiplying this by the mileage ratio of 0.002 and the road condition coefficient of 1.3 results in a wear value of 0.00312, meaning the tire wear for this ride is 0.312% of its lifespan. This value is accumulated into the total wear value, enabling dynamic updates.

[0102] This embodiment uses load ratio to achieve refined modeling of different user load intensities, enabling timely triggering of replacement reminders. Specifying a load ratio does not rely on global parameter calibration, is more adaptable to multiple vehicle platforms, and gives tire wear monitoring scenario-adaptive capabilities.

[0103] In one exemplary embodiment, the method further includes: correcting a specified tire wear value using at least one of the following correction rules: correcting the specified tire wear value based on a tire pressure wear coefficient corresponding to the tire pressure data of the scooter; in response to the presence of tire repair on the scooter, determining a correction coefficient corresponding to a repair type from a preset repair coefficient table based on the repair type indicated by the repair status, and correcting the specified tire wear value based on the correction coefficient, wherein the preset repair coefficient table records a set of preset repair types and a preset correction coefficient corresponding to each preset repair type in the set of preset repair types.

[0104] It should be noted that tire pressure data can be used to reflect whether the tires are properly inflated. This tire pressure data can be detected by sensors built into the scooter, such as miniature tire pressure sensors (e.g., piezoresistive or capacitive types), which are placed inside the scooter's wheel hub. Alternatively, if the scooter does not have built-in sensors, tire pressure can be indirectly determined by observing the motor current.

[0105] The tire pressure loss coefficient (TPCC) is a weighting factor for the additional wear caused when tire pressure deviates from the optimal operating range. It is positively correlated with the tire wear value, and the TPCC is determined based on a tire mechanical model. Specifically, in the normal tire pressure range (e.g., 220–260 kPa), the corresponding TPCC is K_p = 1.0 (baseline). When the tire pressure is too low (<200 kPa), the contact area increases, and the sidewall bending intensifies, resulting in a K_p = 1.5. In cases of severe pressure leakage (<180 kPa), the tire is at extremely high risk, resulting in a K_p = 2.0, which can trigger an emergency warning.

[0106] Optionally, the tire pressure loss coefficient can be calibrated through tire bench fatigue testing and wear morphology analysis to reflect the nonlinear effect of tire pressure on rolling resistance, temperature accumulation, and local stress.

[0107] Optionally, after determining the tire pressure loss coefficient corresponding to the scooter's tire pressure data, the specified tire wear value is corrected based on the tire pressure loss coefficient. Specifically, the original tire wear value can be multiplied by the tire pressure loss coefficient to achieve a comprehensive assessment of usage wear and abnormal air pressure loss.

[0108] It should be noted that repair type can refer to the specific treatment state of the tire after manual intervention, such as tire patching, tread grinding, tire pressure valve replacement, and partial repair. Each type represents an irreversible change in the tire's structure or material properties. The preset repair coefficient table refers to a pre-stored repair mapping table that records the calibration coefficients corresponding to each repair type, with values ​​ranging from 0.7 to 1.2, reflecting the impact of the repair on the tire's remaining life. For example, tire patching (internal patching) corresponds to a calibration coefficient K_r = 0.85 (local reinforcement, but reduced structural strength); tread grinding (removing old treads) corresponds to a calibration coefficient K_r = 0.9 (removal of the worn layer, shortened remaining life); tire pressure valve replacement corresponds to a calibration coefficient K_r = 1.0 (no impact on wear, only functional restoration); multiple repairs (e.g., 2 or more) correspond to a calibration coefficient K_r = 0.7 (severe structural damage, significantly reduced lifespan). The calibration coefficients can be used to multiply and correct tire wear values, achieving a comprehensive assessment of wear and repair.

[0109] Optionally, users can submit repair records via the app. A preset classification algorithm identifies the repair type indicated in the record, and based on the repair type, a corresponding calibration coefficient is determined to calibrate the tire wear value. In practice, if multiple repairs occur, one or more repair types can be identified based on these records, and calibration coefficients can be determined accordingly.

[0110] Specifically, the calibration process for a specified tire wear value based on the correction coefficient can be referred to as shown in the following formula (4):

[0111] (4)

[0112] in, This is the correction factor.

[0113] This embodiment uses the tire pressure loss coefficient corresponding to the scooter's tire pressure data to correct a specified tire wear value, achieving quantitative compensation for tire wear caused by abnormal tire pressure. Furthermore, by matching a preset calibration coefficient according to the repair type to dynamically correct a specified tire wear value, it achieves precise adaptation to non-new tire conditions, improving the accuracy and practicality of tire wear analysis in post-repair scenarios.

[0114] In an exemplary embodiment, the method further includes: determining the normalized current of the scooter's motor as the ratio of the motor current of the scooter to the load loss coefficient corresponding to a specified load value; and determining the tire pressure loss coefficient indicated by the tire pressure data of the scooter based on the normalized current of the scooter's motor and a preset motor current, wherein the normalized current of the motor is positively correlated with the tire pressure loss coefficient indicated by the tire pressure data of the scooter.

[0115] It should be noted that, in the absence of a tire pressure sensor in the scooter, tire pressure data can be indirectly determined by the motor current of the scooter. Specifically, the motor current of the scooter is collected, and the load loss coefficient corresponding to a specified load value is determined. The ratio of the scooter's motor current to the load loss coefficient corresponding to the specified load value is then used to determine the normalized current of the scooter's motor, thereby eliminating the influence of load and reflecting the standardized motor current that reflects the rolling resistance of the tire.

[0116] Specifically, the calculation process of the normalized current of the motor can be shown in the following formula (5):

[0117] (5)

[0118] in, This is the normalized current of the motor. This is the motor current. This is the load loss coefficient.

[0119] The preset motor current can refer to the reference motor current I_ref when the scooter is traveling at a constant speed (e.g., 15km / h) on a flat road under preset standard tire pressure (e.g., 240kPa) and preset standard load (e.g., 60kg). This value is calibrated in the laboratory and stored in the control components of the scooter.

[0120] Alternatively, when tire pressure cannot be directly detected, the tire pressure loss coefficient can be derived based on the relative deviation between the normalized current of the motor and the preset motor current.

