Vehicle tire pressure monitoring method, vehicle-mounted controller, system, and vehicle

Abstract

A vehicle tire pressure monitoring method, a vehicle-mounted controller, a system, and a vehicle. The method comprises: S101, acquiring actually measured tire pressure data corresponding to a first wheel and actually measured wheel data corresponding to four wheels; S102, according to the actually measured tire pressure data corresponding to the first wheel and the actually measured wheel data corresponding to the four wheels, determining a target tire pressure conversion relationship; S103, by means of the target tire pressure conversion relationship, processing the actually measured tire pressure data corresponding to the first wheel or the actually measured wheel data corresponding to a second wheel, so as to determine target tire pressure data corresponding to the second wheel, the second wheel being a wheel other than the first wheel. The method can monitor tire pressure data of each wheel in real time without a hardware device, thereby lowering hardware cost; in addition, by using the actually measured tire pressure data corresponding to the first wheel as a reference basis, the target tire pressure conversion relationship is determined, so as to obtain the target tire pressure data corresponding to the second wheel, thereby enabling the target tire pressure data to be more accurate, and improving the safety performance of vehicle tire pressures.

Description

Tire pressure monitoring method, vehicle-mounted controller, system and vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on November 29, 2023, with application number 202311614299.5, and invention name “Tire Pressure Monitoring Method, On-Board Controller, System and Automobile”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present invention relates to the field of vehicle technology, and in particular to a tire pressure monitoring method, a vehicle-mounted controller, a system and a vehicle. Background Art

[0003] To monitor tire pressure, two approaches are commonly used. Direct tire pressure monitoring uses a separate tire pressure sensor installed on each wheel to monitor tire pressure data. This method requires four separate tire pressure sensors, placing high demands on hardware and resulting in high tire pressure monitoring costs. Indirect tire pressure monitoring utilizes the wheel speed sensors in the vehicle's existing ESP (Electronic Stability Program) system to collect real-time wheel speed signals. A controller then calculates the wheel speed difference, using the principle that low tire pressure results in a smaller rolling radius and higher tire speeds. This method estimates tire pressure based on the principle that low tire pressure results in a smaller rolling radius and, therefore, higher tire speeds. If the speed difference between any of the four wheels exceeds a set threshold, the tire pressure is considered low, and the controller transmits an alarm signal to the vehicle's instrument cluster. This method lacks an accurate reference for measured tire pressure data and relies solely on comparative estimates of tire pressure across all four wheels. This method is inaccurate and can even miss reports in some operating conditions, such as when all four wheels are under-inflated, posing a safety hazard.

[0004] Therefore, how to monitor tire pressure more accurately and at a lower cost is a technical problem that needs to be solved urgently.

[0005] Summary of the Invention

[0006] The embodiments of the present invention provide a tire pressure monitoring method, a vehicle-mounted controller, a system and a vehicle to solve the problem of how to monitor the tire pressure more accurately and at a lower cost.

[0007] A tire pressure monitoring method, comprising:

[0008] Obtaining measured tire pressure data corresponding to the first wheel and measured wheel pressure data corresponding to the four wheels;

[0009] determining a target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel pressure data corresponding to the four wheels;

[0010] The target tire pressure conversion relationship is used to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel; the second wheel is a wheel other than the first wheel.

[0011] Preferably, determining the target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel pressure data corresponding to the four wheels includes:

[0012] determining a first tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel;

[0013] Preferably, the adopting the target tire pressure conversion relationship to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel includes:

[0014] The target tire pressure data corresponding to the second wheel is determined based on the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship.

[0015] Preferably, determining the first tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel includes:

[0016] Determine the first estimated tire pressure data corresponding to the first wheel based on the measured wheel data corresponding to the first wheel; determine the first tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the first estimated tire pressure data corresponding to the first wheel.

[0017] Preferably, determining the target tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship includes:

[0018] determining second estimated tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel;

[0019] The target tire pressure data corresponding to the second wheel is determined according to the second estimated tire pressure data corresponding to the second wheel and the first tire pressure conversion relationship.

[0020] Preferably, the measured wheel data includes a first measured wheel speed and a first measured angular velocity corresponding to the first wheel;

[0021] Preferably, determining the first tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel includes:

[0022] determining a first tire radius of the first wheel according to a first measured wheel speed and a first measured angular velocity corresponding to the first wheel;

[0023] A first tire pressure conversion relationship is determined according to the measured tire pressure data corresponding to the first wheel and a first tire radius of the first wheel.

[0024] Preferably, the measured wheel data further includes a second measured wheel speed and a second measured angular velocity corresponding to the second wheel;

[0025] Preferably, determining the target tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship includes:

[0026] determining a second tire radius corresponding to the second wheel according to a second measured wheel speed and a second measured angular velocity corresponding to the second wheel;

[0027] The target tire pressure data corresponding to the second wheel is determined according to a conversion relationship between a second tire radius corresponding to the second wheel and the first tire pressure.

