CN115848073B

CN115848073B - Tire pressure monitoring method and device, electronic equipment and storage medium

Info

Publication number: CN115848073B
Application number: CN202111114026.5A
Authority: CN
Inventors: 刘美忠; 马爱国; 吴彩坚; 司郡; 颜锡昆
Original assignee: BYD Co Ltd; Changsha BYD Automobile Co Ltd
Current assignee: BYD Co Ltd; Changsha BYD Automobile Co Ltd
Priority date: 2021-09-23
Filing date: 2021-09-23
Publication date: 2024-08-02
Anticipated expiration: 2041-09-23
Also published as: CN115848073A

Abstract

The embodiment of the application provides a tire pressure monitoring method, a device, electronic equipment and a storage medium, wherein the tire pressure monitoring method comprises the following steps: the method comprises the steps that electronic equipment monitors the actual wheel speed of a first wheel of a vehicle under the condition that the speed of the vehicle is larger than a first threshold value and an anti-lock braking system ABS is not activated; the first wheel is any one of N wheels of the vehicle; calculating a fitting wheel speed of the first wheel; and determining whether the tire pressure of the first wheel is abnormal or not according to the actual wheel speed of the first wheel and the fitting wheel speed of the first wheel. The embodiment of the application can accurately judge whether the tire pressure is abnormal or not.

Description

Tire pressure monitoring method and device, electronic equipment and storage medium

Technical Field

The application relates to the technical field of vehicles, in particular to a tire pressure monitoring method, a device, electronic equipment and a storage medium.

Background

The tire pressure monitoring function is to automatically monitor the tire pressure in real time in the running process of the automobile and alarm the air leakage and low pressure of the tire so as to ensure the running safety.

Conventional methods of tire pressure monitoring include direct methods and indirect methods. The direct method is to install a pressure sensor and a temperature sensor in the tire, monitor whether the measured values of the tire pressure and the temperature reach the boundary value, and the direct method has higher cost and large installation difficulty in installing the pressure sensor and the temperature sensor in the tire. The indirect method is generally to obtain a rolling radius of a wheel, and compare the rolling radius of the wheel with a rolling radius of a tire with normal tire pressure to determine whether the tire pressure is abnormal. However, the current indirect method directly adopts the wheel speed to analyze the tire pressure, which is easy to cause inaccurate measurement of the tire pressure and cannot accurately judge whether the tire pressure is abnormal or not.

Disclosure of Invention

The embodiment of the application provides a tire pressure monitoring method, a tire pressure monitoring device, electronic equipment and a storage medium, which can accurately judge whether tire pressure is abnormal or not.

A first aspect of an embodiment of the present application provides a tire pressure monitoring method, including:

Monitoring an actual wheel speed of a first wheel of a vehicle in the event that a vehicle speed is greater than a first threshold value and an antilock brake system ABS is inactive; the first wheel is any one of N wheels of the vehicle, and N is an integer greater than or equal to 4;

calculating a fitting wheel speed of the first wheel;

And determining whether the tire pressure of the first wheel is abnormal or not according to the actual wheel speed of the first wheel and the fitting wheel speed of the first wheel.

A second aspect of an embodiment of the present application provides a tire pressure monitoring device, including:

A monitoring unit for monitoring an actual wheel speed of a first wheel of a vehicle in case that a vehicle speed of the vehicle is greater than a first threshold value and an antilock brake system ABS is not activated; the first wheel is any one of N wheels of the vehicle, and N is an integer greater than or equal to 4;

A calculation unit for calculating a fitting wheel speed of the first wheel;

And the determining unit is used for determining whether the tire pressure of the first wheel is abnormal according to the actual wheel speed of the first wheel and the fitting wheel speed of the first wheel.

A third aspect of an embodiment of the application provides an electronic device comprising a processor and a memory for storing a computer program comprising program instructions, the processor being configured to invoke the program instructions to execute the step instructions as in the first aspect of the embodiment of the application.

A fourth aspect of the embodiments of the present application provides a computer-readable storage medium storing a computer program for electronic data exchange, wherein the computer program causes a computer to execute some or all of the steps as described in the first aspect of the embodiments of the present application.

A fifth aspect of embodiments of the present application provides a computer program product, wherein the computer program product comprises a computer program operable to cause a computer to perform some or all of the steps described in the first aspect of embodiments of the present application. The computer program product may be a software installation package.

In the embodiment of the application, under the condition that the speed of a vehicle is greater than a first threshold value and an anti-lock braking system (ABS) is not activated, the actual wheel speed of a first wheel of the vehicle is monitored; the first wheel is any one of N wheels of the vehicle, and N is an integer greater than or equal to 4; calculating a fitting wheel speed of the first wheel; and determining whether the tire pressure of the first wheel is abnormal or not according to the actual wheel speed of the first wheel and the fitting wheel speed of the first wheel. In the embodiment of the application, tire pressure monitoring is performed through an indirect method, and the tire pressure monitoring is performed only when the speed of the vehicle is greater than a first threshold value and the ABS is not activated. The method can avoid the situation that the tire pressure monitoring result is in a larger error due to inaccurate wheel speed measurement under the condition that the vehicle speed is lower, and can also avoid the situation that the tire pressure monitoring result is in a larger error due to inaccurate wheel slip or locking of a brake wheel under the condition of ABS activation, thereby accurately judging whether the tire pressure is abnormal or not, reducing the possibility of false alarm of the tire pressure and improving the driving experience of users.