[0121] Optionally, the normalized current of the motor is positively correlated with the tire pressure loss coefficient indicated by the tire pressure data of the scooter. That is, the higher the normalized current of the motor, the greater the tire deformation, and the greater the tire pressure loss coefficient.

[0122] Optionally, during riding, the current of the scooter's motor can be collected at a preset sampling frequency, and transient disturbances during startup can be removed by filtering. The corresponding load loss coefficient can be determined based on a specified load value. The normalized current of the motor can be calculated and compared with the preset motor current to determine the tire pressure loss coefficient. The tire wear value can then be corrected using the tire pressure loss coefficient.

[0123] This embodiment achieves the elimination of the need for an independent tire pressure sensor by reusing existing motor current and load data, reducing hardware costs and enabling compatibility with scooters without independent tire pressure sensors, greatly improving flexibility. Furthermore, through normalization processing, the influence of load differences can be eliminated, thereby improving the accuracy of tire wear value calculation.

[0124] In one exemplary embodiment, determining the tire pressure loss coefficient indicated by the tire pressure data of the scooter based on the normalized current of the scooter's motor and a preset motor current includes:

[0125] The result of dividing the difference between the normalized current of the scooter's motor and the preset motor current by the preset motor current is determined as the current ratio value.

[0126] The result of multiplying the current ratio by the preset air pressure coefficient and adding the result of the first preset coefficient is determined as the tire pressure loss coefficient indicated by the tire pressure data of the scooter.

[0127] It should be noted that the current ratio value refers to the relative deviation rate between the normalized motor current and the preset motor current. It quantifies the degree to which the motor current deviates from its normal state due to changes in tire rolling resistance, and is proportional to the tire deformation increment, making it a sensitive indicator of tire pressure drop. The preset tire pressure coefficient can refer to an empirically calibrated linear gain factor used to map the current deviation to the intensity of tire pressure loss. Its unit is the increment of the loss coefficient corresponding to each 1% increase in current, typically between 0.1 and 0.2, derived through regression testing in a laboratory bench (measuring current under different tire pressures). The first preset coefficient can refer to a baseline compensation term, usually set to 1.0, ensuring that when the current ratio value is 0 (i.e., the current is normal), the tire pressure loss coefficient K_p is 1.0, maintaining a baseline state and preventing false alarms.

[0128] Optionally, when the scooter is in motion, the motor current and a specified load value can be acquired, and based on the specified load value, the corresponding load loss coefficient can be determined. Based on the motor current and the load loss coefficient, the normalized current of the motor can be calculated. The preset motor current, preset air pressure coefficient, and first preset coefficient can be read. Based on the normalized current of the motor and the preset motor current, the calculated current ratio value can be determined. Based on the preset air pressure coefficient, the current ratio value, and the first preset coefficient, the tire pressure loss coefficient indicated by the tire pressure data of the scooter can be determined.

[0129] Optionally, a tire pressure loss coefficient corresponding to each driving road surface condition can be calculated. Based on the tire pressure loss coefficient corresponding to each driving road surface condition, the tire wear value under a specified time period can be corrected. The tire pressure loss coefficient corresponding to each driving road surface condition can be a statistical value of the real-time tire pressure loss coefficient calculated when driving under each driving road surface condition, such as the average, mode, etc. Alternatively, the average of the tire pressure loss coefficients corresponding to each driving road surface condition during riding under a specified time period can be calculated to determine a final tire pressure loss coefficient. Based on the final tire pressure loss coefficient, the specified tire wear value can be corrected.

[0130] Specifically, the calculation process of the tire pressure loss coefficient indicated by the tire pressure data of the scooter can be shown in the following formula (6):

[0131] (6)

[0132] in, To preset the motor current, The preset air pressure coefficient is 1, which is the first preset coefficient, and its value is based on experimental results. This is the tire pressure loss coefficient.

[0133] In this embodiment, the tire pressure loss coefficient is dynamically calculated by the relative deviation between the normalized motor current and the preset current, thereby realizing the quantitative mapping between abnormal tire pressure and changes in motor load. Without relying on a direct tire pressure sensor, it can accurately compensate for the additional wear caused by insufficient tire pressure in a low-cost manner.

[0134] In one exemplary embodiment, the method further includes: triggering an alarm in response to the normalized current of the scooter's motor being greater than a specified motor current, wherein the specified motor current is the sum of a preset motor current and a preset adjustment current.

[0135] It should be noted that the specified motor current can be the upper limit threshold of the current that triggers the emergency alarm, or it can be the sum of the preset motor current and the preset adjustment current. The preset adjustment current can refer to the safe capacity range of the motor current.

[0136] Optionally, if the normalized current of the scooter's motor is greater than a specified motor current, it can be determined that the tire is in a state of severe underinflation or at risk of a blowout, and an alarm reminder can be triggered, such as an APP pop-up, a flashing red light on the dashboard, a voice prompt, etc.

[0137] In this embodiment, an alarm is only triggered when the normalized current rises abnormally and exceeds the safety margin. This effectively filters out normal peak values ​​such as short-term acceleration and hill climbing, avoiding false alarms. Furthermore, the alarm reminder can proactively intervene before risks accumulate, thereby reducing the occurrence of tire blowout accidents and improving driving safety.

[0138] In one exemplary embodiment, the method further includes: generating a first reminder message and a first control message in response to the cumulative tire wear value being greater than or equal to a first preset wear value and less than a second preset wear value, and feeding back the first reminder message to a display interface, wherein the cumulative tire wear value is the sum of a specified tire wear value and a historical tire wear value; generating a second reminder message and a second control message in response to the cumulative tire wear value being greater than or equal to the second preset wear value, and feeding back the second reminder message to the display interface; wherein the first reminder message is used to indicate that the scooter's tires need maintenance, and the display interface is the interface of the scooter's display screen or a mobile device connected to the scooter. The interface of the mobile terminal includes a second reminder message indicating that the scooter's tires need to be replaced; a first control message indicating that the scooter's maximum speed is a first speed; a second control message indicating that the scooter's maximum speed is a second speed; and / or, indicating that when the slope of the road surface the scooter is traveling on is greater than a second slope threshold, the motor output torque of the scooter should be reduced according to a specified output torque, wherein the specified output torque is determined based on the difference between the slope of the road surface the scooter is traveling on and the second slope threshold; a first preset loss value is the product of a second preset loss value and a second preset coefficient, wherein the second preset coefficient is less than 1 and less than the first preset coefficient.