[0028] Preferably, determining the target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel pressure data corresponding to the four wheels includes:

[0029] determining a second tire pressure conversion relationship based on the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel;

[0030] Preferably, the adopting the target tire pressure conversion relationship to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel includes:

[0031] The target tire pressure data corresponding to the second wheel is determined according to the measured tire pressure data corresponding to the first wheel and the second tire pressure conversion relationship.

[0032] A vehicle-mounted controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the tire pressure monitoring method is implemented.

[0033] A tire pressure monitoring system includes the above-mentioned vehicle-mounted controller, a tire pressure sensor, and a data monitoring sensor. The tire pressure sensor is arranged on the first wheel and is used to obtain the measured tire pressure data of the first wheel; the data monitoring sensors are respectively arranged on the four wheels and are used to obtain the measured wheel data corresponding to the four wheels; the vehicle-mounted controller is respectively connected to the tire pressure sensor and the data monitoring sensor to implement the above-mentioned vehicle tire pressure monitoring method.

[0034] A car comprises the tire pressure monitoring system.

[0035] The above-mentioned tire pressure monitoring method, on-board controller, system, and automobile determine a target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels, and use the measured tire pressure data corresponding to the first wheel as a reference benchmark to obtain a more accurate target tire pressure conversion relationship. Using the target tire pressure conversion relationship, the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel is processed to determine the target tire pressure data corresponding to the second wheel. This eliminates the need for real-time monitoring of the tire pressure data of each wheel using hardware equipment, thus saving hardware costs. In addition, using the measured tire pressure data corresponding to the first wheel as a reference benchmark to determine the target tire pressure conversion relationship and obtain the target tire pressure data corresponding to the second wheel can make the target tire pressure data obtained for the second wheel more accurate, thereby improving the safety performance of the vehicle tire pressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0037] FIG1 is a flow chart of a tire pressure monitoring method according to an embodiment of the present invention;

[0038] FIG2 is a flow chart of an embodiment of FIG1 ;

[0039] FIG3 is a flow chart of an embodiment of step S202 of FIG2 ;

[0040] FIG4 is a flow chart of an embodiment of step S203 of FIG2 ;

[0041] FIG5 is a flow chart of another embodiment of step S202 of FIG2 ;

[0042] FIG6 is a flow chart of another embodiment of step S203 of FIG2 ;

[0043] FIG7 is a flow chart of another embodiment of FIG1 ;

[0044] FIG8 is a flow chart of an embodiment of step S703 of FIG7 ;

[0045] FIG9 is a flow chart of an embodiment after step S103 of FIG1 ;

[0046] FIG10 is a schematic diagram of a vehicle-mounted controller according to an embodiment of the present invention. DETAILED DESCRIPTION

[0047] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0048] An embodiment of the present invention provides a tire pressure monitoring method. Specifically, the tire pressure monitoring method is used to solve the problem of how to monitor the tire pressure more accurately and at a lower cost.

[0049] In one embodiment, as shown in FIG1 , a tire pressure monitoring method is provided. The method is described using the vehicle controller shown in FIG10 as an example, and includes the following steps:

[0050] S101: Acquire measured tire pressure data corresponding to the first wheel and measured wheel pressure data corresponding to the four wheels;

[0051] S102: determining a target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel pressure data corresponding to the four wheels;

[0052] S103: Processing the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel using a target tire pressure conversion relationship to determine target tire pressure data corresponding to the second wheel;

[0053] The second wheel is a wheel other than the first wheel.

[0054] Measured tire pressure data refers to the actual tire pressure data of each wheel, specifically the tire pressure data of each wheel monitored using a tire pressure sensor. Measured wheel data refers to the data actually monitored for each wheel during driving, specifically at least one type of wheel data, such as wheel angular velocity and wheel speed, as measured using a data monitoring sensor. The first wheel is the only wheel among the four wheels for which measured tire pressure data can be directly monitored; accordingly, the wheels other than the first wheel are designated as the second wheel.

[0055] As an example, in step S101, the on-board controller can receive the measured wheel data actually monitored during the driving process of the four wheels sent by the data monitoring sensor, and obtain the measured tire pressure data corresponding to the first wheel sent by the tire pressure sensor. The measured wheel data here include the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel, which is convenient for subsequently determining the target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels.

[0056] The target tire pressure conversion relationship is used to determine the target tire pressure for the second wheel based on the measured tire pressure data for the first wheel or the measured wheel pressure data for the second wheel. The target tire pressure is calculated based on the measured tire pressure data for the first wheel or the measured wheel pressure data for the second wheel.

[0057] As an example, in step S102, after obtaining the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels, the onboard controller determines a target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels. In one embodiment, the onboard controller can determine a target tire pressure conversion relationship between the measured tire pressure data corresponding to the first wheel and the target tire pressure data corresponding to the second wheel based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels; or it can determine a target tire pressure conversion relationship between the measured wheel data corresponding to the second wheel and the target tire pressure data corresponding to the second wheel based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels. In this example, by determining the target tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels, and using the measured tire pressure data corresponding to the first wheel as a reference, a more accurate target tire pressure conversion relationship can be obtained.

