Vehicle-tire monitoring method, and related apparatus

Abstract

A vehicle-tire monitoring method, and a related apparatus, which are applied to the technical field of connected vehicles. The method comprises: acquiring first information, and determining the degree of wear of a first tire of a vehicle according to the first information, wherein the first information comprises at least one data set, and a first data set among the at least one data set comprises a first vehicle speed corresponding to the vehicle, and a first wheel speed corresponding to the first tire of the vehicle. The method can determine the degrees of wear of tires of a vehicle by simply using vehicle speed and wheel speed data of the vehicle, and can monitor the states of health of the tires of the vehicle at any time, and there is no need to mount special sensors, thereby reducing the vehicle cost.

Description

Vehicle tire monitoring method and related device

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on June 30, 2023, with application number 202310801206.3 and application name “Vehicle Tire Monitoring Method and Related Devices”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of connected vehicle technology, and in particular to a vehicle tire monitoring method and related devices. Background Art

[0003] Tires, as a critical and vulnerable component of a vehicle, significantly impact vehicle safety. Therefore, the industry has established standards for tire replacement. When tire tread wear reaches a certain depth, the tires must be replaced promptly to ensure vehicle safety.

[0004] Currently, tire wear monitoring typically involves directly measuring the tire tread pattern with a measuring tool to determine the degree of wear. However, this method cannot continuously monitor the health of a vehicle's tires. Alternatively, specialized sensors, such as torque and slip, can be used to indirectly calculate tire wear without using measuring tools. However, this method requires specialized sensors, increasing vehicle costs.

[0005] Summary of the Invention

[0006] The embodiments of the present application provide a vehicle tire monitoring method and related devices, which can monitor the health status of vehicle tires at any time without the need to install special sensors, thereby reducing vehicle costs.

[0007] In a first aspect, embodiments of the present application provide a vehicle tire monitoring method, which is applied to a vehicle and can be performed by a communication device. The communication device can be a device, or a chip (system) or circuit for a device, which is not limited in this application. The method includes:

[0008] Acquiring first information, the first information comprising at least one data set, a first data set in the at least one data set comprising a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to a first tire of the vehicle;

[0009] The wear degree of the first tire is determined based on the first information.

[0010] In an embodiment of the present application, a vehicle tire monitoring method is provided. The method is applied to a vehicle, wherein a communication device obtains first information and determines the wear of a first tire of the vehicle based on the first information. The communication device herein may also be a processor / chip capable of executing computer-executable instructions, which is not a limitation of the present embodiment.

[0011] The first information in the embodiment of the present application includes at least one data set, and the first data set in the at least one data set includes the first vehicle speed corresponding to the vehicle and the first wheel speed corresponding to the first tire of the vehicle. It is understandable that a data set here can be considered as a data frame, or it can exist in other data storage forms, and the embodiment of the present application does not limit this. At a certain moment when the vehicle is traveling, the vehicle has a corresponding speed, and each tire of the vehicle also has a corresponding wheel speed. The data of the vehicle speed and wheel speed together constitute the data set corresponding to the moment. It is understandable that the first information can include a data set corresponding to a certain moment, or it can include multiple data sets corresponding to a certain time period, and the embodiment of the present application does not limit this.

[0012] Through the embodiments of the present application, the degree of wear of a vehicle's tires can be determined solely using the vehicle's speed and wheel speed data. Compared to methods that use measuring tools to directly measure the tire tread to determine the degree of wear of a vehicle's tires, the embodiments of the present application can use the vehicle's speed and wheel speed data to determine the degree of wear of the vehicle's tires at any time, thus monitoring the health of the vehicle's tires at any time. Compared to methods that use specialized sensors to measure corresponding parameters such as torque and slip rate to indirectly calculate the degree of tire wear, the embodiments of the present application can determine the degree of wear of the vehicle's tires based solely on the vehicle's conventional speed and wheel speed sensors, eliminating the need for specialized sensors, thereby reducing vehicle costs.

[0013] In a possible implementation, determining the wear degree of the first tire according to the first information includes:

[0014] converting the first wheel speed into a first rotational speed and converting the first vehicle speed into a first reference rotational speed according to the specification information of the first tire;

[0015] The wear degree of the first tire is determined according to the first rotational speed and the first reference rotational speed.

[0016] In an embodiment of the present application, a possible specific implementation method for determining the wear of a first tire is provided. Specifically, the speed data in the above-mentioned first data set is first converted into rotational speed data based on the specification information of the first tire. For example, the first wheel speed is converted into a first rotational speed, and the first vehicle speed is converted into a first reference rotational speed. Then, the wear of the first tire is determined based on the first rotational speed and the first reference rotational speed. It is understood that the speed data herein includes but is not limited to data in kilometers per hour (km / h), and the rotational speed data herein includes but is not limited to data in revolutions per minute (rpm). The first rotational speed can be considered to be the rotational speed corresponding to the first tire, and the first reference rotational speed can be considered to be the rotational speed corresponding to a standard specification tire used as a reference. It is understood that the specification information of the first tire includes but is not limited to various dimensional information related to the first tire, and the embodiment of the present application is not limited to this. Since the vehicle speed and the wheel speed of the tire are very close during driving, it is difficult to accurately determine the tire wear condition based on the difference between the vehicle speed and the wheel speed. However, the embodiment of the present application amplifies the difference between the vehicle speed and the wheel speed by converting the speed data into rotational speed data, and then determines the tire wear condition based on the difference in the amplified rotational speed data, thereby obtaining a more accurate tire wear degree.

[0017] In a possible implementation manner, determining the wear degree of the first tire according to the first speed and the first reference speed includes:

[0018] An error of the first rotational speed relative to the first reference rotational speed is determined as the wear degree of the first tire.

[0019] In an embodiment of the present application, a possible specific implementation method for determining the wear degree of a first tire is provided. Specifically, the error of the first rotational speed relative to the first reference rotational speed is determined as the wear degree of the first tire. The first rotational speed can be considered as the rotational speed corresponding to the first tire, and the first reference rotational speed can be considered as the rotational speed corresponding to a tire of a standard specification used as a reference. Since the vehicle speed and the wheel speed of the tire are very close during driving, it is difficult to accurately determine the wear condition of the tire based on the difference between the vehicle speed and the wheel speed. However, the embodiment of the present application amplifies the difference between the vehicle speed and the wheel speed by converting speed data into rotational speed data, and then determines the wear condition of the tire based on the difference in the amplified rotational speed data (i.e., the error of the first rotational speed relative to the first reference rotational speed), thereby obtaining a more accurate tire wear degree.

[0020] In a possible implementation, the number of the first data sets is N, the wear degree of the first tire is associated with the first rotational speed and the first reference rotational speed corresponding to each of the N first data sets, and N is an integer greater than 1.

[0021] In an embodiment of the present application, a possible specific implementation for determining the wear degree of a first tire is provided. Specifically, first information includes N first data sets corresponding to a time period. Each of the N first data sets includes the vehicle speed and the wheel speed of each tire corresponding to a certain moment in the time period. Based on the tire specification information, the speed data is converted into rotational speed data to obtain the first rotational speed and the first reference rotational speed corresponding to each first data set. The wear degree of the first tire is then associated with the first rotational speed and the first reference rotational speed corresponding to each of the N first data sets. It is understood that when the first information includes N first data sets, the error of the first rotational speed corresponding to each first data set relative to the first reference rotational speed is calculated. Then, by averaging or weighted average the errors corresponding to the N first data sets, an average relative error corresponding to the N first data sets is obtained. This average relative error is then determined as the wear degree of the first tire. Through this embodiment of the present application, by converting the speed data into rotational speed data to amplify the difference between the vehicle speed and the wheel speed, and determining the tire wear condition based on the average relative error corresponding to multiple first data sets within a certain time period, a more accurate tire wear degree can be obtained.

[0022] In a possible implementation, the wear degree of the first tire is further associated with a first weight corresponding to each of the N first data sets, and the first weight is associated with a tire pressure corresponding to each of the N first data sets.

[0023] In an embodiment of the present application, a possible specific implementation method for determining the wear of a first tire is provided. Specifically, when the first information includes N first data sets, the error of the first rotational speed corresponding to each first data set relative to the first reference rotational speed is calculated, and then the average relative error corresponding to the N first data sets is obtained by taking the average or weighted average of the errors corresponding to the N first data sets, and the average relative error is determined as the wear of the first tire. The wear of the first tire (i.e., the average relative error) is also associated with a first weight corresponding to each first data set in the N first data sets, and the first weight is associated with the tire pressure corresponding to each first data set in the N first data sets. It is understood that when the weighted average of the errors corresponding to the N first data sets is taken, the weight of the error corresponding to each first data set may be the same or different, and the weight may also be determined by the tire pressure of the vehicle tire at the time corresponding to the first data set. For example, when performing a weighted average of the errors corresponding to N first data sets, when the tire pressure of the vehicle tire at the time corresponding to a certain first data set is an intermediate value within the normal tire pressure range, the weight of the error corresponding to the first data set is the largest; when the tire pressure of the vehicle tire at the time corresponding to a certain first data set is the minimum or maximum value within the normal tire pressure range, the weight of the error corresponding to the first data set is the smallest, that is, the weight of the error corresponding to the first data set and the tire pressure of the vehicle tire at the time corresponding to the first data set satisfy a relationship similar to a normal distribution. Through the embodiment of the present application, when performing a weighted average of the errors corresponding to N first data sets, the weight of the error corresponding to each first data set is associated with the tire pressure of the vehicle tire at the time corresponding to the first data set, so that the obtained average relative error corresponding to the N first data sets is more in line with the actual use scenario of the tire, thereby obtaining a more accurate tire wear degree.

[0024] In one possible implementation, the first data set satisfies at least one of the following conditions:

[0025] The first vehicle speed is greater than a first threshold, the wheel speed of the tires of the vehicle is in a first interval, and the tires of the vehicle include the first tire.

[0026] In an embodiment of the present application, a possible specific implementation of a first data set is provided, specifically, the vehicle speed in the first data set is greater than a first threshold value, and / or the wheel speed of the vehicle tires in the first data set is in a first interval. Specifically, the first data set includes a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to the first tire of the vehicle, the first vehicle speed is greater than a first threshold value, and / or the first wheel speed is in a first interval. It can be understood that the first threshold value and the first interval are not fixed values ​​and can be adjusted according to different tire usage scenarios. For example, the first threshold value can be configured to 40km / h, and the endpoint value of the first interval can be configured according to the wheel speed of all tires of the vehicle. This embodiment of the present application does not limit this. Through the embodiment of the present application, filtering conditions are set for the vehicle speed data and the wheel speed data, and invalid sampling data, such as extreme values, null values, etc., can be removed to obtain a valid first data set, thereby calculating a more accurate tire wear degree.

[0027] In a possible implementation, the first data set further includes the tire pressure of the vehicle corresponding to a first moment, and the tire pressure of the vehicle corresponding to the first moment is in a second range, and the first moment is the moment corresponding to the first data set.

[0028] In an embodiment of the present application, a possible specific implementation of a first data set is provided, specifically, the tire pressure of the vehicle tire at the time corresponding to the first data set is in a second interval. It is understandable that the second interval is not a fixed value and can be adjusted according to different tire usage scenarios. For example, the second interval can be configured to be 2.0 to 3.5 bar, and the embodiment of the present application does not limit this. Through the embodiment of the present application, a screening condition is set for the tire pressure of the vehicle tire at the time corresponding to the first data set, and invalid sampling data such as extreme values ​​and null values ​​can be removed to obtain a valid first data set, thereby calculating a more accurate tire wear degree, and making the calculated tire wear degree more in line with the actual use scenario of the tire.

[0029] In a possible implementation manner, the endpoint value of the first interval is preconfigured;

[0030] Alternatively, the endpoint values ​​of the first interval are associated with the average value of the wheel speed of at least one tire of the vehicle corresponding to the first moment and the standard deviation of the wheel speed of at least one tire of the vehicle corresponding to the first moment, and the first moment is the moment corresponding to the first data set.