[0139] It should be noted that, given a specified tire wear value, a cumulative tire wear value can be determined based on this specified tire wear value and historical tire wear values. This cumulative wear value is the sum of the newly added wear value during the current ride (S_current) and the historical cumulative wear value (S_history), reflecting the total wear level throughout the tire's lifespan. To achieve dynamic detection of tire wear throughout its entire lifespan, two preset wear values ​​can be set: a first preset wear value and a second preset wear value. The first preset wear value can be a light wear warning threshold, which can be the product of the second preset wear value and a second preset coefficient. The second preset coefficient can be determined based on the tire model, typically between 0.7 and 0.9. The second preset wear value can be a replacement threshold, with a value between 0.8 and 1.0 (e.g., 0.8), representing that the tire has reached 80% of its design life.

[0140] Optionally, in response to the cumulative tire wear value being greater than or equal to a first preset wear value and less than a second preset wear value, a first reminder message and a first control message are generated. The first reminder message is used to indicate that maintenance is required, guiding the user to check tire pressure, cracks, and wear indicators in a timely manner. The first control message is used to indicate that the maximum speed of the scooter is a first speed, that is, to reduce the maximum permissible speed of the scooter.

[0141] Optionally, in response to the cumulative tire wear value being greater than or equal to a second preset wear value, a second reminder message and a second control message are generated, and the second reminder message is fed back to the display interface. The second reminder message can also indicate that the tires have reached the replacement standard, sending an emergency tire replacement reminder, and prompting the user to replace the tires immediately through APP graphics and dashboard text. The second control message is used to indicate that the scooter's maximum speed is a second speed, and / or to indicate that when the slope of the road surface the scooter is traveling on is greater than a second slope threshold, the scooter's motor output torque is reduced according to a specified output torque, i.e., the second control message is used to indicate a speed limit to a lower second speed (e.g., 5 km / h); and / or, when the slope is greater than the second slope threshold, the motor torque is dynamically reduced according to the slope difference to prevent the tires from slipping or overheating under high load and steep slopes.

[0142] Optionally, the cumulative tire wear value can be stored locally on the scooter, or recorded on the driver's terminal device (the device that communicates with the scooter), or it can be synchronized in the cloud to achieve sharing across multiple devices.

[0143] This embodiment uses tiered warnings to precisely guide users to perform maintenance in stages, extending the safe service life of tires. Furthermore, tiered control enhances the safety of scooter riding.

[0144] In an exemplary embodiment, the driving road conditions of the scooter include the driving road conditions of the scooter; the method further includes: determining whether the scooter is in a specified driving state; in response to the scooter being in a specified driving state, acquiring the average motor current of the scooter during a target time period, a current load model corresponding to the driving road conditions of the scooter, and a calibration current corresponding to the driving road conditions of the scooter, wherein the current load model corresponding to the driving road conditions of the scooter is used to output a load value corresponding to the input load current difference based on a preset current load table corresponding to the driving road conditions of the scooter, and the preset current load table corresponding to the driving road conditions of the scooter is used to indicate the load value corresponding to each preset motor current difference among a set of preset motor current differences of the scooter corresponding to the driving road conditions of the scooter when the scooter is in the specified driving state; determining the difference between the calibration current corresponding to the driving road conditions of the scooter and the average motor current of the scooter as the motor current difference; inputting the motor current difference to the current load model corresponding to the driving road conditions of the scooter, and outputting the specified load value corresponding to the motor current difference.

[0145] It should be noted that the specified driving state can refer to a relatively stable driving condition, and its duration should be greater than the preset duration to ensure that the motor current is dominated by the load and that interference is minimized. For example, the specified driving state can refer to a stable condition in which the scooter travels at a constant speed in a straight line (speed fluctuation less than or equal to 1 km / h) without sudden acceleration / braking.

[0146] For each type of driving condition, a corresponding current load model and a calibrated current exist. The current load model can refer to a pre-defined nonlinear mapping function or lookup table for a given driving condition. The input is the difference between the measured average motor current and the calibrated current (i.e., current difference ΔI), and the output is the current load value (i.e., the specified load value). This model is built based on a pre-defined current load table, calibrated from laboratory or measured data, reflecting the load weights corresponding to different motor current differences under the same road conditions. The pre-defined current load table can record a set of discrete data pairs, such as the load value corresponding to each preset motor current difference in a set of preset motor current differences, which can be used for interpolation calculations of the load. The calibrated current refers to the reference current value calibrated by the system under standard load and specific driving conditions, such as a reference current value of 2.6A on a flat road and 3.8A on an uphill road. The motor current difference refers to the difference between the measured average current and the road condition calibrated current, reflecting the degree to which the actual load deviates from the standard value.

[0147] Specifically, when the system detects that the scooter is in a specified riding state (e.g., stable speed between 10 and 20 km / h, acceleration less than 0.1 m / s², and vibration amplitude below a threshold), it initiates the load estimation process. Specifically, first, it collects the motor current over a target time period (e.g., 30 consecutive seconds) and calculates its average value; second, based on the currently identified road conditions (e.g., a flat, hard road), it retrieves the corresponding calibration current and current load model; subsequently, it calculates the motor current difference and uses it as input, substituting it into the current load model for that road condition (this model is generated based on interpolation or linear fitting of a preset current load table), and outputs the current specified load value. This specified load value can be used to calculate the tire wear value (i.e., the specified tire wear value) caused by riding for the specified time period after completion, thus achieving dynamic load perception.

[0148] Optionally, the calibration current generation process corresponding to the driving road condition of the scooter can be as follows: In an unloaded state with no one standing, the scooter is controlled to travel at a constant speed in three types of road conditions: flat hard surface (corresponding to the first driving road condition), slightly uphill surface (corresponding to the second driving road condition), and bumpy surface (corresponding to the third driving road condition). The motor current data within the load stability range is collected, the instantaneous fluctuation value caused by road bumps is eliminated, and the average current value during the stable operation phase is retained as the reference for the motor no-load current under the road condition, that is, the calibration current corresponding to the driving road condition of the scooter, thereby eliminating the inherent influence of the road condition itself on the current.