Drawings

In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic flow chart of a tire pressure monitoring method according to an embodiment of the present application;

FIG. 2 is a block diagram of a vehicle system provided by an embodiment of the present application;

FIG. 3 is a schematic representation of dynamics of a vehicle in a left turn according to an embodiment of the present application;

FIG. 4 is a schematic representation of the dynamics of a left turn of another vehicle according to an embodiment of the present application;

Fig. 5 is a schematic flow chart of another tire pressure monitoring method according to an embodiment of the present application;

fig. 6 is a schematic flowchart of a tire pressure monitoring method according to an embodiment of the present application;

Fig. 7 is a schematic structural diagram of a tire pressure monitoring device according to an embodiment of the present application;

Fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The terms first, second and the like in the description and in the claims and in the above-described figures are used for distinguishing between different objects and not necessarily for describing a sequential or chronological order. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of skill in the art will explicitly and implicitly appreciate that the described embodiments of the application may be combined with other embodiments.

At present, as the wheel base of the commercial vehicle is longer, the wheel speed difference is large when the vehicle turns, and the wheel speed calculation is influenced when the vehicle is in ABS activation or driving slipping, so that the tire pressure monitoring result is influenced, and a large error occurs in the tire pressure monitoring result. The tire pressure monitoring method, the tire pressure monitoring device, the electronic equipment and the storage medium are described below with reference to the accompanying drawings, so that the tire pressure monitoring result can be prevented from having larger errors.

Referring to fig. 1, fig. 1 is a flow chart of a tire pressure monitoring method according to an embodiment of the application. As shown in fig. 1, the tire pressure monitoring method includes the following steps.

101, In case the vehicle speed is greater than a first threshold value and the antilock brake system ABS is not activated, the electronics monitor the actual wheel speed of the first wheel of the vehicle. Wherein the first wheel is any one of N wheels of the vehicle, and N is an integer greater than or equal to 4.

In an embodiment of the application, the electronic device may be a vehicle control module, such as a vehicle control unit (vehicle control unit, VCU). The VCU CAN be connected with a motor controller, a brake anti-lock system (antilock brake system, ABS) and an instrument through a controller area network (controller area network, CAN) bus, and the VCU CAN collect steering wheel angles and suspension air bag pressures at all wheel positions through angle sensors; the ABS can collect the running condition of each wheel through a wheel speed sensor and send the running condition to the VCU through a message. Referring specifically to fig. 2, fig. 2 is a block diagram of a vehicle system according to an embodiment of the present application.

The VCU is a controller for judging the intention of a driver by collecting states of an accelerator, a brake and the like and controlling power output by integrating the states of the vehicle. Fig. 2 may also actuate an anti-skid system (Acceleration Slip Regulation, ASR), the primary function of which is to inhibit wheel slip by limiting the driving force or increasing the braking force when wheel slip is detected while driving.

Since the ABS generally adopts a hall wheel speed sensor to measure the angular velocity of a wheel, the wheel speed (v=w×r, w is the angular velocity, r is the wheel radius) is calculated according to the angular velocity of the wheel, thereby obtaining the vehicle speed (the vehicle speed is equal to the wheel speed without slipping, locking, etc. of the vehicle). The sensor is inaccurate when the vehicle speed is low, the tire pressure misjudgment is caused by conditions such as vehicle speed jump and the like, in order to improve the tire pressure judgment accuracy, the vehicle speed is considered to be effective only when the vehicle speed is greater than a first threshold value, otherwise, the vehicle speed is not adopted at this time, and the first threshold value can be specifically used for selecting and calibrating according to different wheel speed sensors. The first threshold may be preset and stored in a memory (e.g., a non-volatile memory) of the electronic device.

The electronics can monitor the actual wheel speed of the first wheel of the vehicle via a hall wheel speed sensor.

102, The electronics calculate a fitted wheel speed for the first wheel.

The fitted wheel speed of the first wheel is the wheel speed of the fitted normal tire pressure of the first wheel. The method comprises the steps of determining a tire with an actual wheel speed which is close to a theoretical value, obtaining the fitting wheel speed of the tire according to the fitting of the actual wheel speed and the theoretical wheel speed of the tire with the theoretical value, and calculating the fitting wheel speed of the first tire according to the fitting wheel speed of the tire. Because the vehicles are rigidly connected, a certain wheel speed conversion relation exists among N wheels, the actual wheel speed of one wheel is measured, and the theoretical wheel speeds of other wheels can be calculated according to the wheel speed conversion relation.

The tire with the approximate actual wheel speed and the theoretical value is the tire with normal tire pressure, the fitting wheel speed of the tire is obtained according to the fitting of the theoretical wheel speed of the tire with the approximate actual wheel speed and the theoretical value, the reliability of the fitting wheel speed can be ensured, the deviation between the fitting wheel speed and the actual wheel speed is not larger, and therefore the reliable fitting wheel speed is obtained. The fitted wheel speed of the first wheel may be considered to be close to or equal to the actual wheel speed of the first wheel under normal tire pressure.