[0031] In an embodiment of the present application, a possible specific implementation of the endpoint value of the first interval is provided, specifically, the endpoint value of the first interval can be pre-configured, specifically can be system-configured, or can be user-configured, and the endpoint value of the configured first interval is not a fixed value, and can be adjusted according to different tire usage scenarios. Alternatively, the endpoint value of the first interval can also be configured according to the wheel speed of at least one tire of the vehicle, specifically can be configured according to the average value of the wheel speed corresponding to at least one tire of the vehicle and the standard deviation of the wheel speed corresponding to at least one tire of the vehicle. Through the embodiment of the present application, a filtering condition is set for the tire pressure of the vehicle tire at the corresponding moment of the first data set, and invalid sampling data, such as extreme values, null values, etc., can be removed to obtain a valid first data set, thereby calculating a more accurate tire wear degree, and making the calculated tire wear degree more in line with the actual use scenario of the tire.

[0032] Optionally, a coefficient can be configured for each tire. When calculating the wear of a particular tire, a first interval screening condition is set for the tire pressure of the vehicle tire at the time corresponding to the first data set. The endpoint value of the first interval can be determined by the coefficient configured for the tire, the average value of the wheel speed corresponding to at least one tire of the vehicle, and the standard deviation of the wheel speed corresponding to at least one tire of the vehicle. Because the coefficient configured for the tire is associated with factors such as the hardware performance of the tire, the user's driving habits, and the driving road conditions, the first interval determined based on the coefficient can more effectively remove invalid sampled data, such as extreme values ​​and null values, to obtain a valid first data set, thereby calculating a more accurate tire wear degree and making the calculated tire wear degree more suitable for the actual use scenario of the tire.

[0033] In a possible implementation manner, the specification information of the first tire includes at least one of the following:

[0034] The outer diameter of the first tire, the width of the first tire, the aspect ratio, and the hub diameter are a set of parameters.

[0035] In an embodiment of the present application, a possible specific implementation of the specification information of the first tire is provided, specifically, the specification information of the first tire includes but is not limited to various dimensional information related to the first tire, which is used to convert speed data into rotational speed data. The specification information of the first tire may directly include the outer diameter of the first tire, which is used to convert speed data into rotational speed data. Alternatively, the specification information of the first tire may also include a parameter set of the width, aspect ratio, and hub diameter of the first tire, which is used to indirectly calculate the outer diameter of the first tire, thereby converting speed data into rotational speed data. It is understandable that the specification information of the first tire includes various dimensional information that can be used to obtain the outer diameter of the first tire. As for the content of the specific included dimensional information, the embodiment of the present application does not limit this.

[0036] In one possible implementation, the method further includes:

[0037] The life information of the first tire is determined according to the wear degree of the first tire, and the life information includes at least one of the following: remaining mileage, remaining service life, and time when replacement conditions are reached.

[0038] In an embodiment of the present application, a possible specific implementation method for determining life information of a first tire is provided. Specifically, the life information of the first tire is determined based on the wear degree of the first tire. The life information includes at least one of the following: the remaining usable mileage, the remaining service life, and the time to reach replacement condition. It is understood that the remaining service life of the first tire refers to the remaining time until the first tire is scrapped, as predicted by theoretical calculation, and the time to reach replacement condition refers to the remaining available time when the first tire may affect vehicle driving safety and thus need to be replaced, as predicted based on actual driving scenarios. The actual driving scenarios may include, but are not limited to, the vehicle's use (commercial vehicle, family car), the vehicle's load (truck, bus), the vehicle's size (large car, medium car, small car), the hardware performance of the vehicle's tires, the user's driving habits, and the driving road conditions. Through the embodiments of the present application, using tire wear degree to predict tire life information can effectively provide users with the current tire health status and health status development trends, allowing users to monitor the health status of their vehicle tires at any time, so as to replace or repair the tires in a timely manner and ensure vehicle driving safety.

[0039] In a possible implementation manner, determining the life information of the first tire according to the wear degree of the first tire includes:

[0040] Acquiring second information, where the second information includes wear of the first tire within a first time period;

[0041] The life information of the first tire is outputted according to the second information and a tire life prediction model, wherein the tire life prediction model is used to characterize the relationship between the historical wear of the tire and the tire life.

[0042] In an embodiment of the present application, a possible specific implementation method for determining the life information of a first tire is provided, specifically, obtaining second information, and outputting the life information of the first tire based on the second information and a tire life prediction model. It can be understood that the second information serves as the input of the tire life prediction model, and the life information of the first tire serves as the output of the tire life prediction model. The tire life prediction model is used to characterize the relationship between historical tire wear and tire life, and its training process is not limited in the embodiment of the present application. In the embodiment of the present application, using historical wear within a first time period to predict tire life information can effectively provide users with the current tire health status and health status development trend, so that users can monitor the health status of vehicle tires at any time, so as to replace or repair tires in a timely manner and ensure vehicle driving safety.

[0043] In a possible implementation manner, the second information further includes at least one of the following:

[0044] The braking strength of the vehicle's brake pedal during the first time period, the braking distance of the first tire during the first time period, and the weather information during the first time period.

[0045] In an embodiment of the present application, a possible specific implementation of the second information is provided. Specifically, in addition to the historical wear, the second information may also include, but is not limited to, the braking intensity of the vehicle's brake pedal during a first time period, the braking distance of the first tire during the first time period, weather information during the first time period, and so on. By combining actual driving scenarios with historical wear to predict tire lifespan information, the present embodiment can effectively provide users with the current tire health status and health status development trends, allowing users to monitor the health of their vehicle's tires at any time, so as to replace or repair tires in a timely manner and ensure vehicle driving safety.

[0046] Optionally, the second information may also include but is not limited to the accumulated mileage of the current tire, the accumulated usage time of the current tire, the purpose of the vehicle (commercial vehicle, family car), the load capacity of the vehicle (truck, bus), the size of the vehicle (large car, medium-sized car, small car), the hardware performance of the vehicle tire, the user's driving habits, driving road conditions, etc.

[0047] In one possible implementation, the method further includes:

[0048] Controlling the display of the wear degree of the first tire and / or the life information of the first tire.

[0049] In an embodiment of the present application, a possible specific implementation method for displaying tire wear is provided. Specifically, after determining the wear of the first tire, the display of the wear of the first tire and / or the display of the life information of the first tire can also be controlled. It can be understood that in one possible case, after the remote server determines the wear of the first tire and / or the life information of the first tire, the wear of the first tire and / or the life information of the first tire are controlled to be displayed on a device with a display function such as a vehicle-side computer / mobile phone APP / smart wearable device. In this case, the remote server is independently deployed outside the vehicle and has a wireless communication connection with the vehicle-side computer / mobile phone APP / smart wearable device and other devices with a display function. In another possible case, the remote server is integrated into the vehicle, and after the vehicle-side computer determines the wear of the first tire and / or the life information of the first tire, the wear of the first tire and / or the life information of the first tire are displayed. Through the embodiments of the present application, controlling the display of the wear degree of the first tire and / or the life information of the first tire can effectively provide the user with the current tire health status and health status development trend, allowing the user to monitor the health status of the vehicle tires at any time, so as to replace or repair the tires in time and ensure vehicle driving safety.

[0050] Optionally, the wear degree of the first tire and / or the life information of the first tire may be displayed on the vehicle computer interface, or the wear degree of the first tire and / or the life information of the first tire may be sent to a mobile phone or smart wearable device connected to the vehicle computer, for example, by prompting the user via a screen, sound, light, electricity, vibration, etc.

[0051] In one possible implementation, the method further includes:

[0052] Based on the wear degree of the first tire and / or the life information of the first tire, evaluation information corresponding to the first tire is output, where the evaluation information includes at least one of the following: the health status of the first tire, the wear condition of the first tire, the quality evaluation of the first tire, and the use cost evaluation of the first tire.

[0053] In an embodiment of the present application, a possible specific implementation method for determining evaluation information corresponding to a first tire is provided. Specifically, based on the wear level and / or lifespan information of the first tire, evaluation information corresponding to the first tire is output. This evaluation information includes, but is not limited to, the health status of the first tire, the wear condition of the first tire, a quality assessment of the first tire, an evaluation of the cost of use of the first tire, and so on. Through this embodiment of the present application, the output tire evaluation information can provide users with tire quality and cost assessment analysis, thereby reducing vehicle tire maintenance costs and ensuring vehicle driving safety.

[0054] In a second aspect, embodiments of the present application provide a vehicle tire monitoring method, which is applied to a vehicle and can be performed by a communication device. The communication device can be a device, or a chip (system) or circuit for a device, which is not limited in this application. The method includes:

[0055] According to the wear degree of the first tire of the vehicle, life information of the first tire is determined, and the life information includes at least one of the following: remaining mileage, remaining service life, and time when replacement conditions are reached.

[0056] In an embodiment of the present application, a vehicle tire monitoring method is provided. The method is applied to a vehicle, wherein a communication device determines the lifespan of the first tire based on the wear of the first tire. The communication device may also be a processor / chip capable of executing computer-executable instructions, but this embodiment of the present application is not limited thereto.

[0057] The life information in the embodiment of the present application includes at least one of the following: the remaining mileage that can be used, the remaining service life, and the time to reach the replacement condition. It can be understood that the remaining service life of the first tire refers to the remaining time from the first tire being scrapped predicted by theoretical calculation, and the time to reach the replacement condition of the first tire refers to the remaining available time that the first tire may affect the driving safety of the vehicle and thus needs to be replaced, which is predicted in combination with the actual driving scenario. Among them, the actual driving scenario may include but is not limited to the purpose of the vehicle (commercial vehicle, family car), the load of the vehicle (truck, bus), the size of the vehicle (large car, medium-sized car, small car), the hardware performance of the vehicle tire, the user's driving habits, the driving road conditions, etc.

[0058] Through the embodiments of the present application, tire wear is used to predict tire life information, which can effectively provide users with the current tire health status and health status development trends, allowing users to monitor the health status of vehicle tires at any time, so as to replace or repair tires in time and ensure vehicle driving safety.

[0059] Optionally, the wear degree of the first tire is determined by first information, the first information includes at least one data set, and the first data set in the at least one data set includes a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to the first tire of the vehicle.

[0060] In an embodiment of the present application, a possible specific implementation method for determining the degree of wear of a first tire is provided, specifically, the first information for determining the degree of wear of the first tire includes at least one data set, and the first data set in the at least one data set includes the first vehicle speed corresponding to the vehicle and the first wheel speed corresponding to the first tire of the vehicle. It is understandable that a data set here can be considered as a data frame, or it can exist in other data storage forms, and the embodiment of the present application does not limit this. At a certain moment when the vehicle is traveling, the vehicle has a corresponding speed, and each tire of the vehicle also has a corresponding wheel speed. The data of the vehicle speed and wheel speed together constitute the data set corresponding to the moment. It is understandable that the first information can include a data set corresponding to a certain moment, or it can include multiple data sets corresponding to a certain time period, and the embodiment of the present application does not limit this.

[0061] Through the embodiments of the present application, the degree of wear of a vehicle's tires can be determined solely using the vehicle's speed and wheel speed data. Compared to methods that use measuring tools to directly measure the tire tread to determine the degree of wear of a vehicle's tires, the embodiments of the present application can use the vehicle's speed and wheel speed data to determine the degree of wear of the vehicle's tires at any time, thus monitoring the health of the vehicle's tires at any time. Compared to methods that use specialized sensors to measure corresponding parameters such as torque and slip rate to indirectly calculate the degree of tire wear, the embodiments of the present application can determine the degree of wear of the vehicle's tires based solely on the vehicle's conventional speed and wheel speed sensors, eliminating the need for specialized sensors, thereby reducing vehicle costs.

[0062] Optionally, the specific implementation method of determining the wear degree of the first tire and the corresponding technical effects in the embodiment of the present application can refer to the introduction corresponding to the above-mentioned first aspect and the corresponding implementation methods and technical effects.