[0149] Optionally, the process of generating the current load model corresponding to the driving road conditions of the scooter can be as follows: Under each type of road condition and constant speed condition, test subjects with different weights are allowed to step on the scooter pedals in a standard standing posture. The motor current in the stable range when the scooter is traveling at a constant speed is collected. The difference between this current and the corresponding no-load reference current is calculated to form multiple sets of current difference and weight data pairs. Based on the linear load characteristics of the scooter's low-power motor, a linear fitting method is used to construct the mathematical mapping relationship between the current difference and the user's weight under this condition. Finally, three independent current load models for road conditions are generated and stored on the main control board or APP backend to achieve accurate back-calculation of weight under different road conditions.

[0150] Optionally, in the absence of a pressure sensor in the scooter, the load value (specified load value) carried by the scooter can be automatically updated by continuously collecting stable operating condition data. Furthermore, if a pressure sensor is present but fails, the load value (specified load value) carried by the scooter determined by the motor current and road conditions can be used as the load source to ensure the continuous operation of the core functions.

[0151] The scooter includes at least one pressure sensor, and the method further includes: determining the load value (specified load value) carried by the scooter based on the at least one pressure sensor.

[0152] It should be noted that at least one pressure sensor (such as a flexible piezoelectric or resistive force sensor) can be embedded in the scooter to sense the vertical pressure distribution applied by the feet. The load value (specified load value) carried by the scooter can refer to the total weight equivalent mass applied to the scooter, which is calculated from the total pressure signal collected by the sensor through gravity conversion.

[0153] Optionally, if there is only one pressure sensor, it can be installed in the center of the scooter's footboard. If there are multiple pressure sensors, such as two, their distribution on the scooter's footboard can be front-to-back or left-to-right. The analog voltage signal from each sensor is acquired in real time. The main control board filters the signals (low-pass filtering to remove vibration interference) and performs linear calibration, converting the voltage value into a corresponding pressure value, thus obtaining the load value (specified load value) borne by the scooter. If there are four pressure sensors in the scooter, their distribution on the footboard can be front-to-back or left-to-right.

[0154] Optionally, in the event of a faulty pressure sensor, a current load model can be used to detect the load on the scooter to ensure the real-time monitoring of tire wear values. By directly detecting the load value (specified load value) carried by the scooter through the pressure sensor, high-precision, real-time acquisition of the user's weight is achieved, improving the accuracy and reliability of the scooter's load data.

[0155] Optionally, during the load detection of the scooter using the current load model, data support for energy consumption estimation and health assessment can also be provided by synchronously collecting motor voltage, remaining power data, and riding heart rate data transmitted by a heart rate detection unit (such as communicating with a wearable device that can detect heart rate).

[0156] Through this embodiment, based on real-time current data and road conditions, the load value (specified load value) carried by the scooter can be determined without the use of additional sensors, regardless of whether the scooter is in a specified driving state, thereby reducing the hardware cost of determining tire wear value.

[0157] In an exemplary embodiment, in order to more accurately determine the load value carried by the scooter, the motor current difference is corrected by taking into account the size information of the scooter. Correspondingly, the motor current difference is corrected based on the compensation coefficient indicated by the size of the scooter's pedals. The corrected motor current difference is input to the current load model corresponding to the driving road conditions where the scooter is located, and the specified load value corresponding to the motor current difference is output.

[0158] It should be noted that the size information of the scooter can include the size of the scooter's footboard. The size of the scooter's footboard refers to the effective contact area of ​​the scooter's footboard surface (unit: cm²). Different models or types of scooters have different sizes, such as the standard version being 35×12cm (420cm²) and the wide version being 40×14cm (560cm²).

[0159] Optionally, to address the interference of different pedal sizes on the motor current response and achieve accurate weight estimation across different scooter models, this embodiment employs an adaptive calibration and compensation mechanism. Specifically, firstly, under standardized test conditions (same road conditions, fixed tester weight, constant speed), scooters with mainstream pedal sizes (n=1,2,3…) are selected, and their motor currents under stable riding conditions are collected. Using the current of a standard pedal size (e.g., 60cm×20cm) as a benchmark, the ratio of the current for each size to the benchmark current is calculated and used as a specific compensation coefficient for that pedal size. This forms a pedal size and compensation coefficient mapping calibration library, which is stored in the control unit. Subsequently, when the scooter leaves the factory, the control unit automatically reads the corresponding compensation coefficient from the calibration library based on the actual pedal size it is fitted with and stores it. In actual use, the motor current difference can be determined first, and then multiplied by the pre-stored pedal size compensation coefficient to obtain the corrected current difference. Finally, this corrected value is input into a preset current load model to back-calculate a more accurate scooter load, i.e., the specified load value.

[0160] In this embodiment, by introducing a compensation coefficient based on the pedal size to correct the motor current difference, the interference of pedal size differences on load estimation is effectively eliminated, and the accuracy and consistency of load detection for different models of scooters under the same road conditions are improved.

[0161] In an exemplary embodiment, determining whether a scooter is in a designated driving state includes: in response to the following conditions within a preset duration: the scooter's speed is within a preset speed range, the change in the scooter's motor current is less than or equal to a first preset change value, and the change in the scooter's body vibration amplitude does not exceed or is less than or equal to a second preset change value, determining that the scooter is in a designated driving state, wherein the time period corresponding to the preset duration includes a target time period, or the end time of the time period corresponding to the preset duration is the start time of the target time period.

[0162] It should be noted that the specified driving state refers to the steady-state, uniform speed driving phase of the scooter without acceleration, braking, or severe bumps, which is a prerequisite for the effective operation of the current load model. The preset duration refers to the minimum effective time window for continuous monitoring (e.g., 5 seconds), ensuring the collected data has statistical significance and avoiding interference from instantaneous disturbances. The preset driving speed range refers to a preset uniform speed interval (e.g., 14 to 16 km / h), covering typical urban commuting speeds and excluding non-steady-state conditions such as idling, starting, and high-speed sprinting. The first preset change value refers to the maximum allowable fluctuation threshold of the motor current within the preset duration (e.g., ±0.1A), reflecting the stability of power output; an excessively large value indicates the presence of acceleration. The second preset change value refers to the maximum allowable fluctuation of the vehicle body vibration amplitude (collected by a gyroscope / accelerometer) within the preset duration (e.g., ≤0.2g), used to exclude interference from bumpy road surfaces.