[0058] As an example, in step S103, when the onboard controller determines that the target tire pressure conversion relationship is a conversion relationship for determining the target tire pressure data corresponding to the second wheel based on the measured tire pressure data corresponding to the first wheel, the onboard controller uses the target tire pressure conversion relationship to process the measured tire pressure data corresponding to the first wheel to obtain the target tire pressure data corresponding to the second wheel. Alternatively, when the onboard controller determines that the target tire pressure conversion relationship is a conversion relationship for determining the target tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel, the onboard controller uses the target tire pressure conversion relationship to process the measured wheel data corresponding to the second wheel to obtain the target tire pressure data corresponding to the second wheel. In this example, after obtaining the target tire pressure conversion relationship, the on-board controller uses the target tire pressure conversion relationship to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel. There is no need to monitor the tire pressure data of all wheels in real time through hardware equipment, which saves hardware costs. In addition, the measured tire pressure data corresponding to the first wheel is used as a reference benchmark to determine the target tire pressure conversion relationship and obtain the target tire pressure data corresponding to the second wheel, thereby ensuring the accuracy of the target tire pressure data corresponding to the second wheel and improving the safety performance of the vehicle tire pressure.

[0059] In this embodiment, a target tire pressure conversion relationship is determined based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels. The measured tire pressure data corresponding to the first wheel is used as a reference benchmark, thereby obtaining a more accurate target tire pressure conversion relationship. Using the target tire pressure conversion relationship, the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel is processed to determine the target tire pressure data corresponding to the second wheel. This eliminates the need for real-time monitoring of tire pressure data for all wheels using hardware equipment, thus saving hardware costs. Furthermore, using the measured tire pressure data corresponding to the first wheel as a reference benchmark to determine the target tire pressure conversion relationship and obtain the target tire pressure data for the second wheel can make the obtained target tire pressure data for the second wheel more accurate, thereby improving the safety performance of tire pressure.

[0060] In one embodiment, as shown in FIG2 , a tire pressure monitoring method is provided. The method is described using an on-board controller as an example, and includes the following steps:

[0061] S201: Acquire measured tire pressure data corresponding to the first wheel and measured wheel pressure data corresponding to the four wheels;

[0062] S202: determining a first tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel;

[0063] S203: Determine target tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship.

[0064] Among them, step S201 is the same as step S101 and will not be repeated; step S202 is a specific implementation of step S102, and step S203 is a specific implementation of step S103.

[0065] Among them, the first tire pressure conversion relationship refers to determining the conversion relationship between the measured tire pressure data and the measured wheel data corresponding to the same wheel, which is a type of target tire pressure conversion relationship.

[0066] As an example, in step S202, the onboard controller calibrates the measured tire pressure data corresponding to the first wheel based on the measured wheel data corresponding to the first wheel to obtain a calibration relationship, and determines the calibration relationship as the first tire pressure conversion relationship. In this example, the first tire pressure conversion relationship is determined based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel. Using the measured tire pressure data as a reference for determining the first tire pressure conversion relationship can make the determined first tire pressure conversion relationship more accurate.

[0067] As an example, in step S203, since the first tire pressure conversion relationship is a conversion relationship between the measured tire pressure data and the measured wheel data of the same wheel, after obtaining the measured wheel data of the second wheel, the onboard controller uses the first tire pressure conversion relationship to convert the measured wheel data corresponding to the second wheel to obtain the target tire pressure data corresponding to the second wheel. In this example, after obtaining a relatively accurate first tire pressure conversion relationship, the more accurate target tire pressure data corresponding to the second wheel can be obtained based on the first tire pressure conversion relationship and the measured wheel data corresponding to the second wheel.

[0068] In this embodiment, the measured tire pressure data of the first wheel is used as a reference benchmark for determining the first tire pressure conversion relationship, and a more accurate first tire pressure conversion relationship is obtained. Based on the more accurate first tire pressure conversion relationship and the measured wheel data corresponding to the second wheel, more accurate target tire pressure data corresponding to the second wheel can be obtained. In addition, this method does not require hardware equipment to monitor the tire pressure of the second wheel, which can save hardware costs.

[0069] In one embodiment, as shown in FIG3 , step S202 , i.e., determining a first tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel, includes:

[0070] S301: Determining first estimated tire pressure data corresponding to the first wheel based on measured wheel data corresponding to the first wheel;

[0071] S302: Determine a first tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and the first estimated tire pressure data corresponding to the first wheel.

[0072] The first estimated tire pressure data refers to the tire pressure data of the first wheel estimated based on the measured wheel data corresponding to the first wheel.

[0073] As an example, in step S301, the vehicle controller estimates the tire pressure of the first wheel based on the measured wheel data corresponding to the first wheel, obtaining first estimated tire pressure data corresponding to the first wheel. For example, an existing tire pressure estimation algorithm can be used to process the input parameter of the measured wheel data corresponding to the first wheel to determine the first estimated tire pressure data corresponding to the first wheel. In this example, obtaining the first estimated tire pressure data corresponding to the first wheel facilitates the subsequent determination of the first tire pressure conversion relationship based on the first estimated tire pressure data.