[0063] In a possible implementation manner, determining the life information of the first tire according to the wear degree of the first tire includes:

[0064] Acquiring second information, where the second information includes a degree of wear of the first tire within a first time period;

[0065] The life information of the first tire is outputted according to the second information and a tire life prediction model, wherein the tire life prediction model is used to characterize the relationship between the historical wear of the tire and the tire life.

[0066] In an embodiment of the present application, a possible specific implementation method for determining the life information of a first tire is provided, specifically, obtaining second information, and outputting the life information of the first tire based on the second information and a tire life prediction model. It can be understood that the second information serves as the input of the tire life prediction model, and the life information of the first tire serves as the output of the tire life prediction model. The tire life prediction model is used to characterize the relationship between historical tire wear and tire life, and its training process is not limited in the embodiment of the present application. In the embodiment of the present application, using historical wear within a first time period to predict tire life information can effectively provide users with the current tire health status and health status development trend, so that users can monitor the health status of vehicle tires at any time, so as to replace or repair tires in a timely manner and ensure vehicle driving safety.

[0067] In a possible implementation manner, the second information further includes at least one of the following:

[0068] The braking strength of the vehicle's brake pedal during the first time period, the braking distance of the first tire during the first time period, and the weather information during the first time period.

[0069] In an embodiment of the present application, a possible specific implementation of the second information is provided. Specifically, in addition to the historical wear, the second information may also include, but is not limited to, the braking intensity of the vehicle's brake pedal during a first time period, the braking distance of the first tire during the first time period, weather information during the first time period, and so on. By combining actual driving scenarios with historical wear to predict tire lifespan information, the present embodiment can effectively provide users with the current tire health status and health status development trends, allowing users to monitor the health of their vehicle's tires at any time, so as to replace or repair tires in a timely manner and ensure vehicle driving safety.

[0070] Optionally, the second information may also include but is not limited to the accumulated mileage of the current tire, the accumulated usage time of the current tire, the purpose of the vehicle (commercial vehicle, family car), the load capacity of the vehicle (truck, bus), the size of the vehicle (large car, medium-sized car, small car), the hardware performance of the vehicle tire, the user's driving habits, driving road conditions, etc.

[0071] In one possible implementation, the method further includes:

[0072] Based on the wear degree of the first tire and / or the life information of the first tire, evaluation information corresponding to the first tire is output, where the evaluation information includes at least one of the following: the health status of the first tire, the wear condition of the first tire, the quality evaluation of the first tire, and the use cost evaluation of the first tire.

[0073] In an embodiment of the present application, a possible specific implementation method for determining evaluation information corresponding to a first tire is provided. Specifically, based on the wear level and / or lifespan information of the first tire, evaluation information corresponding to the first tire is output. This evaluation information includes, but is not limited to, the health status of the first tire, the wear condition of the first tire, a quality assessment of the first tire, an evaluation of the cost of use of the first tire, and so on. Through this embodiment of the present application, the output tire evaluation information can provide users with tire quality and cost assessment analysis, thereby reducing vehicle tire maintenance costs and ensuring vehicle driving safety.

[0074] In a third aspect, embodiments of the present application provide a vehicle tire monitoring method, which is applied to a vehicle and can be performed by a communication device. The communication device can be a device, or a chip (system) or circuit for a device, which is not limited in this application. The method includes:

[0075] The wear degree of a first tire of the vehicle and / or life information of the first tire are displayed.

[0076] In an embodiment of the present application, a vehicle tire monitoring method is provided. The method is applied to a vehicle. After receiving information about the wear and / or life of a first tire of the vehicle, a communication device displays the wear and / or life of the first tire. The communication device may also be a display that displays corresponding content in response to computer-executed instructions, which is not a limitation of the present embodiment.

[0077] It is understood that, in one possible scenario, after the remote server determines the wear degree of the first tire and / or the life information of the first tire, it controls the display of the wear degree of the first tire and / or the life information of the first tire on a device with a display function, such as a vehicle-side computer / mobile phone APP / smart wearable device. In this case, the remote server is independently deployed outside the vehicle and has a wireless communication connection with the vehicle-side computer / mobile phone APP / smart wearable device and other devices with a display function. In another possible scenario, the remote server is integrated into the vehicle, and after the vehicle-side computer determines the wear degree of the first tire and / or the life information of the first tire, it displays the wear degree of the first tire and / or the life information of the first tire.

[0078] Through the embodiments of the present application, the wear degree of the first tire of the vehicle and / or the life information of the first tire are displayed, which can effectively provide the user with the current tire health status and health status development trend, allowing the user to monitor the health status of the vehicle tires at any time, so as to replace or repair the tires in time and ensure the safety of vehicle driving.

[0079] Optionally, the wear degree of the first tire and / or the life information of the first tire can be displayed on the vehicle computer interface, or the wear degree of the first tire and / or the life information of the first tire can be sent to a mobile phone or smart wearable device connected to the vehicle computer, and the wear degree of the first tire and / or the life information of the first tire can be displayed on the mobile phone or smart wearable device connected to the vehicle computer. For example, the user can be prompted by a screen, sound, light, electricity, vibration, etc.

[0080] In a possible implementation manner, the lifespan information includes at least one of the following: remaining usable mileage, remaining service life, and time when replacement conditions are reached.

[0081] In the embodiment of the present application, the life information includes at least one of the following: the remaining mileage that can be used, the remaining service life, and the time to reach the replacement condition. It can be understood that the remaining service life of the first tire refers to the remaining time from the first tire being scrapped predicted by theoretical calculation, and the time to reach the replacement condition of the first tire refers to the remaining available time that the first tire may affect the driving safety of the vehicle and thus needs to be replaced, which is predicted in combination with the actual driving scenario. Among them, the actual driving scenario may include but is not limited to the purpose of the vehicle (commercial vehicle, family car), the load of the vehicle (truck, bus), the size of the vehicle (large car, medium-sized car, small car), the hardware performance of the vehicle tire, the user's driving habits, the driving road conditions, etc.

[0082] Optionally, the specific implementation method of determining the lifespan information and the corresponding technical effects in the embodiments of the present application can refer to the introduction corresponding to the above-mentioned first aspect or second aspect and the corresponding implementation methods and technical effects.

[0083] Through the embodiment of the present application, the life information of the first tire is displayed, which can effectively provide the user with the current tire health status and health status development trend, allowing the user to monitor the health status of the vehicle tires at any time, so as to replace or repair the tires in time and ensure vehicle driving safety.

[0084] In one possible implementation, the wear degree of the first tire is determined by first information, the first information including at least one data set, a first data set of the at least one data set including a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to the first tire of the vehicle.

[0085] In an embodiment of the present application, the degree of wear of the first tire is determined by first information, and the first information includes at least one data set, and the first data set in the at least one data set includes the first vehicle speed corresponding to the vehicle and the first wheel speed corresponding to the first tire of the vehicle. It is understandable that a data set here can be considered as a data frame, or it can exist in other data storage forms, and the embodiment of the present application does not limit this. At a certain moment when the vehicle is traveling, the vehicle has a corresponding speed, and each tire of the vehicle also has a corresponding wheel speed. The data of the vehicle speed and wheel speed together constitute the data set corresponding to the moment. It is understandable that the first information can include a data set corresponding to a certain moment, or it can include multiple data sets corresponding to a certain time period, and the embodiment of the present application does not limit this.

[0086] Optionally, the specific implementation method of determining the wear degree of the first tire and the corresponding technical effects in the embodiment of the present application can refer to the introduction corresponding to the above-mentioned first aspect and the corresponding implementation methods and technical effects.

[0087] Through the embodiment of the present application, the wear degree of the first tire of the vehicle is displayed, which can effectively provide the user with the current tire health status and health status development trend, allowing the user to monitor the health status of the vehicle tires at any time, so as to replace or repair the tires in time and ensure the safety of vehicle driving.

[0088] In a fourth aspect, an embodiment of the present application provides a communication device, which includes a module or unit for executing any method described in the first aspect.

[0089] In one possible design, the apparatus includes:

[0090] a processing unit configured to obtain first information, the first information comprising at least one data set, a first data set in the at least one data set comprising a first vehicle speed corresponding to a vehicle and a first wheel speed corresponding to a first tire of the vehicle;

[0091] The processing unit is further configured to determine the wear degree of the first tire based on the first information.

[0092] In one possible implementation, the device further includes:

[0093] a communication unit, configured to receive the first information;

[0094] The processing unit is specifically configured to obtain the first information through the communication unit.

[0095] The methods performed by the above-mentioned processing unit and communication unit can refer to the methods corresponding to the above-mentioned first aspect, and will not be repeated here.

[0096] Regarding the technical effects brought about by the fourth aspect and any possible implementation method, please refer to the introduction of the technical effects corresponding to the first aspect and the corresponding implementation method.

[0097] In a fifth aspect, an embodiment of the present application provides a communication device, which includes a module or unit for executing any method described in the second aspect.

[0098] In one possible design, the apparatus includes:

[0099] The processing unit is used to determine the life information of the first tire according to the wear of the first tire of the vehicle, and the life information includes at least one of the following: the remaining mileage that can be used, the remaining service life, and the time when the replacement condition is reached.

[0100] In one possible implementation, the device further includes:

[0101] The communication unit is configured to receive the wear degree of the first tire.

[0102] The methods performed by the above-mentioned processing unit and communication unit can refer to the methods corresponding to the above-mentioned second aspect, and will not be repeated here.

[0103] Regarding the technical effects brought about by the fifth aspect and any possible implementation method, please refer to the introduction of the technical effects corresponding to the second aspect and the corresponding implementation method.

[0104] In a sixth aspect, an embodiment of the present application provides a communication device, which includes a module or unit for executing the method described in any one of the third aspects.

[0105] In one possible design, the apparatus includes:

[0106] The processing unit is used to control the display of the wear degree of the first tire of the vehicle and / or the life information of the first tire.

[0107] In one possible implementation, the device further includes:

[0108] The communication unit is configured to receive information on the wear of the first tire and / or the life of the first tire.

[0109] In one possible implementation, the device further includes:

[0110] The display unit is configured to display the wear degree of the first tire of the vehicle and / or the life information of the first tire.

[0111] The methods performed by the above-mentioned processing unit, communication unit and display unit can refer to the methods corresponding to the above-mentioned third aspect, and will not be repeated here.

[0112] Regarding the technical effects brought about by the sixth aspect and any possible implementation method, please refer to the introduction of the technical effects corresponding to the third aspect and the corresponding implementation method.

[0113] Optionally, in the communication device described in any one of the fourth to sixth aspects and any possible implementation manner:

[0114] In one implementation, the communication apparatus is a communication device. When the communication apparatus is a communication device, the communication unit may be a transceiver or an input / output interface; and the processing unit may be at least one processor. Alternatively, the transceiver may be a transceiver circuit. Alternatively, the input / output interface may be an input / output circuit.

[0115] In another implementation, the communication device is a chip (system) or circuit used in a communication device. When the communication device is a chip (system) or circuit used in a communication device, the communication unit may be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; and the processing unit may be at least one processor, processing circuit, or logic circuit.

[0116] In a seventh aspect, an embodiment of the present application provides a communication device, comprising a processor. The processor is coupled to a memory and can be configured to execute instructions in the memory to implement the method of any of the first to third aspects described above and any possible implementation method. Optionally, the communication device further comprises a memory. Optionally, the communication device further comprises a communication interface, the processor being coupled to the communication interface.

[0117] In an eighth aspect, an embodiment of the present application provides a communication device, comprising: a logic circuit and a communication interface. The communication interface is configured to receive or send information; the logic circuit is configured to receive or send information via the communication interface, so that the communication device executes the method of any one of the first to third aspects and any possible implementation thereof.

[0118] In the ninth aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program (also referred to as code, or instructions); when the computer program is run on a computer, the method of any one of the above-mentioned first to third aspects and any possible implementation method is implemented.