[0163] Optionally, the target time period can refer to the actual sampling window used to calculate the average motor current, and its start time can be aligned with the end time of the preset duration to ensure that the judgment is sampled immediately, achieving seamless connection.

[0164] Optionally, the detection of whether the specified driving state is met can at least meet the following conditions: within a preset time period, the speed of the scooter is within a preset speed range, the change value of the motor current of the scooter is less than or equal to a first preset change value, and the change value of the vibration amplitude of the scooter body does not exceed or is less than or equal to a second preset change value.

[0165] If all the above conditions are met, the scooter is determined to be in a specified driving state, and a specified time period is determined based on the specified duration. If any conditions are not met, the timer is reset and the scooter waits for a stable window again. After a successful determination, the average motor current within the specified time period is immediately extracted to calculate the motor current difference. This difference is then input into the current load model to output the specified load value.

[0166] This embodiment accurately identifies the specified riding state through multi-dimensional state judgment (stable speed, small current fluctuation, low vibration amplitude), ensuring that the load calculation is based on a stable riding condition, effectively eliminating interference from acceleration, bumps and other factors, and improving the reliability and accuracy of load value estimation.

[0167] The method for monitoring tire wear of a scooter in this application embodiment will be explained below with reference to optional examples. In this optional example, such as Figure 5 As shown, in the scooter, the MCU, as the core control unit, can dynamically determine the current road conditions by collecting the body bump amplitude and climbing angle output by the gyroscope, combined with the driving speed and motor information obtained by the vehicle speed sensor, to determine the tire wear coefficient corresponding to the current road conditions. At the same time, it can determine a specified load value based on the pressure sensor or through the motor current and driving road conditions. Of course, the load value carried by the scooter (mainly the weight of the rider) can also be obtained by inputting through the APP. Based on the specified load value, tire wear coefficient, and driving mileage under each road condition, the current tire wear value is calculated and accumulated with historical data to form a cumulative wear value. After comparing this wear value with the preset first and second thresholds (such as 0.8×S_th and S_th), the corresponding reminder is triggered. For example, when the cumulative wear value reaches the first threshold, the MCU drives the screen or the accompanying APP to pop up a tire maintenance reminder, prompting you to check the tire pressure and surface condition; when it reaches the second threshold, an emergency notification to replace the tire is pushed.

[0168] Through the above example, by integrating multi-source sensor data via an MCU, various driving road conditions are accurately classified, and corresponding tire wear coefficients are dynamically matched. Simultaneously, by combining actual load measurements from pressure sensors, calculating user weight based on a motor current and weight calibration model, or allowing manual input via an app, high-precision load values ​​are obtained through multiple channels. Based on this, the cumulative tire wear value is calculated in real time, breaking through the traditional, crude mode of relying solely on fixed mileage reminders. Through two-level threshold triggering of graded warnings, maintenance prompts accurately reflect actual wear conditions, reducing safety hazards to some extent. Furthermore, the entire system reuses the scooter's existing sensors and computing power, requiring no additional hardware. This solves the core shortcomings of related technologies, such as delayed warnings, low accuracy, and inability to adapt to different user weights and complex road conditions, while achieving low-cost, highly robust intelligent monitoring, significantly improving riding safety.

[0169] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0170] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0171] According to another aspect of the embodiments of this application, a scooter is also provided, which can be used to implement the tire wear monitoring method for the scooter provided in the above embodiments, and will not be repeated hereafter. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0172] Figure 6This is a structural block diagram of an optional scooter according to an embodiment of this application, such as... Figure 6 As shown, the scooter includes: a control unit 602;

[0173] The control unit 602 is used to acquire specified driving data, wherein the specified driving data is the driving data of the scooter during a specified time period, and the specified driving data is used to indicate the driving mileage of the scooter under each driving surface condition in at least one driving surface condition during the specified time period; based on the specified load value, at least one driving surface condition and the driving mileage under each driving surface condition, a specified tire wear value of the scooter is determined, the specified tire wear value is the tire wear value during the specified time period, and the specified load value includes the load value of the driving object.

[0174] It should be noted that the control unit 602 in this embodiment can be used to perform the above steps S202 to S204.

[0175] The embodiments provided in this application acquire specified driving data, which is the driving data of a scooter during a specified time period. The specified driving data is used to indicate the driving mileage of the scooter under each of at least one driving road condition during the specified time period. Based on a specified load value, at least one driving road condition, and the driving mileage under each driving road condition, a specified tire wear value of the scooter is determined. The specified tire wear value is the tire wear value during the specified time period. The specified load value includes the load value of the driving object. By acquiring the driving data recorded during the riding of the scooter during the specified time period, at least one driving road condition experienced during the riding during the specified time period and its corresponding driving mileage are determined. Combined with the real-time load value, tire wear monitoring of the scooter is realized based on the actual pressure applied to the tire, the differentiated wear intensity caused by different road conditions, and the actual distance traveled under each driving road condition. This solves the technical problem of low tire wear monitoring accuracy in related technologies and improves the monitoring accuracy of tire wear.

[0176] In an exemplary embodiment, the driving surface condition of the scooter includes the driving condition of the scooter and the driving road condition of the scooter. The driving surface condition of the scooter is determined based on the road detection data and driving data collected when the scooter is in motion.

[0177] The control unit 602 is further configured to: determine the tire wear coefficient corresponding to each driving road condition, wherein the tire wear coefficient is determined based on the condition wear coefficient indicated by the driving condition of the scooter and the road condition wear coefficient indicated by the driving road condition of the scooter; determine the average tire wear coefficient by dividing the weighted sum of the tire wear coefficient corresponding to each driving road condition and the driving mileage under each driving road condition by a specified driving mileage, wherein the specified driving mileage is the sum of the driving mileage under each driving road condition; and determine a specified tire wear value based on a specified load value, a specified driving mileage and an average tire wear coefficient, wherein the specified tire wear value is positively correlated with the average tire wear coefficient.

[0178] In an exemplary embodiment, the control component 602 is further configured to determine the tire wear coefficient corresponding to the driving road condition of the scooter based on the working condition wear coefficient indicated by the driving condition of the scooter, the road condition wear coefficient indicated by the driving road condition of the scooter, and a preset tire wear coefficient function.