Alternatively, step 102 may include the steps of:

(11) The electronic equipment selects a first reference wheel in the N wheels, and calculates the theoretical wheel speeds of the N wheels according to the wheel speed conversion relation between the first reference wheel and the N wheels and the actual wheel speed of the first reference wheel;

(12) The electronic equipment determines M wheels in the N wheels as second reference wheels according to the actual wheel speeds of the N wheels and the theoretical wheel speeds of the N wheels, wherein M is a positive integer smaller than N;

(13) The electronic equipment performs wheel speed filtering according to the actual wheel speed of the second reference wheel and the theoretical wheel speed of the second reference wheel to obtain the theoretical wheel speed of the first reference wheel under the condition that the filtering error is minimum;

(14) The electronic equipment fits a fitting curve of the first reference wheel according to the theoretical wheel speed of the first reference wheel, and determines the fitting wheel speed of the first reference wheel according to the fitting curve of the first reference wheel;

(15) And the electronic equipment calculates the fitting wheel speed of the first wheel according to the wheel speed conversion relation between the first reference wheel and the first wheel and the fitting wheel speed of the first reference wheel.

In the embodiment of the application, the first reference wheel can be selected randomly or according to the running condition of the vehicle. For example, in the case of a left turn of the vehicle, a front left wheel or a rear left wheel of the N wheels may be selected as the first reference wheel; in the case of a right turn of the vehicle, a front right wheel or a rear right wheel of the N wheels may be selected as a first reference wheel; in the case where the vehicle is traveling straight, any one of the N wheels may be selected as the first reference wheel. When the vehicle turns left, the left front wheel or the left rear wheel is selected as the first reference wheel, so that the calculation complexity of the wheel speed conversion relation between the first reference wheel and the N wheels can be reduced. When the vehicle turns right, the right front wheel or the right rear wheel is selected as the first reference wheel, so that the calculation complexity of the wheel speed conversion relation between the first reference wheel and the N wheels can be reduced.

The wheel speed conversion relation between the first reference wheel and the N wheels is determined based on an Ackerman model.

Next, with n=4, in the case where the vehicle turns left, the wheel speed conversion relationship of the first reference wheel and the N wheels will be described with reference to fig. 3. Referring to fig. 3, fig. 3 is a schematic diagram of dynamics of a left turn of a vehicle according to an embodiment of the application. As shown in fig. 3, the vehicle includes four wheels: wheel 1 (left front wheel), wheel 2 (right front wheel), wheel 3 (left rear wheel) and wheel 4 (right rear wheel), the wheel speeds of the four wheels corresponding to V1, V2, V3 and V4 respectively. It can be seen that the wheel speed directions of the wheels 1 and 2 are biased to the left, and the wheel speed directions of the wheels 3 and 4 are forward directions. When the vehicle turns left, the left front wheel, the right front wheel, the left rear wheel and the right rear wheel all perform circular motion around a point O, and because the vehicle is rigidly connected, the angular speeds of the four wheels rotating around the point O are constant, and the wheel speeds of the wheels have the following relation:

From the above formula ①, it can be derived

Wherein, the above "×" indicates that the multiplier numbers, V2, V3, V4 can all be converted into V1, and if the first reference wheel is wheel 1, the wheel speed conversion relationship between the first reference wheel and the 4 wheels can be converted by the above formula. The actual wheel speed of the wheel 1 can be measured through a wheel speed sensor, the actual wheel speed V1 of the wheel 1 is brought into the formula, and the theoretical wheel speeds of the wheel 2, the wheel 3 and the wheel 4 can be obtained.

Referring to fig. 4, fig. 4 is a schematic diagram of dynamics of another vehicle turning right according to an embodiment of the present application. The following relationship also exists between the wheel speeds:

similarly, the reference wheel speed selection and conversion may also be performed in the above manner, and will not be described here again.

When the vehicle is traveling straight, the following relationship exists between the wheel speeds: v1=v2=v3=v4.

In the embodiment of the application, the wheel speed filter is used for filtering burr data in the wheel speed, and removing the theoretical wheel speed which deviates from the actual wheel speed of the normal tire pressure and is larger, so that the reserved theoretical wheel speed used for fitting is closer to the theoretical wheel speed under the normal tire pressure, the fitting effect of the fitting curve of the first reference wheel is further improved, the fitting effect of the first reference wheel is closer to the theoretical wheel speed of the wheel of the normal tire pressure, and the fitting wheel speed of the first wheel is closer to the actual wheel speed of the first wheel under the normal tire pressure.

Optionally, in step (12), the electronic device determines M wheels of the N wheels as the second reference wheel according to the actual wheel speeds of the N wheels and the theoretical wheel speeds of the N wheels, including:

and the electronic equipment calculates the ratio of the actual wheel speed to the theoretical wheel speed of each wheel in the N wheels, and takes the rest wheels in the N wheels as second reference wheels after removing the wheels with the maximum and minimum ratio in the N wheels.