[0119] In the tenth aspect, an embodiment of the present application provides a computer program product, which includes: a computer program (also referred to as code, or instructions); when the computer program is run, it enables the computer to execute any one of the above-mentioned first to third aspects and any possible implementation method.

[0120] In an eleventh aspect, an embodiment of the present application provides a chip, comprising a processor configured to execute instructions. When the processor executes the instructions, the chip performs the method of any one of the first to third aspects and any possible implementation methods described above. Optionally, the chip further comprises a communication interface configured to receive or send signals.

[0121] In the twelfth aspect, an embodiment of the present application provides a vehicle end, which includes at least one communication device as described in the fourth aspect, or the communication device as described in the fifth aspect, or the communication device as described in the sixth aspect, or the communication device as described in the seventh aspect, or the communication device as described in the eighth aspect, or the chip as described in the eleventh aspect.

[0122] In the thirteenth aspect, an embodiment of the present application provides a system, comprising a first communication device and a second communication device, wherein the first communication device is used to execute the method of any aspect of the first to second aspects and any possible implementation method, and the second communication device is used to execute the method of the third aspect and any possible implementation method.

[0123] In addition, in the process of executing the method described in any aspect of the first to third aspects and any possible implementation method, the process of sending information and / or receiving information in the above method can be understood as the process of the processor outputting information and / or the process of the processor receiving input information. When outputting information, the processor can output the information to the transceiver (or communication interface, or sending module) so that it can be transmitted by the transceiver. After the information is output by the processor, it may also need to undergo other processing before it reaches the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or sending module) receives the information and inputs it into the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before it is input into the processor.

[0124] Based on the above principles, for example, the sending of information mentioned in the above method can be understood as the processor outputting information. For another example, the receiving of information can be understood as the processor receiving input information.

[0125] Optionally, for the operations such as transmission, sending and receiving involved in the processor, if there is no special explanation, or if they do not conflict with their actual functions or internal logic in the relevant description, they can be more generally understood as processor output, reception, input and other operations.

[0126] Optionally, in the process of executing the method described in any aspect of the first to third aspects and any possible implementation method, the processor may be a processor specifically used to execute these methods, or a processor that executes these methods by executing computer instructions in a memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as a read-only memory (ROM), which may be integrated with the processor on the same chip or may be separately provided on different chips. The embodiments of the present application do not limit the type of memory and the configuration of the memory and the processor.

[0127] In a possible implementation, the at least one memory is located outside the device.

[0128] In yet another possible implementation, the at least one memory is located within the device.

[0129] In another possible implementation, part of the at least one memory is located inside the device, and another part of the memory is located outside the device.

[0130] In this application, the processor and the memory may also be integrated into one device, that is, the processor and the memory may also be integrated together.

[0131] In the embodiment of the present application, the wear of the vehicle tires can be determined only by using the vehicle speed and wheel speed data, and the health status of the vehicle tires can be monitored at any time without installing special sensors, thereby reducing vehicle costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0132] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0133] FIG1A is a schematic diagram of the architecture of a vehicle tire monitoring system provided by an embodiment of the present application;

[0134] FIG1B is a schematic diagram of the architecture of a vehicle tire monitoring system provided in an embodiment of the present application;

[0135] FIG2 is a schematic flow chart of a vehicle tire monitoring method provided in an embodiment of the present application;

[0136] FIG3 is a schematic diagram of a process for calculating tire wear according to an embodiment of the present application;

[0137] FIG4A is a schematic diagram of tire wear provided by an embodiment of the present application;

[0138] FIG4B is a schematic diagram of tire wear provided by an embodiment of the present application;

[0139] FIG5 is a schematic diagram of a process for predicting tire life provided by an embodiment of the present application;

[0140] FIG6 is a schematic diagram of a process for evaluating tire status according to an embodiment of the present application;

[0141] FIG7 is a schematic structural diagram of a communication device provided in an embodiment of the present application;

[0142] FIG8 is a schematic structural diagram of a communication device provided in an embodiment of the present application;

[0143] FIG9 is a schematic diagram of the structure of a chip provided in an embodiment of the present application. DETAILED DESCRIPTION

[0144] In order to make the purpose, technical solutions and advantages of this application clearer, the embodiments of this application will be described below in conjunction with the drawings in the embodiments of this application.

[0145] The terms "first" and "second" in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or units that are inherent to the process, method, product, or device.

[0146] The “embodiment” mentioned herein means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It can be understood explicitly and implicitly by those skilled in the art that in the various embodiments of the present application, unless otherwise specified and there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form a new embodiment according to their inherent logical relationship.

[0147] It should be understood that in the present application, "at least one (item)" refers to one or more, "more than one" refers to two or more, "at least two (items)" refers to two or three and more than three, and "and / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0148] It should be noted that in this application, "indication" can include direct indication, indirect indication, explicit indication, and implicit indication. When describing that a certain indication information is used to indicate A, it can be understood that the indication information carries A, directly indicates A, or indirectly indicates A.

[0149] In this application, the information indicated by the indication information is referred to as the information to be indicated. In specific implementations, there are many ways to indicate the information to be indicated. For example, but not limited to, the information to be indicated can be directly indicated, such as the information to be indicated itself or an index of the information to be indicated. The information to be indicated can also be indirectly indicated by indicating other information, where the other information is associated with the information to be indicated. Alternatively, only a portion of the information to be indicated can be indicated, while the rest of the information to be indicated is known or agreed upon in advance. For example, the indication of specific information can be achieved by using a pre-agreed (e.g., protocol-specified) order of the various information, thereby reducing indication overhead to a certain extent. The information to be indicated can be sent as a whole or divided into multiple sub-information and sent separately. The transmission period and / or transmission timing of these sub-information can be the same or different. The specific transmission method is not limited in this application. The transmission period and / or transmission timing of these sub-information can be pre-defined, for example, according to a protocol, or can be configured by the transmitting device sending configuration information to the receiving device.

[0150] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" only indicates the direction of information transmission, A is the destination, and does not limit "sending information to A" to direct transmission on the air interface. "Sending information to A" includes sending information directly to A, and also includes sending information indirectly to A through a transmitter, so "sending information to A" can also be understood as "outputting information to A". Similarly, "receiving information from A" indicates that the source of the information is A, including receiving information directly from A, and also including receiving information indirectly from A through a receiver, so "receiving information from A" can also be understood as "inputting information from A".

[0151] This application provides a vehicle tire monitoring method, which is applied to the field of connected vehicle technology, such as monitoring tires of smart electric vehicles or smart electric bicycles. In order to more clearly describe the solution of this application, some knowledge related to tire monitoring is first introduced below.

[0152] Tires, as a critical and vulnerable component of a vehicle, significantly impact vehicle safety. Therefore, the industry has established standards for tire replacement. When tire tread wear reaches a certain depth, the tires must be replaced promptly to ensure vehicle safety.

[0153] Because electric vehicles have greater torque and quicker reaction times at launch than fuel-powered vehicles, they experience greater ground reaction forces during launch. Therefore, electric vehicle tires must be able to withstand greater weight and achieve greater durability. Because electric vehicle tires bear greater loads than fuel-powered vehicle tires and react more quickly during launch, electric vehicle tires also wear more quickly than fuel-powered vehicle tires. Furthermore, commercial vehicle tires are in constant operation, causing them to wear more quickly and presenting greater safety risks. Therefore, more monitoring and more detailed information are needed to ensure tire safety.

[0154] Currently, tire wear monitoring typically involves directly measuring the tire tread pattern with a measuring tool to determine the degree of wear. However, this method cannot continuously monitor the health of a vehicle's tires. Alternatively, specialized sensors, such as torque and slip, can be used to indirectly calculate tire wear without using measuring tools. However, this method requires specialized sensors, increasing vehicle costs.

[0155] In view of this, an embodiment of the present application provides an architecture of a vehicle tire monitoring system, and based on the architecture, proposes a new vehicle tire monitoring method, which can determine the wear of the vehicle tires using only the vehicle speed and wheel speed data. It can monitor the health status of the vehicle tires at any time and does not require the installation of special sensors, thereby reducing vehicle costs.

[0156] Please refer to FIG. 1A and FIG. 1B , which are schematic diagrams of the architecture of a vehicle tire monitoring system provided in an embodiment of the present application.

[0157] As shown in FIG1A , the architecture of the vehicle tire monitoring system is mainly used to monitor information such as the wear and tear of vehicle tires and the life of vehicle tires, involving two major parts: the vehicle side and the remote server side.

[0158] The vehicle side and the remote server side are connected via a wireless network.

[0159] The vehicle-side system includes, but is not limited to, a data acquisition system for collecting the current vehicle status, including, but not limited to, vehicle speed, wheel speed, and tire pressure. It is understood that this data acquisition system includes, but is not limited to, sensors commonly found on vehicles for measuring vehicle speed, wheel speed, and tire pressure, and is used to collect various types of vehicle data. The vehicle-side system transmits the collected data to a remote server.

[0160] The remote server includes but is not limited to data storage systems, data processing systems, data analysis systems, data evaluation systems, etc. Its functions are described as follows:

[0161] After receiving the data from the vehicle, the remote server stores the data in the data storage system.

[0162] After the data processing system extracts the required data from the data storage system, it cleans the data, removes invalid sampled data, such as extreme values, null values, etc., filters out valid data, and performs data segmentation on the valid data. For example, it can be segmented by time, dividing the valid data into driving data segments for each day or each time period. For example, it can be segmented by mileage, dividing the valid data into driving data segments for each mileage, and so on. The embodiments of the present application do not limit this.

[0163] The data analysis system analyzes the segmented valid data, calculates the tire wear, predicts the tire life information, stores the tire wear and tire life information in the data storage system, and sends the tire wear and tire life information to the data evaluation system.

[0164] After receiving the tire wear and tire life information from the data analysis system, the data evaluation system evaluates the health status of the tire based on the tire wear and tire life information, and outputs tire evaluation information. It can provide users with tire quality and cost evaluation analysis to reduce vehicle tire maintenance costs and ensure vehicle driving safety.

[0165] Optionally, the data evaluation system will also send tire wear and tire life information to devices with display functions such as the vehicle / mobile phone APP / smart wearable devices for display, and provide early warnings to users through screens, sounds, lights, electricity, vibrations, etc.

[0166] Based on the above vehicle tire monitoring system architecture description, the entire vehicle tire monitoring system workflow can be as follows:

[0167] (1) The server classifies the vehicle and configures tire parameters. The vehicle classification may include, but is not limited to, the vehicle's purpose (commercial vehicle, family car), the vehicle's load capacity (truck, bus), the vehicle's size (large car, medium car, small car), etc. Optionally, the tire parameters can be configured to support individual user configuration, such as configuring tire specifications through a mobile phone app, or to support backend configuration by a system administrator, which is not limited in this embodiment of the application.

[0168] (2) Clean the data reported by each vehicle, remove invalid sampling data, such as extreme values, null values, etc., and filter out valid data.

[0169] (3) The filtered valid data is divided into driving data segments for each day or each time period according to time, or divided into driving data segments for each mileage according to mileage.

[0170] (4) Extract relevant features from the driving data segment, calculate the wear of each tire, and store the records.

[0171] (5) For each vehicle, predict tire life based on wear data recorded daily, during each time period, or for each mileage segment.

[0172] (6) Produce an analysis report on the current tires of all current vehicles, including but not limited to the health status of the tires, the wear of the tires, the quality assessment of the tires, the cost assessment of the tires, etc., which is not limited in this embodiment of the present application.

[0173] (7) For a single vehicle, the remote server sends the tire wear and tire life prediction results to the vehicle / mobile phone APP / smart wearable device and other devices with display functions, and issues an early warning prompt.

[0174] As shown in FIG1B , the architecture of the vehicle tire monitoring system is mainly used to monitor information such as the wear degree and life of vehicle tires, and involves the vehicle side.

[0175] Among them, the vehicle side includes but is not limited to data acquisition system, data storage system, data processing system, data analysis system, data evaluation system, etc. Its functional description can refer to the corresponding description in Figure 1A and will not be repeated here.