[0074] As an example, in step S302, the onboard controller compares and calculates the measured tire pressure data corresponding to the first wheel with the first estimated tire pressure data corresponding to the first wheel to determine a first tire pressure conversion relationship. In this example, the onboard controller compares the first estimated tire pressure data of the first wheel with the measured tire pressure data of the first wheel to determine a conversion relationship between the measured tire pressure data of the first wheel and the first estimated tire pressure data, and defines this conversion relationship as the first tire pressure conversion relationship. The first tire pressure conversion relationship here refers to the conversion relationship between the measured tire pressure data of the same wheel and the estimated tire pressure data corresponding to the measured wheel data, and can be understood as a conversion relationship between two tire pressure data. In this embodiment, using the measured tire pressure data corresponding to the first wheel as a reference benchmark can determine a more accurate first tire pressure conversion relationship.

[0075] In this embodiment, the first tire pressure conversion relationship is determined based on the measured tire pressure data corresponding to the first wheel and the first estimated tire pressure data corresponding to the first wheel. The measured tire pressure data corresponding to the first wheel is used as a reference benchmark to determine a more accurate first tire pressure conversion relationship.

[0076] In one embodiment, as shown in FIG4 , step S203, i.e., determining the target tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship, includes:

[0077] S401: Determining second estimated tire pressure data corresponding to the second wheel based on measured wheel data corresponding to the second wheel;

[0078] S402: Determine target tire pressure data corresponding to the second wheel based on the second estimated tire pressure data corresponding to the second wheel and the first tire pressure conversion relationship.

[0079] The second estimated tire pressure data refers to the tire pressure data of the second wheel estimated based on the measured wheel data corresponding to the second wheel.

[0080] As an example, in step S401, the vehicle controller estimates the tire pressure of the second wheel based on the measured wheel data corresponding to the second wheel, obtaining second estimated tire pressure data corresponding to the second wheel. For example, an existing tire pressure estimation algorithm (the same as the algorithm in step S301) can be used to process the input parameter, the measured wheel data corresponding to the second wheel, to determine the second estimated tire pressure data corresponding to the second wheel. In this example, obtaining the second estimated tire pressure data corresponding to the second wheel facilitates the subsequent determination of the second tire pressure conversion relationship based on the second estimated tire pressure data.

[0081] As an example, in step S402, since the first tire pressure conversion relationship is the conversion relationship between the measured tire pressure data of the same wheel and the estimated tire pressure data corresponding to the measured wheel data, it can be understood as a conversion relationship between two tire pressure data. After obtaining the second estimated tire pressure data corresponding to the second wheel, the onboard controller uses the first tire pressure conversion relationship to correct the second estimated tire pressure data and determine the target tire pressure data corresponding to the second wheel. In this example, by processing the second estimated tire pressure data corresponding to the second wheel using the first tire pressure conversion relationship, a more accurate target tire pressure data can be obtained.

[0082] In this embodiment, the tire pressure data corresponding to the second wheel is estimated based on the measured wheel data corresponding to the second wheel to obtain second estimated tire pressure data. The second estimated tire pressure data corresponding to the second wheel is further corrected and processed through the first tire pressure conversion relationship to obtain more accurate target tire pressure data.

[0083] In one embodiment, the measured wheel data includes a first measured wheel speed and a first measured angular velocity corresponding to the first wheel. As shown in FIG5 , step S202 , i.e., determining a first tire pressure conversion relationship based on the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel, includes:

[0084] S501: Determine a first tire radius of the first wheel according to a first measured wheel speed and a first measured angular velocity corresponding to the first wheel;

[0085] S502: Determine a first tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and a first tire radius of the first wheel.

[0086] The first measured wheel speed refers to the actually monitored wheel speed of the first wheel. The first measured angular velocity refers to the actually monitored angular velocity of the first wheel. The first tire radius refers to the tire radius corresponding to the first wheel corresponding to the first measured wheel speed and the first measured angular velocity.

[0087] As an example, in step S501, the vehicle controller determines the first tire radius corresponding to the first wheel based on the data relationship between the first measured wheel speed and the first measured angular velocity corresponding to the first wheel. Here, r1 refers to the first tire radius corresponding to the first wheel, v1 refers to the first measured wheel speed corresponding to the first wheel, and w1 refers to the first measured angular velocity corresponding to the first wheel. In this example, the first tire radius of the first wheel is determined based on the first measured wheel speed and first measured angular velocity corresponding to the first wheel, making it feasible to subsequently determine the first tire pressure conversion relationship based on the first tire radius of the first wheel.