In the embodiment of the application, taking n=4 as an example in the case of left turning of the vehicle, the actual wheel speeds of 4 wheels can be measured through the wheel speed sensor, and each wheel can be provided with one wheel speed sensor. The wheel speed sensor may be a hall wheel speed sensor. After the actual wheel speeds of the respective 4 wheels are measured, the theoretical wheel speeds of the wheel 2, the wheel 3, the wheel 4 and the theoretical wheel speed of the wheel 1 calculated by the above-described step (11) (since the wheel 1 is the first reference wheel, the actual wheel speeds are the same as the theoretical wheel speeds). The actual wheel speeds of the wheels 1, 2, 3 and 4 are respectively: v1', V2', V3', V4', calculating the ratio values of V1'/V1, V2'/V2, V3'/V3 and V4'/V4 (the theoretical wheel speeds of the wheels 1, 2, 3 and 4 are respectively) and taking the wheel corresponding to the remaining ratio as a second reference wheel after the maximum value and the minimum value in the 4 ratio values are removed. For example, the second reference wheels may be wheels 2 and 3.

The embodiment of the application can take the rest of wheels as second reference wheels after the wheels with the maximum and minimum ratio are removed. The wheels with the maximum ratio may be over-pressure, the wheels with the minimum ratio may be under-pressure, and the maximum and minimum wheels are deleted to select the wheel speed with the most possible normal tire pressure. Therefore, the wheel speed of the normal tire pressure can be provided for the subsequent wheel speed filtering, the reliability of the result of the wheel speed filtering is improved, and the fitting effect of the fitting curve of the first reference wheel is improved, so that the fitting effect of the first reference wheel is closer to the theoretical wheel speed of the wheel of the normal tire pressure, and the fitting wheel speed of the first wheel is closer to the actual wheel speed of the first wheel under the condition that the tire pressure is normal.

Optionally, in step (13), the electronic device performs wheel speed filtering according to the actual wheel speed of the second reference wheel and the theoretical wheel speed of the second reference wheel, to obtain the theoretical wheel speed of the first reference wheel with the minimum filtering error, and includes:

The electronic equipment carries out wheel speed filtering according to the actual wheel speed of the second reference wheel and the theoretical wheel speed of the second reference wheel, obtains the theoretical wheel speed of the second reference wheel under the condition of minimum filtering error, and determines the theoretical wheel speed of the first reference wheel according to the wheel speed conversion relation between the first reference wheel and the second reference wheel and the theoretical wheel speed of the second reference wheel.

In the embodiment of the application, the wheel speed filtering can comprise any one of least square filtering, amplitude limiting filtering or median filtering.

The least square method filtering will be described below as an example. For example, if the selected second reference wheels are wheel 2 and wheel 3, wheel speed filtering may be performed as follows:

Where n is the number of data used for wheel speed filtering, for example, n sets of actual wheel speeds of the wheels 2 and n sets of actual wheel speeds of the wheels 3 may be collected. Wherein, the larger n is, the better the fitting effect is. f is an intermediate value in the wheel speed filtering process, and for each group of data in the n groups of data, V1 with the minimum f value is selected. In the above formula ⑥, since V2 'and V3' are known values actually measured, L, B, and β are also known values, the value of f is related to V1 only (f is a quadratic function with respect to V1, there must be a V1 such that the value of f is minimum), for each set of data, a V1 can be obtained such that the value of f is minimum for that set of data. After the theoretical wheel speeds of n V1 are obtained, a fitting curve of the wheel 1 (first reference wheel) can be obtained by fitting according to the theoretical wheel speeds V1 of n wheels 1. In the fitted curve of the wheel 1, the abscissa is time t, and the ordinate is the fitted wheel speed V1 of the wheel 1.

For example, n sets of actual wheel speeds of the wheel 2 and n sets of actual wheel speeds of the wheel 3 may be collected at n time points, the n sets of actual wheel speeds of the wheel 2 may be fitted to an actual wheel speed fitting curve of the wheel 2, the n sets of actual wheel speeds of the wheel 3 may be fitted to an actual wheel speed fitting curve of the wheel 3, and the theoretical wheel speeds of n V1 obtained by the least square filtering may make the values of f under the n sets of data in the above formula all take the minimum value.

The theory of least square filtering makes the sum of the error of the theoretical wheel speed of the wheel 2 and the actual wheel speed of the wheel 2 and the error of the theoretical wheel speed of the wheel 3 and the actual wheel speed of the near wheel 3 minimum, so that the fitted wheel speed of the wheel 1 obtained by fitting is more approximate to the actual wheel speed of the wheel 1 under normal tire pressure.

The fitting curve can be obtained by fitting curve software.

The electronic device may fit a fitted curve of the wheel 1 according to n theoretical wheel speeds of the wheel 1 (first reference wheel), and determine the fitted wheel speed of the wheel 1 according to the fitted curve of the wheel 1. The electronic device calculates the fitting wheel speed of the first wheel according to the wheel speed conversion relation between the wheel 1 and the first wheel and the fitting wheel speed of the wheel 1. If the first wheel is wheel 1, the fitted wheel speed of wheel 1 is directly taken as the fitted wheel speed of the first wheel. If the first wheel is wheel 2, a fitted wheel speed of wheel 2 may be calculated according to equation ② above. If the first wheel is wheel 3, a fitted wheel speed for wheel 3 may be calculated according to equation ③ above. If the first wheel is wheel 4, a fitted wheel speed of wheel 4 may be calculated according to equation ④ above.