[0176] It is understood that in the vehicle tire monitoring system shown in FIG1A above, the remote server is independently deployed outside the vehicle and has a wireless communication connection with a device with a display function such as the vehicle-side computer / mobile phone APP / smart wearable device. After the remote server determines the tire wear and / or tire life information, it controls the tire wear and / or tire life information to be displayed on a device with a display function such as the vehicle-side computer / mobile phone APP / smart wearable device. In the vehicle tire monitoring system shown in FIG1B above, the remote server is integrated into the vehicle. After the vehicle-side computer determines the tire wear and / or tire life information, it displays the tire wear and / or tire life information.

[0177] Based on the architecture of the vehicle tire monitoring system shown in FIG. 1A and FIG. 1B , the embodiment of the present application further provides a new vehicle tire monitoring method, which will be described below in conjunction with FIG. 2 to FIG. 6 .

[0178] Please refer to Figure 2, which is a flow chart of a vehicle tire monitoring method provided in an embodiment of the present application. This vehicle tire monitoring method is applied to the field of connected vehicle technology, such as monitoring tires of smart electric vehicles or smart electric bicycles. Specifically, this vehicle tire monitoring method includes but is not limited to the following steps:

[0179] S201: Acquire first information.

[0180] S202: Determine the wear degree of the first tire according to the first information.

[0181] Optionally, in the embodiment of the present application, the device for obtaining the first information and determining the wear of the first tire based on the first information can be a first communication device, which is a device equipped with a processor / chip that can be used to execute computer-executable instructions, or a processor / chip that can be used to execute computer-executable instructions. The embodiment of the present application does not limit this. Optionally, the first communication device can be a vehicle-side device, or a processor / chip within the vehicle-side device. For example, it can be the vehicle-side device in the vehicle tire monitoring system shown in Figure 1B above, which is used to execute the vehicle tire monitoring method in the embodiment of the present application to determine the wear of the vehicle tire using only the vehicle speed and wheel speed data. This can not only monitor the health status of the vehicle tire at any time, but also eliminate the need to install special sensors, thereby reducing vehicle costs.

[0182] Optionally, the device used to obtain the first information and determine the wear of the first tire based on the first information in the embodiment of the present application can also be a second communication device. The second communication device is a device equipped with a processor / chip that can be used to execute computer-executable instructions, or it can be a processor / chip that can be used to execute computer-executable instructions. The embodiment of the present application does not limit this. Optionally, the second communication device can be a remote server end, or it can be a processor / chip in the remote server end. For example, it can be a remote server end in the vehicle tire monitoring system shown in Figure 1A above, used to execute the vehicle tire monitoring method in the embodiment of the present application, so as to determine the wear of the vehicle tire using only the vehicle speed and wheel speed data. It can monitor the health status of the vehicle tire at any time and does not require the installation of special sensors, thereby reducing vehicle costs. At this time, the second communication device (remote server end) and the first communication device (vehicle end) constitute a vehicle tire monitoring system. Its architecture can be specifically referred to the description of Figure 1A above, and will not be repeated here.

[0183] It is understandable that the vehicle in the embodiment of the present application can be replaced by a terminal device, which can be a mobile robot or other terminal device that is driven by a power battery and needs to be moved by tires. The embodiment of the present application does not make specific limitations on this.

[0184] The first information includes at least one data set, and a first data set in the at least one data set includes a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to a first tire of the vehicle.

[0185] It is understood that a data set herein can be considered a data frame or can exist in other data storage forms, and the present embodiment does not limit this. At a certain moment in a vehicle's travel, the vehicle has a corresponding speed, and each tire of the vehicle also has a corresponding wheel speed. The vehicle speed and wheel speed data together constitute the data set corresponding to that moment.

[0186] For example, taking a vehicle with four tires (left front wheel, right front wheel, left rear wheel, right rear wheel) as an example, the data set corresponding to a certain time t can be expressed as follows:

[0187] The units of wheel speed and vehicle speed in the above table are speed units, such as km / h.

[0188] It is understandable that the first information may include a data set corresponding to a certain moment, or may include multiple data sets corresponding to a certain time period, and the embodiment of the present application does not limit this.

[0189] In the embodiments of the present application, the degree of wear of a vehicle's tires can be determined solely using the vehicle's speed and wheel speed data. Compared to methods that use measuring tools to directly measure the tire tread to determine the degree of wear of a vehicle's tires, the embodiments of the present application can readily determine the degree of wear of the vehicle's tires using the vehicle's speed and wheel speed data, thus monitoring the health of the vehicle's tires at all times. Compared to methods that indirectly calculate the degree of wear by measuring parameters such as torque and slip using specialized sensors, the embodiments of the present application can determine the degree of wear of the vehicle's tires using only the sensors that measure vehicle speed and wheel speed, without the need for specialized sensors, thereby reducing vehicle costs.

[0190] In a possible embodiment, the above step S202 may be specifically implemented as follows:

[0191] The first wheel speed is converted into a first rotational speed according to specification information of the first tire, and the first vehicle speed is converted into a first reference rotational speed. The wear degree of the first tire is determined according to the first rotational speed and the first reference rotational speed.

[0192] It can be understood that the speed data in the above-mentioned first data set is first converted into rotational speed data based on the specification information of the first tire. For example, the first wheel speed is converted into the first rotational speed, and the first vehicle speed is converted into the first reference rotational speed. Then, the wear degree of the first tire is determined based on the first rotational speed and the first reference rotational speed.

[0193] It is understood that the speed data herein includes but is not limited to data in kilometers per hour (km / h), and the rotational speed data herein includes but is not limited to data in revolutions per minute (rpm). The first rotational speed may be considered to be the rotational speed corresponding to the first tire, and the first reference rotational speed may be considered to be the rotational speed corresponding to a tire of a standard specification used as a reference.

[0194] It can be understood that the specification information of the first tire includes but is not limited to various dimensional information related to the first tire, which is used to obtain the outer diameter of the first tire and then used to convert the speed data into rotational speed data. As for the specific content of the dimensional information included, the embodiment of the present application does not limit this.

[0195] Optionally, the specification information of the first tire may directly include the outer diameter of the first tire, which is used to convert the speed data into rotation speed data.

[0196] Optionally, the specification information of the first tire may further include a parameter set of the width, aspect ratio, and hub diameter of the first tire, which is used to indirectly calculate the outer diameter of the first tire, thereby converting the speed data into rotational speed data.

[0197] For example, when the specification information of the first tire includes tire width, aspect ratio, and hub diameter, the speed data (first wheel speed, first vehicle speed) can be converted into rotational speed data (first rotational speed, first reference rotational speed) according to the specification information of the first tire using the following formula:

[0198] Among them, v rpm Indicates the speed data, v kmh represents speed data, d represents the outer diameter of the tire, and the calculation formula is as follows:

[0199] Among them, L is the width of the tire, V is the aspect ratio, and r is the wheel diameter (in inches). For example, for a tire with specifications of "L=255, V=50, r=20", its outer diameter is d=2*255*50 / 100+20*25.4=763mm.

[0200] It is understandable that since the vehicle speed and the wheel speed of the tire are very close during driving, it is difficult to accurately determine the tire wear condition based on the difference between the vehicle speed and the wheel speed. The embodiment of the present application amplifies the difference between the vehicle speed and the wheel speed by converting the speed data into rotational speed data, and then determines the tire wear condition based on the difference in the amplified rotational speed data, thereby obtaining a more accurate tire wear degree.

[0201] In a possible embodiment, the step of “determining the wear degree of the first tire according to the first rotational speed and the first reference rotational speed” may be specifically implemented as follows:

[0202] An error of the first rotational speed relative to the first reference rotational speed is determined as the wear degree of the first tire.

[0203] The first speed may be considered as the speed corresponding to the first tire, and the first reference speed may be considered as the speed corresponding to a tire of a standard specification used as a reference. The error of the first speed relative to the first reference speed may be expressed by the following formula:

[0204] The above g represents the first rotational speed, and the above h represents the first reference rotational speed. g and h can be obtained by the above conversion formula between speed data and rotational speed data.

[0205] Since the vehicle speed and the wheel speed of the tire are very close during driving, it is difficult to accurately determine the tire wear condition based on the difference between the vehicle speed and the wheel speed. However, the embodiment of the present application amplifies the difference between the vehicle speed and the wheel speed by converting the speed data into rotational speed data, and then determines the tire wear condition based on the difference in the amplified rotational speed data (i.e., the error of the first rotational speed relative to the first reference rotational speed), thereby obtaining a more accurate tire wear degree.

[0206] In a possible embodiment, when the first information includes N first data sets, the wear degree of the first tire is associated with the first speed and the first reference speed corresponding to each of the N first data sets, where N is an integer greater than 1. In this case, the specific implementation of determining the wear degree of the first tire may be as follows:

[0207] Among them, the first information includes N first data sets corresponding to a certain time period, and each first data set in the N first data sets includes the vehicle speed and the wheel speed of each tire corresponding to a certain moment in the certain time period. According to the tire specification information, the speed data is converted into rotational speed data, and the first rotational speed and first reference rotational speed corresponding to each first data set can be obtained. At this time, the wear degree of the first tire is associated with the first rotational speed and first reference rotational speed corresponding to each first data set in the N first data sets.

[0208] It is understandable that, when the first information includes N first data sets, the error of the first rotational speed corresponding to each first data set relative to the first reference rotational speed is calculated, and then the average of the errors corresponding to the N first data sets is taken to obtain an average relative error corresponding to the N first data sets. The average relative error is determined as the wear degree of the first tire, which can be specifically expressed by the following formula:

[0209] The above g i represents the first speed corresponding to the i-th first data set among the N first data sets. The above h i represents the first reference speed corresponding to the i-th first data set among the N first data sets, g i and h iIt can be obtained by the conversion formula between speed data and rotation speed data, where N is the number of first data sets. It can be seen that this formula represents the average of the errors corresponding to N first data sets to obtain the average relative error corresponding to the N first data sets.

[0210] Through the embodiments of the present application, speed data is converted into rotational speed data to amplify the difference between vehicle speed and wheel speed, and the tire wear condition is determined based on the average relative error corresponding to multiple first data sets within a certain period of time, so that a more accurate tire wear degree can be obtained.

[0211] In a possible embodiment, when the first information includes N first data sets, the wear degree of the first tire is associated with the first speed, the first reference speed, and the first weight corresponding to each of the N first data sets, where N is an integer greater than 1. In this case, the specific implementation of determining the wear degree of the first tire may be as follows:

[0212] The first information includes N first data sets corresponding to a certain time period. Each of the N first data sets includes the vehicle speed and the wheel speed of each tire corresponding to a certain moment in the certain time period. Each first data set also corresponds to a first weight. Based on the tire specifications, the speed data is converted into rotational speed data to obtain a first rotational speed and a first reference rotational speed corresponding to each first data set. The wear degree of the first tire is then associated with the first rotational speed, the first reference rotational speed, and the first weight corresponding to each of the N first data sets.

[0213] It can be understood that, when the first information includes N first data sets, the error of the first rotational speed corresponding to each first data set relative to the first reference rotational speed is calculated, and then the weighted average of the errors corresponding to the N first data sets is taken using the first weights corresponding to the N first data sets. This can be used to obtain an average relative error corresponding to the N first data sets. The wear degree of the first tire is determined based on the average relative error, which can also be specifically expressed by the following formula:

[0214] The above k i represents the first weight corresponding to the i-th first data set in the N first data sets, and is used to perform weighted averaging on the errors corresponding to the N first data sets. The above g i represents the first speed corresponding to the i-th first data set among the N first data sets. The above h i represents the first reference speed corresponding to the i-th first data set among the N first data sets, g i and h iThis can be obtained using the above formula for converting speed data to rotational speed data, where N is the number of first data sets. It can be seen that this formula represents the weighted average of the errors corresponding to the N first data sets, resulting in the average relative error corresponding to the N first data sets.