[0179] In one exemplary embodiment, the road surface detection data includes the road surface gradient on which the scooter travels, and the driving data includes the vibration amplitude of the scooter body, the body roll angle of the scooter body, and the motor torque of the scooter.

[0180] The control unit 602 is further configured to: determine the scooter's driving road condition as a first driving road condition in response to a road slope less than a first slope threshold and a vehicle body vibration amplitude less than a first amplitude threshold; determine the scooter's driving road condition as a second driving road condition in response to a road slope greater than or equal to the first slope threshold and a vehicle body vibration amplitude less than the first amplitude threshold; determine the scooter's driving road condition as a third driving road condition in response to a vehicle body vibration amplitude greater than or equal to the first amplitude threshold, wherein the first road condition loss coefficient corresponding to the first driving road condition is less than the second road condition loss coefficient corresponding to the second driving road condition, and the second road condition loss coefficient is less than the third road condition loss coefficient corresponding to the third driving road condition; determine the scooter is in the first driving condition in response to a vehicle body tilt angle greater than a first tilt angle threshold; and determine the scooter is in the second driving condition in response to a change in the scooter's motor torque over a preset time period greater than a first change threshold, wherein the first driving condition loss coefficient corresponding to the first driving condition is less than the second driving condition loss coefficient corresponding to the second driving condition.

[0181] In one exemplary embodiment, the control unit 602 is further configured to determine a specified tire wear value based on the driving mileage ratio, a specified load value, and an average tire wear coefficient, wherein the driving mileage ratio is the ratio of the specified driving mileage to a preset cumulative driving mileage, and the driving mileage ratio is positively correlated with the specified tire wear value.

[0182] In an exemplary embodiment, the control unit 602 is further configured to: determine a specified tire wear value by multiplying the product of the driving wear value and the load wear coefficient indicated by the specified load value by a preset base wear coefficient, wherein the driving wear value is the product of the driving mileage ratio and the average tire wear coefficient.

[0183] In an exemplary embodiment, the control unit 602 is further configured to: determine a specified tire wear function corresponding to a specified load ratio, wherein the specified load ratio is the ratio of a specified load value to the scooter; and determine a specified tire wear value based on the specified load ratio, the specified tire wear function, the driving mileage ratio, and the average tire wear coefficient, wherein the driving mileage ratio is the ratio of a specified driving mileage to a preset cumulative driving mileage.

[0184] In one exemplary embodiment, the control unit 602 is further configured to: correct a specified tire wear value using at least one of the following correction rules:

[0185] Based on the tire pressure loss coefficient corresponding to the tire pressure data of the scooter, the specified tire loss value is corrected; in response to the tire repair status of the scooter, based on the repair type indicated by the repair status, the correction coefficient corresponding to the repair type is determined from the preset repair coefficient table, and the specified tire loss value is corrected based on the correction coefficient. The preset repair coefficient table records a set of preset repair types and a preset correction coefficient corresponding to each preset repair type in the set of preset repair types.

[0186] In an exemplary embodiment, the control component 602 is further configured to: determine the normalized current of the scooter's motor as the ratio of the motor current of the scooter to the load loss coefficient corresponding to a specified load value; and determine the tire pressure loss coefficient indicated by the tire pressure data of the scooter based on the normalized current of the scooter's motor and a preset motor current, wherein the normalized current of the motor is positively correlated with the tire pressure loss coefficient indicated by the tire pressure data of the scooter.

[0187] In an exemplary embodiment, the control unit 602 is further configured to: determine a current ratio value by dividing the difference between the normalized current of the scooter's motor and a preset motor current by the preset motor current; and determine a tire pressure loss coefficient indicated by the tire pressure data of the scooter by multiplying the current ratio value by a preset air pressure coefficient and adding the result to a first preset coefficient.

[0188] In an exemplary embodiment, the control unit 602 is further configured to: trigger an alarm in response to the normalized current of the scooter's motor being greater than a specified motor current, wherein the specified motor current is the sum of a preset motor current and a preset adjustment current.

[0189] In an exemplary embodiment, the control unit 602 is further configured to: generate a first reminder message and a first control message in response to the cumulative tire wear value being greater than or equal to a first preset wear value and less than a second preset wear value, and feed the first reminder message back to the display interface, wherein the cumulative tire wear value is the sum of a specified tire wear value and a historical tire wear value; generate a second reminder message and a second control message in response to the cumulative tire wear value being greater than or equal to the second preset wear value, and feed the second reminder message back to the display interface; wherein the first reminder message is used to indicate that the scooter's tires need maintenance, and the display interface is the interface of the scooter's display screen or is connected to the scooter. The mobile terminal interface includes a second reminder message indicating that the scooter's tires need to be replaced; a first control message indicating that the scooter's maximum speed is a first speed; a second control message indicating that the scooter's maximum speed is a second speed; and / or, indicating that when the slope of the road surface the scooter is traveling on is greater than a second slope threshold, the motor output torque of the scooter should be reduced according to a specified output torque, wherein the specified output torque is determined based on the difference between the slope of the road surface the scooter is traveling on and the second slope threshold; a first preset loss value is the product of a second preset loss value and a second preset coefficient, wherein the second preset coefficient is less than 1 and less than the first preset coefficient.

[0190] In an exemplary embodiment, the driving road condition of the scooter includes the driving road condition of the scooter. The control unit 602 is further configured to: determine whether the scooter is in a specified driving state; in response to the scooter being in a specified driving state, acquire the average motor current of the scooter during a target time period, a current load model corresponding to the driving road condition of the scooter, and a calibration current corresponding to the driving road condition of the scooter, wherein the current load model corresponding to the driving road condition of the scooter is used to output a load value corresponding to the input load current difference based on a preset current load table corresponding to the driving road condition of the scooter, and the preset current load table corresponding to the driving road condition of the scooter is used to indicate the load value corresponding to each preset motor current difference among a set of preset motor current differences of the scooter corresponding to the driving road condition of the scooter in the specified driving state; determine the difference between the calibration current corresponding to the driving road condition of the scooter and the average motor current of the scooter as the motor current difference; input the motor current difference to the current load model corresponding to the driving road condition of the scooter, and output the specified load value corresponding to the motor current difference.