103, The electronic device determines whether the tire pressure of the first wheel is abnormal according to the actual wheel speed of the first wheel and the fitting wheel speed of the first wheel.

In the embodiment of the application, whether the tire pressure of the first wheel is abnormal can be directly determined according to the difference or the ratio of the actual wheel speed of the first wheel to the fitting wheel speed of the first wheel. If the above difference or ratio is too large, it may be determined that the tire pressure of the first wheel is abnormal, and if the difference or ratio is within a normal range, it may be determined that the tire pressure of the first wheel is normal.

In the embodiment of the application, tire pressure monitoring is performed through an indirect method, and the tire pressure monitoring is performed only when the speed of the vehicle is greater than a first threshold value and the ABS is not activated. The method can avoid the situation that the tire pressure monitoring result is in a larger error due to inaccurate wheel speed measurement under the condition that the vehicle speed is lower, and can also avoid the situation that the tire pressure monitoring result is in a larger error due to inaccurate wheel slip or locking of a brake wheel under the condition of ABS activation, thereby accurately judging whether the tire pressure is abnormal or not, reducing the possibility of tire pressure false alarm and improving the driving experience of users.

Optionally, step 103 may include the steps of:

(21) The electronic equipment calculates a first wheel speed ratio of the fitting wheel speed of the first wheel and the actual wheel speed of the first wheel;

(22) The electronic equipment determines an overpressure wheel speed ratio corresponding to the actual wheel speed of the first wheel according to the ratio of the theoretical wheel speed of the first wheel under overpressure and the actual wheel speed calibrated under different wheel speeds, wherein the theoretical wheel speed of the first wheel under overpressure is obtained based on the wheel speed conversion relation between the first wheel and a normal wheel and the actual wheel speed of the normal wheel; determining an under-voltage wheel speed ratio corresponding to the actual wheel speed of the first wheel according to the ratio of the theoretical wheel speed of the first wheel under the under-voltage state to the actual wheel speed calibrated under different wheel speeds, wherein the theoretical wheel speed of the first wheel under the under-voltage state is obtained based on the wheel speed conversion relation between the first wheel and the normal wheel and the actual wheel speed of the normal wheel;

(23) And the electronic equipment determines whether the tire pressure of the first wheel is abnormal according to the first wheel speed ratio, the over-pressure wheel speed ratio and the under-pressure wheel speed ratio.

In the embodiment of the application, the corresponding relation of the wheel speed ratio of the normal wheel and the over-pressure wheel can be obtained through calibration test under different wheel speeds or different vehicle speeds. In the calibration test, the tire pressure of one or two wheels of the vehicle can be selected to be abnormal (for example, in an overpressure state or an underpressure state), so that the tire pressure of other wheels is ensured to be normal. For example, during calibration test, the air pressure of the first wheel may be set to an overpressure state (for example, 110% or 120% of the normal air pressure), the other wheels (normal wheels) are set to a normal air pressure state, then, at different vehicle speeds (or wheel speeds), the actual wheel speed of the wheel with normal tire pressure (may be one of the normal wheels, for example, may be the left front wheel of the vehicle) and the actual vehicle speed of the first wheel are measured, the theoretical wheel speed of the first wheel is calculated according to the actual wheel speed of the normal wheel and the wheel speed conversion relation (for example, the formula ①、②、③、④) between the first wheel and the normal wheel, the ratio of the theoretical wheel speed of the first wheel to the actual wheel speed of the first wheel is obtained, and the ratio of the theoretical wheel speed of the first wheel to the actual wheel speed of the first wheel under the overpressure state under different wheel speeds may be measured. Similarly, during calibration test, the air pressure of the first wheel may be set in an under-pressure state (for example, 80% or 90% of the normal air pressure), the other wheels (normal wheels) are set in a normal air pressure state, then, under different vehicle speeds (or wheel speeds), the actual wheel speed of the wheel with normal tire pressure (may be one of the normal wheels, for example, may be the left front wheel of the vehicle) and the actual vehicle speed of the first wheel are measured, the theoretical wheel speed of the first wheel is obtained according to the actual wheel speed of the normal wheel and the conversion relation (for example, the formula ①、②、③、④) between the first wheel and the wheel speed of the normal wheel, the ratio of the theoretical wheel speed of the first wheel to the actual wheel speed of the first wheel is obtained, and the ratio of the theoretical wheel speed of the first wheel to the actual wheel speed of the first wheel under the under-pressure state, which is calibrated under different wheel speeds, is obtained.

In general, if the tire pressure of the first wheel is higher, the measured actual rotational speed of the first tire is smaller, and the actual wheel speed of the first tire is smaller, at this time, the first wheel speed ratio is greater than 1. Similarly, if the tire pressure of the first wheel is low, the measured actual rotational speed of the first tire is high, and the actual wheel speed of the first tire is high, the first wheel speed ratio is less than 1. The ratio of the over-voltage wheel speed is larger than 1, and the ratio of the under-voltage wheel speed is smaller than 1.