[0215] Through the embodiments of the present application, speed data is converted into rotational speed data to amplify the difference between vehicle speed and wheel speed, and the tire wear condition is determined based on the average relative error corresponding to multiple first data sets within a certain period of time, so that a more accurate tire wear degree can be obtained.

[0216] Optionally, the above k i The (first weight) is also associated with the tire pressure corresponding to the i-th first data set among the N first data sets.

[0217] It is understandable that when performing weighted averaging on the errors corresponding to N first data sets, the weight of the error corresponding to each first data set may be the same or different, and the weight may also be determined by the tire pressure of the vehicle tire at the moment corresponding to the first data set.

[0218] For example, when performing a weighted average of the errors corresponding to N first data sets, when the tire pressure of the vehicle tire at the time corresponding to a certain first data set is the middle value within the normal tire pressure range (configurable), the weight of the error corresponding to the first data set is the largest; when the tire pressure of the vehicle tire at the time corresponding to a certain first data set is the minimum or maximum value within the normal tire pressure range, the weight of the error corresponding to the first data set is the smallest, that is, the weight of the error corresponding to the first data set and the tire pressure of the vehicle tire at the time corresponding to the first data set satisfy a relationship similar to a normal distribution. It is understandable that the set tire pressure range is configurable, for example, it can be configured to 2.0 to 3.5 bar, and this embodiment of the present application does not limit this.

[0219] Through the embodiments of the present application, when performing weighted averaging on the errors corresponding to N first data sets, the weight of the error corresponding to each first data set is associated with the tire pressure of the vehicle tire at the corresponding moment of the first data set. This can make the obtained average relative error corresponding to the N first data sets more in line with the actual usage scenario of the tire, thereby obtaining a more accurate tire wear degree.

[0220] In a possible embodiment, the first data set satisfies at least one of the following conditions:

[0221] The first vehicle speed is greater than a first threshold, and the wheel speeds of the vehicle's tires (including the first tire) are in a first range.

[0222] Specifically, the first data set includes a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to a first tire of the vehicle, the first vehicle speed is greater than a first threshold, and / or the first wheel speed is within a first range.

[0223] It can be understood that the first threshold and the first interval are not fixed values ​​and can be adjusted according to different tire usage scenarios. For example, the first threshold can be configured to 40 km / h, and the endpoint value of the first interval can be configured according to the wheel speed of all tires of the vehicle. The embodiment of the present application does not limit this.

[0224] Through the embodiments of the present application, by setting filtering conditions for vehicle speed data and wheel speed data, invalid sampling data, such as extreme values ​​and null values, can be removed to obtain a valid first data set, thereby calculating a more accurate tire wear degree.

[0225] In a possible embodiment, the first data set further includes the tire pressure of the vehicle corresponding to the first moment, and the tire pressure of the vehicle corresponding to the first moment is in the second range, and the first moment is the moment corresponding to the first data set.

[0226] It is understandable that the second interval is not a fixed value and can be adjusted according to different tire usage scenarios. For example, the second interval can be configured as 2.0 to 3.5 bar, and this embodiment of the present application does not limit this.

[0227] Through the embodiments of the present application, by setting filtering conditions for the tire pressure of the vehicle tire at the corresponding moment of the first data set, invalid sampling data, such as extreme values, null values, etc., can be removed to obtain a valid first data set, thereby calculating a more accurate tire wear degree and making the calculated tire wear degree more in line with the actual use scenario of the tire.

[0228] Optionally, the endpoint value of the first interval is pre-configured; or, the endpoint value of the first interval is associated with the average value of the wheel speed corresponding to at least one tire of the vehicle at the first moment and the standard deviation of the wheel speed corresponding to at least one tire of the vehicle at the first moment, and the first moment is the moment corresponding to the first data set.

[0229] Specifically, the endpoint values ​​of the first interval can be preconfigured, specifically system-configured or user-configured. The configured endpoint values ​​of the first interval are not fixed and can be adjusted based on different tire usage scenarios. Alternatively, the endpoint values ​​of the first interval can be configured based on the wheel speed of at least one tire of the vehicle, specifically based on the average wheel speed corresponding to the at least one tire of the vehicle and the standard deviation of the wheel speed corresponding to the at least one tire of the vehicle.

[0230] Exemplarily, the first interval may be configured as [PQ, P+Q], where P is the average wheel speed corresponding to all tires of the vehicle, and Q is the standard deviation of the wheel speed corresponding to all tires of the vehicle.

[0231] Through the embodiments of the present application, by setting filtering conditions for the tire pressure of the vehicle tire at the corresponding moment of the first data set, invalid sampling data, such as extreme values, null values, etc., can be removed to obtain a valid first data set, thereby calculating a more accurate tire wear degree and making the calculated tire wear degree more in line with the actual use scenario of the tire.

[0232] Optionally, a coefficient can be configured for each tire. When calculating the wear of a certain tire, a first interval screening condition is set for the tire pressure of the vehicle tire at the corresponding moment of the first data set. The endpoint value of the first interval can be determined by the coefficient of the tire configuration, the average value of the wheel speed corresponding to at least one tire of the vehicle, and the standard deviation of the wheel speed corresponding to at least one tire of the vehicle.

[0233] Exemplarily, the first interval can be configured as [Pj*Q,P+j*Q], where P is the average wheel speed corresponding to all tires of the vehicle, Q is the standard deviation of the wheel speed corresponding to all tires of the vehicle, and j is the coefficient of the tire configuration.

[0234] Since the coefficient configured for a tire is associated with factors such as the tire's hardware performance, the user's driving habits, and driving road conditions, the first interval determined based on the coefficient can more effectively remove invalid sampled data, such as extreme values ​​and null values, to obtain a valid first data set, thereby calculating a more accurate tire wear degree and making the calculated tire wear degree more consistent with the actual tire usage scenario.

[0235] In a possible embodiment, the vehicle tire monitoring method may further include but is not limited to the following steps:

[0236] Life information of the first tire is determined based on the wear degree of the first tire.

[0237] The life information includes at least one of the following: remaining usable mileage, remaining service life, and time to reach replacement conditions.

[0238] It is understood that the remaining useful life of the first tire refers to the theoretically calculated remaining time until the first tire is scrapped, and the time to reach replacement condition for the first tire refers to the remaining available time until the first tire may affect vehicle driving safety and need to be replaced, as predicted based on actual driving scenarios. The actual driving scenarios may include but are not limited to the vehicle's purpose (commercial vehicle, family car), vehicle load (truck, bus), vehicle size (large vehicle, mid-size vehicle, small vehicle), vehicle tire hardware performance, user's driving habits, driving road conditions, etc.

[0239] Through the embodiments of the present application, tire wear is used to predict tire life information, which can effectively provide users with the current tire health status and health status development trends, allowing users to monitor the health status of vehicle tires at any time, so as to replace or repair tires in time and ensure vehicle driving safety.

[0240] Optionally, the step of “determining the life information of the first tire according to the wear degree of the first tire” may be specifically implemented as follows:

[0241] Acquire second information, the second information including wear of the first tire during a first time period; and output life information of the first tire based on the second information and a tire life prediction model, the tire life prediction model being used to characterize a relationship between historical tire wear and tire life.

[0242] It can be understood that the second information serves as the input of the tire life prediction model, and the life information of the first tire serves as the output of the tire life prediction model. The tire life prediction model is used to characterize the relationship between the historical wear of the tire and the tire life, and its training process is not limited in the embodiment of this application.

[0243] In the embodiment of the present application, the historical wear within the first time period is used to predict the life information of the tire, which can effectively provide the user with the current tire health status and health status development trend, so that the user can monitor the health status of the vehicle tires at any time, so as to replace or repair the tires in time and ensure the safety of vehicle driving.

[0244] Optionally, the second information may also include, but is not limited to, at least one of the following:

[0245] The braking strength of the vehicle's brake pedal during the first time period, the braking distance of the first tire during the first time period, and the weather information during the first time period.

[0246] Specifically, in addition to the historical wear, the second information may also include but is not limited to the braking strength of the vehicle's brake pedal in the first time period, the braking distance corresponding to the first tire in the first time period, weather information in the first time period, etc.

[0247] Through the embodiments of the present application, by combining actual driving scenarios and historical wear to predict tire life information, users can effectively be provided with the current tire health status and health status development trends, allowing users to monitor the health status of vehicle tires at any time, so as to replace or repair tires in a timely manner and ensure vehicle driving safety.

[0248] Optionally, the second information may also include but is not limited to the accumulated mileage of the current tire, the accumulated usage time of the current tire, the purpose of the vehicle (commercial vehicle, family car), the load capacity of the vehicle (truck, bus), the size of the vehicle (large car, medium-sized car, small car), the hardware performance of the vehicle tire, the user's driving habits, driving road conditions, etc.

[0249] In a possible embodiment, the vehicle tire monitoring method may further include but is not limited to the following steps:

[0250] The display of the wear degree of the first tire and / or the life information of the first tire is controlled.

[0251] Specifically, after the wear degree of the first tire is determined, the display of the wear degree of the first tire and / or the display of the life information of the first tire may be controlled.

[0252] It can be understood that in one possible case, after the remote server determines the wear degree of the first tire and / or the life information of the first tire, it controls the wear degree of the first tire and / or the life information of the first tire to be displayed on a device with a display function such as the vehicle-side vehicle computer / mobile phone APP / smart wearable device. In this case, the remote server is independently deployed outside the vehicle, and there is a wireless communication connection between it and the vehicle-side vehicle computer / mobile phone APP / smart wearable device and other devices with a display function.

[0253] In another possible scenario, the remote server is integrated with the vehicle, and after the vehicle computer determines the wear degree of the first tire and / or the life information of the first tire, the wear degree of the first tire and / or the life information of the first tire are displayed. Through the embodiment of the present application, controlling the display of the wear degree of the first tire and / or the life information of the first tire can effectively provide the user with the current tire health status and health status development trend, allowing the user to monitor the health status of the vehicle tires at any time, so as to replace or repair the tires in a timely manner and ensure vehicle driving safety.

[0254] Optionally, the wear degree of the first tire and / or the life information of the first tire may be displayed on the vehicle computer interface, or the wear degree of the first tire and / or the life information of the first tire may be sent to a mobile phone or smart wearable device connected to the vehicle computer, for example, by prompting the user via a screen, sound, light, electricity, vibration, etc.

[0255] In a possible embodiment, the vehicle tire monitoring method may further include but is not limited to the following steps:

[0256] Evaluation information corresponding to the first tire is output according to the wear degree of the first tire and / or the life information of the first tire.

[0257] The evaluation information includes at least one of the following: health status of the first tire, wear condition of the first tire, quality evaluation of the first tire, and use cost evaluation of the first tire.

[0258] Through the embodiments of the present application, the output tire evaluation information can provide users with tire quality and cost evaluation analysis to reduce vehicle tire maintenance costs and ensure vehicle driving safety.

[0259] Please refer to Figure 3, which is a schematic diagram of a process flow for calculating tire wear according to an embodiment of the present application. It is understood that the steps in this embodiment can be considered reasonable variations or supplements to the embodiment in Figure 2 above; alternatively, it is understood that the method for calculating tire wear in this embodiment can also be considered a standalone embodiment, which is not limited in this application.

[0260] The method for calculating tire wear provided in the embodiments of the present application is applied to the field of connected vehicle technology, such as calculating tire wear of smart electric vehicles or smart electric bicycles. Specifically, the method for calculating tire wear includes but is not limited to the following steps:

[0261] First, a vehicle driving data segment is obtained. This driving data segment includes but is not limited to the vehicle speed and the wheel speeds of all the vehicle's tires. For example, taking a vehicle with four tires (left front wheel, right front wheel, left rear wheel, and right rear wheel) as an example, the driving data segment includes but is not limited to the vehicle speed, the left front wheel speed, the right front wheel speed, the left rear wheel speed, and the right rear wheel speed.