[0088] As an example, in step S502, the onboard controller calculates a calibration relationship between the first tire radius of the first wheel and the measured tire pressure data corresponding to the first wheel, and determines this calibration relationship as the first tire pressure conversion relationship. For example, a radius calibration algorithm can be used to determine the calibration relationship between the first tire radius of the first wheel and the measured tire pressure data corresponding to the first wheel, thereby obtaining the first tire pressure conversion relationship. In this example, using the measured tire pressure data of the first wheel as the calibration reference can make the calculated first tire pressure conversion relationship more accurate.

[0089] In this embodiment, the first tire radius of the first wheel is determined based on the first measured wheel speed and the first measured angular velocity, and the first tire pressure conversion relationship is determined based on the first tire radius and the measured tire pressure data of the first wheel. The measured tire pressure data of the first wheel is used as a calibration reference, so that a more accurate first tire pressure conversion relationship can be obtained.

[0090] In one embodiment, the measured wheel data further includes a second measured wheel speed and a second measured angular velocity corresponding to the second wheel.

[0091] In one embodiment, as shown in FIG6 , step S203, i.e., determining the target tire pressure data corresponding to the second wheel based on the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship, includes:

[0092] S601: Determine a second tire radius corresponding to the second wheel based on a second measured wheel speed and a second measured angular velocity corresponding to the second wheel;

[0093] S602: Determine target tire pressure data corresponding to the second wheel according to a second tire radius corresponding to the second wheel and a first tire pressure conversion relationship.

[0094] The second measured wheel speed refers to the actually monitored wheel speed of the second wheel. The second measured angular velocity refers to the actually monitored angular velocity of the second wheel. The second tire radius refers to the tire radius of the second wheel corresponding to the second measured wheel speed and the second measured angular velocity.

[0095] As an example, in step S601, the vehicle controller determines the second tire radius corresponding to the second wheel based on the data relationship between the second measured wheel speed and the second measured angular velocity corresponding to the second wheel. Here, r2 refers to the second tire radius of the second wheel, v2 refers to the second measured wheel speed of the second wheel, and w2 refers to the second measured angular velocity of the second wheel. In this example, the second tire radius of the second wheel is determined based on the second measured wheel speed and the second measured angular velocity, making it feasible to subsequently determine the tire pressure conversion relationship between the second wheel and the first wheel based on the second tire radius of the second wheel.

[0096] As an example, in step S602, the onboard controller uses a first tire pressure conversion relationship, obtained based on the measured tire pressure data corresponding to the first wheel and the first tire radius of the first wheel, to calibrate the second tire radius corresponding to the second wheel, thereby obtaining target tire pressure data corresponding to the second wheel. It is understandable that in this example, the first tire pressure conversion relationship, obtained by calibrating the first tire radius and the measured wheel data corresponding to the first wheel, can be used to calibrate the second tire radius corresponding to the second wheel to obtain target tire pressure data corresponding to the second wheel. In this example, using the first tire pressure conversion relationship to calibrate the second tire radius corresponding to the second wheel to obtain target tire pressure data corresponding to the second wheel allows for obtaining more accurate target tire pressure data without complex data processing, which is more convenient and quick.

[0097] In this embodiment, the target tire pressure data corresponding to the second wheel is obtained based on the first tire pressure conversion relationship and the second tire radius corresponding to the second wheel. Without complex data processing, more accurate target tire pressure data can be obtained, which is more convenient and quick.

[0098] In one embodiment, as shown in FIG7 , a tire pressure monitoring method is provided. The method is described using an on-board controller as an example, and includes the following steps:

[0099] S701: Acquire measured tire pressure data corresponding to the first wheel and measured wheel pressure data corresponding to the four wheels;

[0100] S702: Determine a second tire pressure conversion relationship based on the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel;

[0101] S703: Determine target tire pressure data corresponding to the second wheel based on the measured tire pressure data corresponding to the first wheel and the second tire pressure conversion relationship.

[0102] Among them, step S201 is the same as step S101 and will not be repeated here; step S702 is a specific implementation of step S102, and step S703 is a specific implementation of step S103.

[0103] Among them, the second tire pressure conversion relationship refers to determining the conversion relationship between tire pressure data corresponding to different wheels based on the actually measured wheel data corresponding to different wheels, which is a type of target tire pressure conversion relationship.

[0104] As an example, in step S702, the onboard controller processes the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel, directly determining the second tire pressure conversion relationship. This facilitates subsequent conversion of the measured wheel data corresponding to the first wheel to obtain the target tire pressure conversion relationship corresponding to the second wheel. It is understandable that the first tire pressure conversion relationship refers to determining the conversion relationship between the measured tire pressure data and the measured wheel data based on the measured tire pressure data and the measured wheel data corresponding to the same wheel. For the first tire pressure conversion relationship k1, if the measured tire pressure data of the first wheel is P1, the measured wheel data of the first wheel is l1, the measured tire pressure data of the second wheel is P2, and the measured wheel data of the second wheel is l2, then k1=P1 / l1=P2 / l2. Since there is a linear relationship between the tire pressure data and the wheel data, the second tire pressure conversion relationship determined according to the measured wheel data of different wheels also has a corresponding second tire pressure conversion relationship k2=l1 / l2=P1 / P2 for the tire pressure data of different wheels. Therefore, the second tire pressure conversion relationship can be used to determine the tire pressure conversion relationship between different wheels, that is, the data relationship between the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel can be directly determined as the second tire pressure conversion relationship required for tire pressure conversion between different wheels.