For example, the tire pressure in the overpressure state may be 110% or 120% of the normal tire pressure, and the tire pressure in the underpressure state may be 90% or 80% of the normal tire pressure. The tire pressure of the tire in the overpressure state can be selected according to actual needs, and the tire pressure of the tire in the underpressure state can be selected according to actual needs.

According to the embodiment of the application, whether the tire pressure of the first tire is abnormal or not can be determined according to the first wheel speed ratio, the over-pressure wheel speed ratio and the under-pressure wheel speed ratio, and the comparison is carried out through the unified wheel speed ratio, so that whether the tire pressure of the first tire is abnormal or not can be accurately judged.

Optionally, step (23) may include the steps of:

(231) Under the condition that the first wheel speed ratio is larger than the over-pressure wheel speed ratio, the electronic equipment determines that the tire pressure of the first wheel is abnormal in over-pressure;

(232) Under the condition that the first wheel speed ratio is smaller than the under-pressure wheel speed ratio, the electronic equipment determines that the tire pressure of the first wheel is abnormal under-pressure;

(233) And under the condition that the first wheel speed ratio is smaller than the overpressure wheel speed ratio and larger than the under-pressure wheel speed ratio, the electronic equipment determines that the tire pressure of the first wheel is normal.

The embodiment of the application can directly compare the first wheel speed ratio with the over-pressure wheel speed ratio and the under-pressure wheel speed ratio, thereby accurately judging what kind of abnormality the tire pressure of the first tire is.

Optionally, step (23) may include the steps of:

(234) Under the condition that the first wheel speed ratio is larger than the over-pressure wheel speed ratio, the electronic equipment determines that the tire pressure of the first wheel is in an over-pressure state; under the condition that the first wheel speed ratio is smaller than the under-pressure wheel speed ratio, the electronic equipment determines that the tire pressure of the first wheel is in an under-pressure state; under the condition that the first wheel speed ratio is smaller than the overpressure wheel speed ratio and larger than the under-pressure wheel speed ratio, the electronic equipment determines that the tire pressure of the first wheel is in a normal state;

(235) The electronic equipment counts the over-pressure accumulation duration of the tire pressure of the first wheel in an over-pressure state in a first time period, and determines that the tire pressure of the first wheel is abnormal under the condition that the ratio of the over-pressure accumulation duration to the first time period is larger than a second threshold value;

(236) The electronic equipment counts the undervoltage accumulation duration of the tire pressure of the first wheel in an undervoltage state in a first time period, and determines that the tire pressure of the first wheel is under-voltage abnormality under the condition that the ratio of the undervoltage accumulation duration to the first time period is larger than a third threshold value;

(237) And the electronic equipment counts the normal accumulation duration of the tire pressure of the first wheel in the normal state in the first time period, and determines that the tire pressure of the first wheel is normal under the condition that the ratio of the normal accumulation duration to the first time period is larger than a fourth threshold value.

The embodiment of the application can judge whether the first tire is in the overpressure abnormal state according to the comparison of the overpressure accumulated time length of the first tire in the overpressure state and the second threshold value in the counted period of time, can judge whether the first tire is in the underpressure abnormal state according to the comparison of the underpressure accumulated time length of the first tire in the underpressure state and the third threshold value in the counted period of time, and can judge whether the first tire is in the tire pressure normal state according to the comparison of the normal accumulated time length of the first tire in the normal state and the fourth threshold value in the counted period of time. The second threshold value, the third threshold value and the fourth threshold value may be equal or unequal. For example, the second threshold, the third threshold, and the fourth threshold may be set equal, such as 50% each.

Compared with the steps 231 to 233, the embodiment of the application can avoid the false judgment of overpressure or undervoltage caused by occasional errors of the wheel speed sensor, so that the accuracy of monitoring the tire pressure is higher and obvious false judgment does not occur,