[0262] Driving data segments (including the above-mentioned vehicle speed and wheel speed data) where the vehicle speed is greater than a certain threshold (configurable, such as 40 km / h) and the tire pressure is within a normal range (configurable, such as 2.0 to 3.5 bar) are extracted as valid data segments for calculating tire wear.

[0263] Optionally, when extracting a valid data segment, a screening condition may be added: the wheel speeds in the valid data segment should be within a preset interval. The endpoints of the interval may be configured based on the wheel speeds of all the vehicle's tires, and this embodiment of the present application does not impose any restrictions on this. For example, the wheel speeds in the valid data segment should be within [P-3*Q, P+3*Q], where P is the average wheel speed of all the vehicle's tires, Q is the standard deviation of the wheel speeds of all the vehicle's tires, and 3 is a coefficient for the tire configuration. Optionally, the coefficient is associated with factors such as the tire's hardware performance, the user's driving habits, and driving road conditions.

[0264] The extracted speed data (kilometers per hour: km / h) is converted into rotational speed data (rotations per minute: rpm). The conversion method can refer to the relevant descriptions of formulas (1) and (2) in the vehicle tire monitoring method shown in Figure 2 above, and will not be repeated here.

[0265] The tire wear is calculated based on the rotational speed data obtained by converting the vehicle speed and wheel speed data. The wear in the embodiment of the present application is defined as the average relative error of the effective tire rotational speed relative to the rotational speed of a standard tire. The calculation method for this can be referred to the relevant descriptions of Formulas (3), (4), and (5) in the vehicle tire monitoring method shown in FIG2 , and will not be further described here.

[0266] Optionally, the degree of wear can be further converted into a health score (such as 0-100), or a health grade (such as excellent, good, poor), as well as a numerical value indicating the health status such as the remaining mileage of the tire.

[0267] Finally, the wear degree or alarm is displayed. For different wear degree patterns of each tire, different alarm types and corresponding recommended handling methods are output accordingly.

[0268] Please refer to Figures 4A and 4B for details. Figures 4A and 4B are schematic diagrams of tire wear provided in embodiments of the present application.

[0269] As shown in FIG4A , the wear variation curves of the left front wheel (FL), the right front wheel (FR), the left rear wheel (RL), and the right rear wheel (RR) over time are respectively shown. The horizontal axis of the graph represents time, the left vertical axis represents wear, and the right vertical axis represents tire pressure. The solid line represents the wear variation of the tire over time, and the dotted line represents the tire pressure variation over time.

[0270] It can be seen that the tire pressure of each tire maintains roughly the same change, but the wear of the left front wheel (FL) deteriorates too quickly compared to the other tires. It can be considered that the single wheel is excessively worn, and an alarm may be generated: The left front wheel is wearing too fast, please check it in time.

[0271] As shown in FIG4B , the wear variation curves of the left front wheel (FL), the right front wheel (FR), the left rear wheel (RL), and the right rear wheel (RR) over time are respectively shown. The horizontal axis of the graph represents time, the left vertical axis represents wear, and the right vertical axis represents tire pressure. The solid line represents the wear variation of the tire over time, and the dotted line represents the tire pressure variation of the tire over time.

[0272] As can be seen, the wear degree of both the left front wheel (FL) and the right front wheel (FR) is less than -0.5, indicating that both wheels are excessively worn. An alarm may be issued: "Excessive wear on the left and right front wheels. Please replace them immediately." Alternatively, if the front and rear wheels are evenly worn, a reminder may be issued to the user to replace the front and rear wheels.

[0273] Optionally, tire failure modes may include excessive wear of a single tire, excessive wear of multiple tires, abnormal four-wheel alignment parameters, etc. Accordingly, recommended treatments may include recommending replacement of tires at a specified location, recommending tire rotation at a specified location, recommending four-wheel alignment testing, etc.

[0274] Optionally, the wear of each tire can be further integrated to output an evaluation and analysis conclusion of the entire vehicle tire, for example, the vehicle tire is healthy, please continue to use it.

[0275] Through the embodiments of the present application, the degree of wear of a vehicle's tires can be determined solely using the vehicle's speed and wheel speed data. Compared to methods that use measuring tools to directly measure the tire tread to determine the degree of wear of a vehicle's tires, the embodiments of the present application can use the vehicle's speed and wheel speed data to determine the degree of wear of the vehicle's tires at any time, thus monitoring the health of the vehicle's tires at any time. Compared to methods that use specialized sensors to measure corresponding parameters such as torque and slip rate to indirectly calculate the degree of tire wear, the embodiments of the present application can determine the degree of wear of the vehicle's tires based solely on the vehicle's conventional speed and wheel speed sensors, eliminating the need for specialized sensors, thereby reducing vehicle costs.

[0276] Please refer to Figure 5, which is a schematic diagram of a process flow for predicting tire life provided in an embodiment of the present application. It is understood that the steps in this embodiment of the present application can be considered as reasonable variations or supplements to the embodiment of Figure 2 above; alternatively, it is understood that the method for predicting tire life in this embodiment of the present application can also be considered as an independent embodiment that can be executed independently, and this application does not limit this.

[0277] The tire life prediction method provided in the embodiments of this application is applied to the field of connected vehicle technology, such as predicting the life of tires on smart electric vehicles or smart electric bicycles. Its core concept is to construct a tire life prediction model using regression methods based on daily calculated wear and related characteristic data to estimate the remaining service life and replacement time of the tire. Specifically, the tire life prediction method includes but is not limited to the following steps:

[0278] First, daily feature data is extracted, including but not limited to daily wear, current tire cumulative mileage, current tire cumulative calendar time, brake data segments extracted based on vehicle status and brake pedal travel status during the day's driving segment, braking intensity, braking distance, weather information of the day based on the timestamp, and vehicle purpose (urban operation, mining, port, etc.).

[0279] A tire wear prediction model is constructed using regression methods using characteristic data from a recent historical period (configurable, such as one month or two weeks) for vehicles of the same model and purpose. The model is fed with the extracted characteristic data from the past month (configurable), and outputs a timeline indicating when tire wear reaches the replacement threshold.

[0280] Users can query the prediction results on devices with display functions such as the vehicle computer / mobile phone APP / smart wearable devices, and view the current health of the tire and predicted information, including but not limited to: the remaining mileage, remaining service life, and the time when replacement conditions are reached.

[0281] It is understood that the remaining useful life of the first tire refers to the theoretically calculated remaining time until the first tire is scrapped, while the time to replacement requirement for the first tire refers to the remaining available time until the first tire may affect vehicle driving safety and require replacement, as predicted based on actual driving scenarios. The actual driving scenarios may include, but are not limited to, the vehicle's purpose (commercial vehicle, family car), vehicle load (truck, bus), vehicle size (large vehicle, mid-size vehicle, small vehicle), tire hardware performance, user driving habits, and road conditions.

[0282] Optionally, the prediction information may also include but is not limited to: current health, health change trend, expected tire replacement time, current tire accumulated mileage, current tire calendar time, remaining tire service life days / kilometers, etc.

[0283] For example, a display example is given in FIG5 , which displays the following prediction information: the current cumulative mileage is 30,000 kilometers, the current calendar time is 200 days, the current health level is 95, the remaining days of use are 1,000 days, and the health level change trend is attached.

[0284] Through the embodiments of the present application, tire wear is used to predict tire life information, which can effectively provide users with the current tire health status and health status development trends, allowing users to monitor the health status of vehicle tires at any time, so as to replace or repair tires in time and ensure vehicle driving safety.

[0285] Optionally, for the entire tire life monitoring system, based on the tire health monitoring data for each vehicle, the system administrator can be provided with statistical analysis results of the vehicle tires in the system, including but not limited to the health distribution of vehicle tires, tire wear rate distribution, tire quality assessment of different models / manufacturers / vehicle uses, and tire usage cost estimation, etc.

[0286] Please refer to FIG. 6 for details, which is a schematic diagram of a process for evaluating tire status provided in an embodiment of the present application.

[0287] As shown in FIG6 , evaluation information corresponding to the tire is output based on the tire wear and / or tire life information.

[0288] The evaluation information includes at least one of the following: tire health status, tire wear condition, tire quality evaluation, and tire use cost evaluation.

[0289] Through the embodiments of the present application, the output tire evaluation information can provide users with tire quality and cost evaluation analysis to reduce vehicle tire maintenance costs and ensure vehicle driving safety.

[0290] The above describes in detail the methods of the embodiments of the present application. The following provides an apparatus for implementing any method in the embodiments of the present application. For example, an apparatus is provided that includes units (or means) for implementing each step performed by the device in any of the above methods.

[0291] Please refer to FIG. 7 , which is a schematic structural diagram of a communication device provided in an embodiment of the present application.

[0292] As shown in Figure 7, the communication device 70 may include a communication unit 701 and a processing unit 702. The communication unit 701 and the processing unit 702 may be software, hardware, or a combination of software and hardware.

[0293] The communication unit 701 can implement a sending function and / or a receiving function, and can also be described as a transceiver unit. The communication unit 701 can also be a unit that integrates an acquisition unit and a transmission unit, wherein the acquisition unit is used to implement the receiving function and the transmission unit is used to implement the transmission function. Optionally, the communication unit 701 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0294] In one possible design, the communication device 70 may correspond to the vehicle-side or remote server-side in the method embodiments shown in Figures 2, 3, 5, and 6 above. For example, the communication device 70 may be the vehicle-side or remote server-side, or a chip in the vehicle-side or remote server-side. The communication device 70 may include a unit for executing the operations performed by the vehicle-side or remote server-side in the method embodiments shown in Figures 2, 3, 5, and 6 above, and each unit in the communication device 70 is respectively for implementing the operations performed by the vehicle-side or remote server-side in the method embodiments shown in Figures 2, 3, 5, and 6 above. The description of each unit is as follows:

[0295] The processing unit 702 is configured to obtain first information, where the first information includes at least one data set, wherein a first data set in the at least one data set includes a first vehicle speed corresponding to a vehicle and a first wheel speed corresponding to a first tire of the vehicle;

[0296] The processing unit 702 is further configured to determine the wear degree of the first tire according to the first information.

[0297] In one possible implementation, the device further includes:

[0298] The communication unit 701 is configured to receive the first information;

[0299] The processing unit 702 is specifically configured to obtain the first information through the communication unit 701 .

[0300] Alternatively, the individual units are described as follows:

[0301] The processing unit 702 is used to determine the life information of the first tire according to the wear of the first tire of the vehicle, and the life information includes at least one of the following: the remaining mileage, the remaining service life, and the time when the replacement condition is reached.

[0302] In one possible implementation, the device further includes:

[0303] The communication unit 701 is configured to receive the wear degree of the first tire.

[0304] Alternatively, the individual units are described as follows:

[0305] The processing unit 702 is configured to control the display of the wear degree of the first tire of the vehicle and / or the life information of the first tire.

[0306] In one possible implementation, the device further includes:

[0307] The communication unit 701 is configured to receive information on the wear of the first tire and / or the life of the first tire.

[0308] In one possible implementation, the device further includes:

[0309] The display unit is configured to display the wear degree of the first tire of the vehicle and / or the life information of the first tire.

[0310] Regarding the technical effects brought about by this design and any possible implementation method, please refer to the introduction of the technical effects corresponding to Figures 2, 3, 5, 6 and the corresponding implementation methods.

[0311] Optionally, in any possible design of the communication device 70 shown in FIG7 :

[0312] In one implementation, the communication apparatus is a communication device. When the communication apparatus is a communication device, the communication unit may be a transceiver or an input / output interface; and the processing unit may be at least one processor. Alternatively, the transceiver may be a transceiver circuit. Alternatively, the input / output interface may be an input / output circuit.

[0313] In another implementation, the communication device is a chip (system) or circuit used in a communication device. When the communication device is a chip (system) or circuit used in a communication device, the communication unit may be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; and the processing unit may be at least one processor, processing circuit, or logic circuit.