[0105] As an example, in step S703, since the second tire pressure conversion relationship is determined by the conversion relationship between the measured wheel data of different wheels, the tire pressure data of different wheels also have corresponding second tire pressure conversion relationships. After obtaining the measured tire pressure data corresponding to the first wheel, the onboard controller uses the second tire pressure conversion relationship to perform tire pressure conversion processing on the measured tire pressure data corresponding to the first wheel to obtain the target tire pressure data corresponding to the second wheel. In this example, using the measured tire pressure data corresponding to the first wheel as the conversion basis for tire pressure conversion and using the second tire pressure conversion relationship to convert the measured tire pressure data corresponding to the first wheel can obtain more accurate target tire pressure data.

[0106] In this embodiment, the measured tire pressure data corresponding to the first wheel is used as the conversion reference for tire pressure conversion, and the second tire pressure conversion relationship is used to convert the measured tire pressure data corresponding to the first wheel into tire pressure data, thereby obtaining a more accurate target tire pressure data. Furthermore, this method does not require hardware equipment to monitor the tire pressure of each wheel, saving hardware costs.

[0107] In another embodiment, as shown in FIG8 , step S703, i.e., determining the target tire pressure data corresponding to the second wheel based on the conversion relationship between the measured tire pressure data corresponding to the first wheel and the second tire pressure, further includes:

[0108] S801: Obtaining initial tire pressure data corresponding to the second wheel based on the measured tire pressure data corresponding to the first wheel and a second tire pressure conversion relationship;

[0109] S802: Acquire a positional relationship between the second wheel and the first wheel;

[0110] S803: If the second wheel is in the axial direction of the first wheel, correct the initial tire pressure data using the first coefficient to obtain target tire pressure data corresponding to the second wheel;

[0111] S804: If the second wheel is in the radial direction of the first wheel, correct the initial tire pressure data using the second coefficient to obtain target tire pressure data corresponding to the second wheel;

[0112] S805: If the second wheel is in a diagonal direction to the first wheel, the initial tire pressure data is corrected using a third coefficient to obtain target tire pressure data corresponding to the second wheel.

[0113] The initial tire pressure data refers to the tire pressure data obtained by directly converting the actually measured tire pressure data using the second tire pressure conversion relationship.

[0114] As an example, in step S801, the onboard controller directly uses the second tire pressure conversion relationship to convert the measured tire pressure data to obtain initial tire pressure data. In this example, the onboard controller directly uses the second tire pressure conversion relationship to convert the measured tire pressure data corresponding to the first wheel to obtain initial tire pressure data corresponding to the second wheel. In this example, using the second tire pressure conversion relationship to convert the measured tire pressure data corresponding to the first wheel can obtain more accurate initial tire pressure data.

[0115] Here, the positional relationship refers to the orientation relationship between two different wheels. It can be understood that for any two wheels, two wheels on the same side are in a radial positional relationship with each other, correspondingly, one wheel is in the radial direction of the other wheel. Two wheels on an axis are in an axial positional relationship with each other, correspondingly, one wheel is in the axial direction of the other wheel. Two wheels on a diagonal line are in a diagonal positional relationship with each other, correspondingly, one wheel is in the diagonal direction of the other wheel.

[0116] As an example, in step S802, the onboard controller obtains the positional relationship between the second wheel and the first wheel, and determines the axial, radial, or diagonal direction of the second wheel relative to the first wheel, so that the initial tire pressure data can be further corrected based on this positional relationship to obtain more accurate target tire pressure data. It is understandable that for the four wheels on the vehicle, when the measured tire pressure data corresponding to the first wheel is used to convert the tire pressures of the remaining three wheels and determine the target tire pressure data, the distance between the wheels will also affect the accuracy of the target tire pressure data. A second wheel with a different positional relationship to the first wheel will also have a different distance from the first wheel. Therefore, it is necessary to determine different correction coefficients for the initial tire pressure data based on the positional relationship between the second wheel and the first wheel to ensure that the corrected target tire pressure data has a higher accuracy.

[0117] The first coefficient, the second coefficient, and the third coefficient are used to correct the initial tire pressure data.

[0118] As an example, in step S803, when the onboard controller determines the axial direction of the second wheel relative to the first wheel, it uses the first coefficient to correct the initial tire pressure data to obtain the target tire pressure data corresponding to the second wheel. In this example, the axial distance between the second wheel and the first wheel is relatively small, and the distance has a relatively small impact on the target tire pressure data. Therefore, a smaller first coefficient can be used to correct the initial tire pressure data, thereby obtaining a more accurate target tire pressure data.