The correspondence relationship may be stored in a table form. For example, referring to table 1, the vehicle may be subjected to parameter tests according to the vehicle speed and tire pressure in table 1 below, the vehicle speed in the first line of table 1 may be in kilometers per hour (km/h), the vehicle speed interval may be from V-1 to the highest vehicle speed V-N, no intersection exists between any two vehicle speed intervals, and the difference of the median values between the adjacent two vehicle speed intervals may be equal. The ratio of a normal wheel to a test wheel speed can be corresponding to different vehicle speed intervals and tire pressures. The section median value of the vehicle speed section may be an average value of the vehicle speed upper limit value and the vehicle speed lower limit value of this vehicle speed section. For example, the difference in the section median values of the adjacent two vehicle speed sections may be set to 1km/h, 2km/h, 5km/h, 10km/h, or the like as needed. The tire pressure range during the test is longitudinally filled in the form, the tire pressure can be normal tire pressure according to the left side wheel, the right side wheel is abnormal tire pressure, the abnormal tire pressure is calibrated in a crossing way on the upper line and the lower line of normal air pressure +/-X% and +/-Y%, and specific tire pressure intervals and vehicle speed intervals can be thinned according to actual test capability. The relationship between the ratio of the normal wheel to the test wheel speed when filling different tire pressures and the wheel speed is replaced by Hn in Table 1. The table can be written into a program of the VCU of the electronic equipment, and the VCU carries out interpolation according to the real-time wheel speeds of all the wheel speeds to inquire Hn corresponding to the current vehicle speed. If the actual wheel speed and the fitting vehicle speed of the current wheel are greater than Hn corresponding to (100+Y)% tire pressure at the corresponding vehicle speed, accumulating at time t 1; if the tire pressure is smaller than Hn corresponding to (100-Y)% tire pressure at the corresponding vehicle speed, accumulating for time t 2; between (100-Y)% (100+Y)%, and then performing time t3 accumulation; if T1/T is more than or equal to 50% in the test time T, the corresponding wheel is considered to be over-pressed; if T2/T is more than or equal to 50%, considering that the corresponding wheel is under-voltage; if T3/T is more than or equal to 50%, the tire pressure of the wheels is considered to be normal, wherein (100+Y)% and (100-Y)% of the tire pressure are selected according to the normal tire pressure range of the tires, and 50% is the alarm sensitivity of a vehicle system and can be set according to actual calibration or test conditions. And the severity degree of the under-pressure and the over-pressure of the tire pressure can be judged according to the average value of the ratio. For example, X may be set to 20 or 15, and y may be set to 10 or 5.

TABLE 1

Optionally, referring to fig. 5, fig. 5 is a flow chart of another tire pressure monitoring method according to an embodiment of the application. As shown in fig. 5, the method may include the steps of:

501, the electronic device monitors the actual wheel speed of the first wheel of the vehicle in case the vehicle speed is greater than a first threshold value and the antilock brake system ABS is not activated. Wherein the first wheel is any one of N wheels of the vehicle, and N is an integer greater than or equal to 4.

502, The electronics calculate a fitted wheel speed for the first wheel.

503, The electronic device determines whether the tire pressure of the first wheel is abnormal according to the actual wheel speed of the first wheel and the fitting wheel speed of the first wheel.

The specific implementation of step 501 to step 503 may refer to step 101 to step 103 shown in fig. 1, and will not be described herein.

504. Under the condition that the tire pressure of the first wheel is abnormal, the electronic equipment gives an alarm of abnormal tire pressure.

When the tire pressure of the first wheel is abnormal in overvoltage or under-voltage, the electronic equipment can alarm the tire pressure abnormality. The tire pressure abnormality warning may be played in a voice manner, for example, an alarm may be sounded. It is also possible to display warning information on the display screen, such as a tire in which the tire pressure is abnormal, and a specific abnormality type (under pressure or over pressure) of the tire.

The embodiment of the application can provide a tire pressure abnormality alarming method, and can accurately alarm the tire pressure abnormality under the condition that a pressure sensor and a temperature sensor are not arranged in the tire.

Referring to fig. 6, fig. 6 is a schematic flow chart of a tire pressure monitoring method according to an embodiment of the application. As shown in fig. 6, the method may include the steps of:

S1: judging whether the vehicle speed is greater than X;

Because the prior ABS commonly adopts a Hall wheel speed sensor, the sensor is inaccurate when the vehicle speed is low, the tire pressure misjudgment is caused by the conditions of vehicle speed jump and the like, in order to improve the tire pressure judgment accuracy, the vehicle speed is considered to be effective only when the vehicle speed is greater than X, otherwise, the vehicle speed is not adopted at the moment, and X specifically carries out selection calibration according to different wheel speed sensors. The Hall type wheel speed sensor can continuously work and collect the rotating speed value in real time, so that the actual wheel speed is obtained.

S2, judging whether ABS is activated, if so, the wheel speed is not adopted, otherwise, S3 is carried out;

S3: judging whether ASR is activated or not, if so, the wheel speed is not adopted, otherwise, S4 judgment is carried out;

S4: judging the magnitude of a return value of the steering wheel angle sensor, if the value is greater than 0, considering the vehicle to turn right, otherwise, entering S5 to judge;

S5: judging that the return value of the steering wheel angle sensor is equal to 0, if so, considering the vehicle to run straight, otherwise, considering the vehicle to turn left, and if not, considering the vehicle to turn left, S8;

S7: if the vehicle runs straight, the minimum value and the maximum value among V1, V2, V3 and V4 are directly proposed, and the residual values are subjected to wheel speed filtering;

S9: if the vehicle turns left, calculating the relation of each wheel speed according to ①②③④;

S20: if the vehicle turns right, calculating the relation of each wheel speed according to ⑤;

s10: the VCU judges the values of V1'/V1, V2'/V2, V3'/V3 and V4'/V4, and selects the wheel speed with the ratio of middle as a reference wheel speed;

S11: the selected reference wheel speed is subjected to wheel speed filtering according to a formula ⑥;

And (3) carrying out wheel speed filtering by adopting a least square method, fitting a fitting curve of V1 with the minimum numerical value meeting a formula ⑥, substituting the V1 obtained by fitting into ①②③④, and calculating the fitting wheel speed of each wheel.