[0191] In an exemplary embodiment, the control unit 602 is further configured to: correct the motor current difference based on the compensation coefficient indicated by the size of the scooter's pedal; input the corrected motor current difference to the current load model corresponding to the driving road conditions where the scooter is located, and output a specified load value corresponding to the motor current difference.

[0192] In an exemplary embodiment, the control component 602 is further configured to: determine that the scooter is in a specified driving state in response to the following conditions within a preset duration: the scooter's driving speed is within a preset driving speed range, the change value of the scooter's motor current is less than or equal to a first preset change value, and the change value of the scooter's body vibration amplitude does not exceed or is less than or equal to a second preset change value. The time period corresponding to the preset duration includes a target time period, or the end time of the time period corresponding to the preset duration is the start time of the target time period.

[0193] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0194] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein the program executes the steps in any of the above method embodiments when it is run.

[0195] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, ROMs, RAMs, portable hard drives, magnetic disks, or optical disks.

[0196] According to another aspect of the embodiments of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor is configured to perform the steps of any of the method embodiments described above via the computer program. In an exemplary embodiment, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0197] Specific examples in this embodiment can be found in the examples described in the above embodiments and exemplary implementations, and will not be repeated here.

[0198] According to another aspect of the embodiments of this application, a computer program product is also provided, comprising a computer program / instructions containing program code for performing the methods shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via communication section 709, and / or installed from removable medium 711. When the computer program is executed by central processing unit 701, it performs various functions provided in the embodiments of this application. The sequence numbers of the embodiments of this application above are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0199] Figure 7A schematic block diagram of a computer system architecture for implementing embodiments of the present application is shown. Figure 7 As shown, the computer system 700 includes a Central Processing Unit (CPU) 701, which performs various appropriate actions and processes based on programs stored in ROM 702 or loaded into RAM 703 from storage section 708. Random access memory 703 also stores various programs and data required for system operation. The CPU 701, ROM 702, and RAM 703 are interconnected via bus 704. Input / output (I / O) interface 705 is also connected to bus 704.

[0200] The following components are connected to the I / O interface 705: an input section 706 including a keyboard, mouse, etc.; an output section 707 including a cathode ray tube (CRT), liquid crystal display (LCD), and speakers, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card, such as a local area network card or modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the input / output interface 705 as needed. A removable medium 711, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 710 as needed so that computer programs read from it can be installed into the storage section 708 as needed.

[0201] Specifically, according to embodiments of this application, the processes described in the various method flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 709, and / or installed from removable medium 711. When the computer program is executed by central processing unit 701, it performs various functions defined in the system of this application.

[0202] It should be noted that, Figure 7 The computer system 700 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0203] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0204] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A method for monitoring tire wear on a scooter, characterized in that, include: Acquire specified driving data, wherein the specified driving data is the driving data of the scooter during a specified time period, and the specified driving data is used to indicate the driving mileage of the scooter during the specified time period and under each driving road condition in at least one driving road condition; Based on a specified load value, the at least one driving surface condition, and the driving mileage under each driving surface condition, a specified tire wear value for the scooter is determined. The specified tire wear value is the tire wear value over the specified time period. The specified load value includes the load value of the driving object.

2. The method according to claim 1, characterized in that, The driving surface conditions of the scooter include the driving conditions of the scooter and the driving road conditions of the scooter. The driving surface conditions of the scooter are determined based on the road detection data and driving data collected when the scooter is in motion. The driving mileage based on the specified load value, the at least one driving road condition, and the driving mileage under each driving road condition includes: Determine the tire wear coefficient corresponding to each driving road condition, wherein the tire wear coefficient is determined based on the condition wear coefficient indicated by the driving condition of the scooter and the road condition wear coefficient indicated by the driving road condition of the scooter. The average tire wear coefficient is determined by dividing the weighted sum of the tire wear coefficient corresponding to each driving road condition and the driving mileage under each driving road condition by the result of a specified driving mileage. The specified driving mileage is the sum of the driving mileage under each driving road condition. The specified tire wear value is determined based on the specified load value, the specified driving mileage, and the average tire wear coefficient, wherein the specified tire wear value is positively correlated with the average tire wear coefficient.

3. The method according to claim 2, characterized in that, Determining the tire wear coefficient for each driving road condition includes: Based on the operating condition loss coefficient indicated by the driving conditions of the scooter, the road condition loss coefficient indicated by the driving road conditions of the scooter, and a preset tire loss coefficient function, the tire loss coefficient corresponding to the driving road conditions of the scooter is determined.

4. The method according to claim 3, characterized in that, The road surface detection data includes the road slope on which the scooter travels, and the driving data includes the vibration amplitude of the scooter body, the body tilt angle of the scooter body, and the motor torque of the scooter. The method further includes: In response to the road surface slope being less than a first slope threshold and the vehicle body vibration amplitude being less than a first amplitude threshold, the driving road condition of the scooter is determined to be the first driving road condition. In response to the road surface slope being greater than or equal to the first slope threshold and the vehicle body vibration amplitude being less than the first amplitude threshold, the driving road condition of the scooter is determined to be the second driving road condition. In response to the vibration amplitude of the vehicle body being greater than or equal to the first amplitude threshold, the driving road condition of the scooter is determined to be the third driving road condition, wherein the first road condition loss coefficient corresponding to the first driving road condition is less than the second road condition loss coefficient corresponding to the second driving road condition, and the second road condition loss coefficient is less than the third road condition loss coefficient corresponding to the third driving road condition. In response to the vehicle body roll angle being greater than a first tilt angle threshold, the scooter is determined to be in a first driving condition; In response to the change in the motor torque of the scooter being greater than a first change threshold over a preset time, the scooter is determined to be in a second driving condition, wherein the first driving condition loss coefficient is less than the second driving condition loss coefficient.

5. The method according to claim 2, characterized in that, Determining the specified tire wear value based on the specified load value, the specified driving mileage, and the average tire wear coefficient includes: The specified tire wear value is determined based on the driving mileage ratio, the specified load value, and the average tire wear coefficient, wherein the driving mileage ratio is the ratio of the specified driving mileage to the preset cumulative driving mileage, and the driving mileage ratio is positively correlated with the specified tire wear value.