[0314] According to an embodiment of the present application, the various units in the device shown in Figure 7 can be separately or all merged into one or several other units to constitute, or one (some) of the units can also be split into multiple smaller units in function to constitute, which can achieve the same operation without affecting the realization of the technical effects of the embodiments of the present application. The above-mentioned units are divided based on logical functions. In practical applications, the functions of a unit can also be implemented by multiple units, or the functions of multiple units can be implemented by one unit. In other embodiments of the present application, other units can also be included based on electronic equipment. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented by the collaboration of multiple units.

[0315] It should be noted that the implementation of each unit may also refer to the corresponding description of the method embodiments shown in the above-mentioned Figures 2, 3, 5, and 6.

[0316] In the communication device 70 described in FIG. 7 , the wear of the vehicle tires can be determined using only the vehicle speed and wheel speed data, and the health status of the vehicle tires can be monitored at any time without installing special sensors, thereby reducing vehicle costs.

[0317] Please refer to FIG8 , which is a schematic structural diagram of a communication device provided in an embodiment of the present application.

[0318] It should be understood that the communication device 80 shown in Figure 8 is only an example. The communication device of the embodiment of the present application may also include other components, or include components with similar functions to the components in Figure 8, or not include all the components in Figure 8.

[0319] The communication device 80 includes a communication interface 801 and at least one processor 802 .

[0320] The communication device 80 may correspond to a vehicle side or a remote server side. The communication interface 801 is used to send and receive signals, and at least one processor 802 executes program instructions so that the communication device 80 implements the corresponding process of the method executed by the corresponding device in the above method embodiment.

[0321] In one possible design, the communication device 80 may correspond to the vehicle-side or remote server-side in the method embodiments shown in Figures 2, 3, 5, and 6 above. For example, the communication device 80 may be the vehicle-side or remote server-side, or a chip in the vehicle-side or remote server-side. The communication device 80 may include components for executing the operations performed by the vehicle-side or remote server-side in the above method embodiments, and each component in the communication device 80 is respectively for implementing the operations performed by the vehicle-side or remote server-side in the above method embodiments. Specifically, it may be as follows:

[0322] Processor 802 is configured to obtain first information, the first information comprising at least one data set, a first data set in the at least one data set comprising a first vehicle speed corresponding to a vehicle and a first wheel speed corresponding to a first tire of the vehicle;

[0323] The processor 802 is further configured to determine the wear degree of the first tire based on the first information.

[0324] In one possible implementation, the device further includes:

[0325] Communication interface 801, used for receiving the first information;

[0326] The processor 802 is specifically configured to obtain the first information through the communication interface 801 .

[0327] Alternatively, the individual units are described as follows:

[0328] Processor 802 is used to determine the life information of the first tire according to the wear of the first tire of the vehicle, where the life information includes at least one of the following: the remaining mileage, the remaining service life, and the time when the replacement condition is reached.

[0329] In one possible implementation, the device further includes:

[0330] The communication interface 801 is configured to receive the wear degree of the first tire.

[0331] Alternatively, the individual units are described as follows:

[0332] The processor 802 is configured to control the display of the wear degree of a first tire of the vehicle and / or the life information of the first tire.

[0333] In one possible implementation, the device further includes:

[0334] The communication interface 801 is configured to receive information on the wear of the first tire and / or the life of the first tire.

[0335] In one possible implementation, the device further includes:

[0336] The display is used to display the wear degree of the first tire of the vehicle and / or the life information of the first tire.

[0337] Regarding the technical effects brought about by this design and any possible implementation method, please refer to the introduction of the technical effects corresponding to Figures 2, 3, 5, 6 and the corresponding implementation methods.

[0338] In the communication device 80 described in FIG8 , the wear of the vehicle tires can be determined using only the vehicle speed and wheel speed data, and the health status of the vehicle tires can be monitored at any time without installing special sensors, thereby reducing vehicle costs.

[0339] In the case where the communication device may be a chip or a chip system, reference may be made to the schematic structural diagram of the chip shown in FIG9 .

[0340] As shown in Figure 9, chip 90 includes a processor 901 and an interface 902. There may be one or more processors 901, and there may be multiple interfaces 902. It should be noted that the functions corresponding to processor 901 and interface 902 can be implemented through hardware design, software design, or a combination of hardware and software, without limitation.

[0341] Optionally, the chip 90 may further include a memory 903 , which is used to store necessary program instructions and data.

[0342] In this application, processor 901 may be configured to call a program for implementing the communication method provided in one or more embodiments of this application on a vehicle or remote server from memory 903 and execute the instructions contained in the program. Interface 902 may be configured to output the execution results of processor 901. In this application, interface 902 may be specifically configured to output various messages or information from processor 901.

[0343] For the upgrade method provided by one or more embodiments of the present application, please refer to the embodiments shown in Figures 2, 3, 5, and 6 above, which will not be repeated here.

[0344] The processor in the embodiments of the present application may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc.

[0345] The memory in the embodiments of the present application is used to provide storage space, in which data such as an operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0346] According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer-readable storage medium, in which a computer program is stored. When the computer program runs on one or more processors, the method shown in Figures 2, 3, 5, and 6 can be implemented.

[0347] According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer program product, which includes a computer program. When the computer program runs on a processor, it can implement the methods shown in Figures 2, 3, 5, and 6 above.

[0348] An embodiment of the present application also provides a vehicle side, which includes at least one communication device 70 or communication device 80 or chip 90 as described above, for executing the steps executed by the corresponding device in any of the embodiments of Figures 2, 3, 5, and 6.

[0349] An embodiment of the present application also provides a system, which includes a first communication device and a second communication device. The first communication device is used to execute the steps executed by the remote server in any of the above embodiments of Figures 2, 3, 5, and 6, and the second communication device is used to execute the steps executed by a device with display function such as a vehicle-side vehicle computer / mobile phone / smart wearable device in any of the above embodiments of Figures 2, 3, 5, and 6.

[0350] An embodiment of the present application further provides a processing device, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0351] It should be understood that the above-mentioned processing device can be a chip. For example, the processing device can be a field programmable gate array (FPGA), a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system on chip (SoC), a central processing unit (CPU), a network processor (NP), a digital signal processing circuit (DSP), a microcontroller unit (MCU), a programmable logic device (PLD) or other integrated chip. The various methods, steps and logic block diagrams disclosed in the embodiments of the present application can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware decoding processor, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium well-known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method.

[0352] It is understood that the memory in the embodiments of the present application may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), and direct RAM bus RAM (DR RAM). It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0353] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated therein. The available medium may be a magnetic medium (eg, a floppy disk, a hard disk, a magnetic tape), an optical medium (eg, a high-density digital video disc (DVD)), or a semiconductor medium (eg, a solid state disc (SSD)).

[0354] The units in the above-mentioned various apparatus embodiments completely correspond to the electronic devices in the method embodiments, and the corresponding modules or units perform the corresponding steps. For example, the communication unit (transceiver) performs the receiving or sending steps in the method embodiments, and other steps except sending and receiving can be performed by the processing unit (processor). The functions of the specific units can be referred to the corresponding method embodiments. Among them, there can be one or more processors.

[0355] It is understood that in the embodiments of the present application, the electronic device can perform some or all of the steps in the embodiments of the present application. These steps or operations are merely examples, and the embodiments of the present application can also perform other operations or variations of various operations. In addition, the various steps can be performed in a different order than those presented in the embodiments of the present application, and it is possible that not all operations in the embodiments of the present application need to be performed.

[0356] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0357] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0358] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0359] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0360] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0361] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0362] The above is only a specific implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A vehicle tire monitoring method, applied to a vehicle, characterized in that: include: Acquire first information, the first information comprising at least one data set, a first data set in the at least one data set comprising a first vehicle speed corresponding to the vehicle and a first wheel speed corresponding to a first tire of the vehicle; The wear degree of the first tire is determined according to the first information.

2. The method according to claim 1, characterized in that The step of determining the wear degree of the first tire according to the first information includes: converting the first wheel speed into a first rotational speed and converting the first vehicle speed into a first reference rotational speed according to the specification information of the first tire; The wear degree of the first tire is determined according to the first rotation speed and the first reference rotation speed.

3. The method according to claim 2, characterized in that The determining the wear degree of the first tire according to the first rotation speed and the first reference rotation speed includes: An error of the first rotation speed relative to the first reference rotation speed is determined as the wear degree of the first tire.

4. The method according to claim 2 or 3, characterized in that: The number of the first data sets is N, the wear degree of the first tire is associated with a first rotation speed and a first reference rotation speed corresponding to each first data set in the N first data sets, and N is an integer greater than 1.

5. The method according to claim 4, characterized in that The wear degree of the first tire is also associated with a first weight corresponding to each first data set in the N first data sets, and the first weight is associated with a tire pressure corresponding to each first data set in the N first data sets.

6. The method according to any one of claims 1 to 5, characterized in that The first data set satisfies at least one of the following conditions: The first vehicle speed is greater than a first threshold, the wheel speed of the tires of the vehicle is in a first interval, and the tires of the vehicle include the first tire.

7. The method according to claim 6, characterized in that The first data set also includes a tire pressure of the vehicle corresponding to a first moment, and the tire pressure of the vehicle corresponding to the first moment is in a second interval, and the first moment is the moment corresponding to the first data set.

8. The method according to claim 6, characterized in that The endpoint value of the first interval is pre-configured; Alternatively, the endpoint values ​​of the first interval are associated with the average value of the wheel speed corresponding to at least one tire of the vehicle at a first moment and the standard deviation of the wheel speed corresponding to at least one tire of the vehicle at the first moment, and the first moment is the moment corresponding to the first data set.

9. The method according to any one of claims 2 to 5, characterized in that The specification information of the first tire includes at least one of the following: The outer diameter of the first tire, a parameter set of the width, aspect ratio, and hub diameter of the first tire.

10. The method according to any one of claims 1 to 9, characterized in that The method further comprises: The life information of the first tire is determined according to the wear degree of the first tire, and the life information includes at least one of the following: remaining usable mileage, remaining service life, and time when a replacement condition is reached.

11. The method according to claim 10, characterized in that The determining the life information of the first tire according to the wear degree of the first tire includes: Acquire second information, where the second information includes the wear degree of the first tire in a first time period; Outputting the life information of the first tire according to the second information and a tire life prediction model, wherein the tire life prediction model is used to Characterizes the relationship between tire historical wear and tire life.

12. The method according to claim 11, characterized in that The second information also includes at least one of the following: The braking strength of the brake pedal of the vehicle in the first time period, the braking distance of the first tire in the first time period, and the weather information in the first time period.

13. The method according to any one of claims 10 to 12, characterized in that The method further comprises: Controlling the display of the wear degree of the first tire and / or the life information of the first tire.

14. The method according to any one of claims 10 to 13, characterized in that The method further comprises: Based on the wear degree of the first tire and / or the life information of the first tire, evaluation information corresponding to the first tire is output, and the evaluation information includes at least one of the following: the health status of the first tire, the wear condition of the first tire, the quality evaluation of the first tire, and the use cost evaluation of the first tire.

15. A communication device, characterized in that: The method comprises a module or a unit for executing the method according to any one of claims 1 to 14.

16. A communication device, characterized in that: include: processor; When the processor calls the computer program or instruction in the memory, the method according to any one of claims 1 to 14 is executed.

17. A communication device, characterized in that: comprising a logic circuit and an interface, wherein the logic circuit and the interface are coupled; The interface is used to input data to be processed, the logic circuit processes the data to be processed according to the method as described in any one of claims 1 to 14 to obtain processed data, and the interface is used to output the processed data.

18. A computer-readable storage medium, characterized in that: include: The computer-readable storage medium is used to store instructions or computer programs; when the instructions or the computer program are executed, the method according to any one of claims 1 to 14 is implemented.

19. A computer program product, characterized in that include: instructions or computer programs; When the instructions or the computer program are executed, the method according to any one of claims 1 to 14 is performed.

20. A vehicle end, characterized in that: Comprising the communication device according to claim 15, or the communication device according to claim 16, or the communication device according to claim 17.

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