[0119] As an example, in step S804, when the onboard controller determines the radial position of the second wheel relative to the first wheel, it uses the second coefficient to correct the initial tire pressure data to obtain the target tire pressure data corresponding to the second wheel. In this example, the radial distance between the second wheel and the first wheel is relatively large, and this distance has a significant impact on the target tire pressure data. Therefore, a larger second coefficient can be used to correct the initial tire pressure data to obtain a more accurate target tire pressure data.

[0120] As an example, in step S805, when the onboard controller determines the diagonal position of the second wheel relative to the first wheel, it uses a third coefficient to correct the initial tire pressure data to obtain the target tire pressure data corresponding to the second wheel. In this example, the distance between the second wheel and the first wheel is greatest in the axial direction, and this distance has a greater impact on the target tire pressure data than in the axial and radial directions. Therefore, the initial tire pressure data can be corrected using a third coefficient, which is larger than the first and second coefficients, to obtain a more accurate target tire pressure data.

[0121] In this embodiment, the second tire pressure conversion relationship is used to convert the measured tire pressure data corresponding to the first wheel, thereby obtaining relatively accurate initial tire pressure data. Based on the positional relationship between the first and second wheels, the initial tire pressure data is further corrected using different coefficients to ensure even higher accuracy of the target tire pressure data.

[0122] In one embodiment, as shown in FIG9 , after step S103 , that is, after determining the target tire pressure data corresponding to the second wheel, the tire pressure monitoring method further includes:

[0123] S901: If the measured tire pressure data corresponding to the first wheel and the target tire pressure data corresponding to the three second wheels are all within the normal tire pressure range, then it is determined that the tire pressure of the vehicle is normal;

[0124] S902: If at least one of the measured tire pressure data corresponding to the first wheel and the target tire pressure data corresponding to the three second wheels is not within the normal tire pressure range, it is determined that the tire pressure is abnormal and an abnormal tire pressure warning operation is executed.

[0125] Among them, the normal tire pressure range is used to determine whether the tire pressure of the wheel is normal.

[0126] As an example, in step S901, the vehicle controller determines the measured tire pressure data corresponding to the first wheel and processes the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel using the target tire pressure conversion relationship. If the obtained target tire pressure data corresponding to the three second wheels are all within the normal tire pressure range, the vehicle tire pressure is directly determined to be normal. In this example, monitoring whether the tire pressure of all four wheels is within the normal tire pressure range can achieve the purpose of real-time monitoring of the tire pressure of each wheel in the entire vehicle, thereby improving vehicle safety.

[0127] As an example, in step S902, when the on-board controller determines that at least one of the measured tire pressure data corresponding to the first wheel and the target tire pressure data corresponding to the three second wheels is not within the normal tire pressure range, it directly determines that the tire pressure of the entire vehicle is abnormal, and performs a tire pressure abnormality alarm operation to prompt the driver and perform maintenance to avoid accidents.

[0128] In this embodiment, the tire pressure of all four wheels is monitored to ensure they are within the normal range, enabling real-time monitoring of the tire pressure of each wheel in the vehicle and improving vehicle safety. If the tire pressure data for a wheel is determined to be outside the normal range, the system immediately determines that the tire pressure is abnormal and issues a tire pressure anomaly warning, prompting the driver to initiate maintenance and preventing accidents.

[0129] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0130] In one embodiment, a vehicle-mounted controller is provided, which may be a server, and its internal structure diagram may be as shown in FIG10 . The vehicle-mounted controller includes a processor, a memory, a network interface, and a database connected via a system bus. The processor of the vehicle-mounted controller is used to provide computing and control capabilities. The memory of the vehicle-mounted controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the vehicle-mounted controller is used to store data used or generated during the execution of the tire pressure monitoring method. The network interface of the vehicle-mounted controller is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, a tire pressure monitoring method is implemented.

[0131] In one embodiment, a vehicle-mounted controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the tire pressure monitoring method in the above-mentioned embodiment is implemented, such as S101-S103 shown in FIG1 , or as shown in FIG2 to FIG9 . To avoid repetition, they are not described here.

[0132] In one embodiment, a tire pressure monitoring system is provided, including a vehicle-mounted controller, a tire pressure sensor, and a data monitoring sensor. The tire pressure sensor is arranged on the first wheel, and is used to obtain the measured tire pressure data of the first wheel; the data monitoring sensors are respectively arranged on the four wheels, and are used to obtain the measured wheel data corresponding to the four wheels; the vehicle-mounted controller is respectively connected to the tire pressure sensor and the data monitoring sensor, and is used to implement the vehicle tire pressure monitoring method in the above embodiment.