6. The method according to claim 5, characterized in that, Determining the specified tire wear value based on the driving mileage ratio, the specified load value, and the average tire wear coefficient includes: The specified tire wear value is determined by multiplying the product of the driving wear value and the load wear coefficient indicated by the specified load value by a preset base wear coefficient, wherein the driving wear value is the product of the driving mileage ratio and the average tire wear coefficient.

7. The method according to claim 2, characterized in that, Determining the specified tire wear value based on the specified load value, the specified driving mileage, and the average tire wear coefficient includes: Determine a specified tire wear function corresponding to a specified load ratio, wherein the specified load ratio is the ratio of the specified load value to the scooter; The specified tire wear value is determined based on the specified load ratio, the specified tire wear function, the driving mileage ratio, and the average tire wear coefficient, wherein the driving mileage ratio is the ratio of the specified driving mileage to the preset cumulative driving mileage.

8. The method according to claim 1, characterized in that, The method further includes: The specified tire wear value is corrected using at least one of the following correction rules: Based on the tire pressure loss coefficient corresponding to the tire pressure data of the scooter, the specified tire loss value is corrected; In response to the tires of the scooter being under repair, a correction coefficient corresponding to the repair type indicated by the repair status is determined from a preset repair coefficient table, and the specified tire wear value is corrected based on the correction coefficient. The preset repair coefficient table records a set of preset repair types and a preset correction coefficient corresponding to each preset repair type in the set of preset repair types.

9. The method according to claim 8, characterized in that, The method further includes: The ratio of the motor current of the scooter to the load loss coefficient corresponding to the specified load value is determined as the normalized current of the scooter's motor. Based on the normalized current of the motor of the scooter and the preset motor current, the tire pressure loss coefficient indicated by the tire pressure data of the scooter is determined, wherein the normalized current of the motor is positively correlated with the tire pressure loss coefficient indicated by the tire pressure data of the scooter.

10. The method according to claim 9, characterized in that, The determination of the tire pressure loss coefficient indicated by the tire pressure data of the scooter based on the normalized current of the scooter's motor and a preset motor current includes: The difference between the normalized current of the scooter's motor and the preset motor current is divided by the preset motor current to determine the current ratio value. The result of multiplying the current ratio value by a preset air pressure coefficient and adding the result of a first preset coefficient is determined as the tire pressure loss coefficient indicated by the tire pressure data of the scooter.

11. The method according to claim 10, characterized in that, The method further includes: An alarm is triggered in response to the normalized current of the scooter's motor being greater than a specified motor current, wherein the specified motor current is the sum of the preset motor current and the preset adjustment current.

12. The method according to any one of claims 1 to 11, characterized in that, The method further includes: In response to the cumulative tire wear value being greater than or equal to a first preset wear value and less than a second preset wear value, a first reminder message and a first control message are generated, and the first reminder message is fed back to the display interface, wherein the cumulative tire wear value is the sum of the specified tire wear value and the historical tire wear value; In response to the cumulative tire wear value being greater than or equal to the second preset wear value, a second reminder message and a second control message are generated, and the second reminder message is fed back to the display interface; Wherein, the first reminder information is used to indicate that the tires of the scooter need to be inspected, the display interface is the interface of the scooter's display screen or the interface of a mobile terminal connected to the scooter, the second reminder information is used to indicate that the tires of the scooter need to be replaced, the first control information is used to indicate that the maximum speed of the scooter is a first speed; the second control information is used to indicate that the maximum speed of the scooter is a second speed, and / or, to indicate that when the slope of the road surface on which the scooter is traveling is greater than a second slope threshold, the output torque of the scooter's motor is reduced according to a specified output torque, wherein the specified output torque is determined based on the difference between the slope of the road surface on which the scooter is traveling and the second slope threshold; the first preset loss value is the product of the second preset loss value and the second preset coefficient, the second preset coefficient is less than 1, and the second preset coefficient is less than the first preset coefficient.

13. The method according to any one of claims 2 to 11, characterized in that, The driving surface conditions of the scooter include the driving surface conditions of the scooter; the method further includes: Determine whether the scooter is in the designated driving state; In response to the scooter being in the specified driving state, the average motor current of the scooter during the target time period, the current load model corresponding to the driving road conditions of the scooter, and the calibration current corresponding to the driving road conditions of the scooter are obtained. The current load model corresponding to the driving road conditions of the scooter is used to output the load value corresponding to the input load current difference based on the preset current load table corresponding to the driving road conditions of the scooter. The preset current load table corresponding to the driving road conditions of the scooter is used to indicate the load value corresponding to each preset motor current difference of the scooter corresponding to the driving road conditions of the scooter when the scooter is in the specified driving state. The difference between the calibration current corresponding to the driving road conditions of the scooter and the average motor current of the scooter is defined as the motor current difference; The motor current difference is input to the current load model corresponding to the driving road conditions of the scooter, and the specified load value corresponding to the motor current difference is output.

14. The method according to claim 13, characterized in that, The method further includes: The motor current difference is corrected based on the compensation coefficient indicated by the pedal size of the scooter; The corrected motor current difference is input into the current load model corresponding to the driving road condition of the scooter, and the specified load value corresponding to the motor current difference is output.

15. The method according to claim 13, characterized in that, Determining whether the scooter is in a designated driving state includes: In response to the following conditions within a preset time period: the scooter's speed is within a preset speed range, the change in the scooter's motor current is less than or equal to a first preset change value, and the change in the scooter's body vibration amplitude does not exceed or is less than or equal to a second preset change value, the scooter is determined to be in the specified driving state. The time period corresponding to the preset time period includes the target time period, or the end time of the time period corresponding to the preset time period is the start time of the target time period.

16. A scooter, characterized in that, include: Control components; The control unit is used to acquire specified driving data, wherein the specified driving data is the driving data of the scooter during a specified time period, and the specified driving data is used to indicate the driving mileage of the scooter under each of the at least one driving surface conditions during the specified time period; and to determine a specified tire wear value of the scooter based on a specified load value, the at least one driving surface condition, and the driving mileage under each driving surface condition, wherein the specified tire wear value is the tire wear value during the specified time period, and the specified load value includes the load value of the driving object.

17. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 15.

18. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program, when executed by a processor, implements the steps of the method according to any one of claims 1 to 15.

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