[0133] As an example, a tire pressure monitoring system includes an on-board controller, a tire pressure sensor, and a data monitoring sensor. The data monitoring sensor includes a wheel speed sensor and an angular velocity sensor. The tire pressure sensor is provided on the first wheel to obtain the measured tire pressure data of the first wheel; the wheel speed sensor and the angular velocity sensor are provided on the four wheels, respectively, to obtain the measured wheel speeds and measured angular velocities corresponding to the four wheels, respectively; for example, for the first wheel, the wheel speed sensor is used to collect the first measured wheel speed corresponding to the first wheel, and the angular velocity sensor is used to collect the first measured angular velocity corresponding to the first wheel. For the second wheel other than the first wheel, the wheel speed sensor is used to collect the second measured wheel speed corresponding to the second wheel, and the angular velocity sensor is used to collect the second measured angular velocity corresponding to the second wheel. The on-board controller is connected to the tire pressure sensor, the wheel speed sensor, and the angular velocity sensor, respectively, to determine the target tire pressure data corresponding to the second wheel other than the first wheel, thereby implementing the tire pressure monitoring method in the above embodiment.

[0134] In this embodiment, more accurate target tire pressure data corresponding to the second wheel can be obtained without installing a tire pressure sensor on each wheel, which not only saves hardware copies but also enables monitoring of tire pressure and improves wheel safety performance.

[0135] In one embodiment, a vehicle is provided, comprising the tire pressure monitoring system of the above embodiment.

[0136] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A tire pressure monitoring method, characterized in that: include: Obtaining measured tire pressure data corresponding to the first wheel and measured wheel data corresponding to the four wheels; Determining a target tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels; The target tire pressure conversion relationship is used to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel; the second wheel is a wheel other than the first wheel.

2. The tire pressure monitoring method according to claim 1, characterized in that: The determining the target tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels includes: determining a first tire pressure conversion relationship according to the actually measured tire pressure data corresponding to the first wheel and the actually measured wheel data corresponding to the first wheel; The adopting the target tire pressure conversion relationship to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel includes: The target tire pressure data corresponding to the second wheel is determined according to the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship.

3. The tire pressure monitoring method according to claim 2, characterized in that: The determining the first tire pressure conversion relationship according to the actually measured tire pressure data corresponding to the first wheel and the actually measured wheel data corresponding to the first wheel includes: determining first estimated tire pressure data corresponding to the first wheel according to the measured wheel data corresponding to the first wheel; A first tire pressure conversion relationship is determined according to the measured tire pressure data corresponding to the first wheel and the first estimated tire pressure data corresponding to the first wheel.

4. The tire pressure monitoring method according to claim 2, characterized in that: The determining the target tire pressure data corresponding to the second wheel according to the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship includes: determining second estimated tire pressure data corresponding to the second wheel according to the measured wheel data corresponding to the second wheel; The target tire pressure data corresponding to the second wheel is determined according to the second estimated tire pressure data corresponding to the second wheel and the first tire pressure conversion relationship.

5. The tire pressure monitoring method according to claim 2, characterized in that: The measured wheel data includes a first measured wheel speed and a first measured angular velocity corresponding to the first wheel; The determining a first tire pressure conversion relationship according to the actually measured tire pressure data corresponding to the first wheel and the actually measured wheel data corresponding to the first wheel includes: determining a first tire radius of the first wheel according to a first measured wheel speed and a first measured angular velocity corresponding to the first wheel; A first tire pressure conversion relationship is determined according to the actually measured tire pressure data corresponding to the first wheel and a first tire radius of the first wheel.

6. The tire pressure monitoring method according to claim 5, characterized in that: The measured wheel data also includes a second measured wheel speed and a second measured angular velocity corresponding to the second wheel; The determining the target tire pressure data corresponding to the second wheel according to the measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship includes: determining a second tire radius corresponding to the second wheel according to a second measured wheel speed and a second measured angular velocity corresponding to the second wheel; The target tire pressure data corresponding to the second wheel is determined according to a conversion relationship between a second tire radius corresponding to the second wheel and the first tire pressure.

7. The tire pressure monitoring method according to claim 1, characterized in that: The determining the target tire pressure conversion relationship according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels includes: determining a second tire pressure conversion relationship according to the actually measured wheel data corresponding to the first wheel and the actually measured wheel data corresponding to the second wheel; The adopting the target tire pressure conversion relationship to process the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel to determine the target tire pressure data corresponding to the second wheel includes: The target tire pressure data corresponding to the second wheel is determined according to the measured tire pressure data corresponding to the first wheel and the second tire pressure conversion relationship.

8. A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the tire pressure monitoring method according to any one of claims 1 to 7 is implemented.

9. A tire pressure monitoring system, characterized in that: It includes the vehicle-mounted controller, tire pressure sensor, and data monitoring sensor as described in claim 8, wherein the tire pressure sensor is arranged on the first wheel, and is used to obtain the measured tire pressure data of the first wheel; the data monitoring sensors are respectively arranged on the four wheels, and are used to obtain the measured wheel data corresponding to the four wheels; the vehicle-mounted controller is respectively connected to the tire pressure sensor and the data monitoring sensor, and is used to implement the vehicle tire pressure monitoring method as described in any one of claims 1 to 7.

10. An automobile, characterized in that: Including the tire pressure monitoring system as described in claim 9.

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