S12: and judging whether the ratio of the actual wheel speed to the fitting wheel speed of the vehicle corresponds to h (corresponding to Hn in the table 1) corresponding to the overpressure/underpressure of the tire pressure, if so, entering S13 to perform time accumulation, otherwise, performing re-judgment.

S13: in the judging unit judging time T, the ratio of the time accumulated value T which is larger than h corresponding to the overpressure/underpressure of the tire pressure to T is larger than 50%, the tire pressure is considered to be abnormal, otherwise, the tire pressure is considered to be normal, and 50% of the time accumulated value T can be calibrated according to actual vehicle test data.

S14: judging that the accumulated time T1/T which is larger than the overpressure threshold value according to the ratio is larger than or equal to 50% according to the formula, and considering that the corresponding wheels are overpressure (S15);

S16: judging that the accumulated time T2/T is more than or equal to 50 percent according to the formula, and considering that the corresponding wheel is under-voltage (S17);

s18: and judging that the accumulated time T3/T is more than or equal to 50% according to the formula, and considering that the corresponding wheel is normal (S19).

Because the long-wheelbase vehicle is in the turn, the influence of wheelbase to the tire pressure is great, if directly adopt the wheel speed to analyze the tire pressure to cause the inaccurate scheduling problem of false alarm tire pressure easily. The embodiment of the application can convert each wheel speed of the vehicle in turning according to the characteristics of the vehicle with long wheelbase and long wheelbase (such as a passenger car), reduce the rotation speed difference caused by the wheelbase and the wheelbase in turning and reduce the false alarm of the vehicle. The embodiment of the application can also eliminate the condition of wheel locking or driving slipping during braking, effectively reduce the effective errors of front and rear wheel speeds caused by driving force and braking force, and reduce the false alarm condition.

The above description of the solution of the embodiment of the present application is presented in terms of the implementation of the procedure from the method side. It will be appreciated that the electronic device, in order to achieve the above-described functions, includes corresponding hardware structures and/or software modules that perform the respective functions. Those of skill in the art will readily appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as hardware or combinations of hardware and computer software. Whether a function is implemented as hardware or computer software driven hardware depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

The embodiment of the application can divide the functional units of the electronic device according to the method example, for example, each functional unit can be divided corresponding to each function, and two or more functions can be integrated in one processing unit. The integrated units may be implemented in hardware or in software functional units. It should be noted that, in the embodiment of the present application, the division of the units is schematic, which is merely a logic function division, and other division manners may be implemented in actual practice.

In accordance with the foregoing, referring to fig. 7, fig. 7 is a schematic structural diagram of a tire pressure monitoring device according to an embodiment of the present application, the tire pressure monitoring device 700 may include a monitoring unit 701, a calculating unit 702, and a determining unit 703, where:

The monitoring unit 701 is configured to monitor an actual wheel speed of a first wheel of a vehicle when a vehicle speed of the vehicle is greater than a first threshold value and an antilock brake system ABS is not activated; the first wheel is any one of N wheels of the vehicle, and N is an integer greater than or equal to 4;

The calculating unit 702 is configured to calculate a fitting wheel speed of the first wheel;

The determining unit 703 is configured to determine whether the tire pressure of the first wheel is abnormal according to the actual wheel speed of the first wheel and the fitted wheel speed of the first wheel.

Optionally, the calculating unit 702 calculates a fitting wheel speed of the first wheel, including:

Selecting a first reference wheel of the N wheels, and calculating theoretical wheel speeds of the N wheels according to the wheel speed conversion relation between the first reference wheel and the N wheels and the actual wheel speeds of the first reference wheel;

determining M wheels of the N wheels as second reference wheels according to the actual wheel speeds of the N wheels and the theoretical wheel speeds of the N wheels, wherein M is a positive integer smaller than N;

According to the actual wheel speed of the second reference wheel and the theoretical wheel speed of the second reference wheel, carrying out wheel speed filtering to obtain the theoretical wheel speed of the first reference wheel under the condition of minimum filtering error;

Fitting a fitting curve of the first reference wheel according to the theoretical wheel speed of the first reference wheel, and determining the fitting wheel speed of the first reference wheel according to the fitting curve of the first reference wheel;

And calculating the fitting wheel speed of the first wheel according to the wheel speed conversion relation between the first reference wheel and the first wheel and the fitting wheel speed of the first reference wheel.

Optionally, the calculating unit 702 selects a first reference wheel of the N wheels, including:

Selecting a front left wheel or a rear left wheel of the N wheels as a first reference wheel in a case where the vehicle turns left;

selecting a front right wheel or a rear right wheel of the N wheels as a first reference wheel in a case where the vehicle turns right;

In the case where the vehicle is traveling straight, any one of the N wheels is selected as the first reference wheel.

Optionally, the calculating unit 702 determines M wheels of the N wheels as the second reference wheel according to the actual wheel speeds of the N wheels and the theoretical wheel speeds of the N wheels, including:

and calculating the ratio of the actual wheel speed to the theoretical wheel speed of each wheel in the N wheels, and taking the remaining wheels in the N wheels as second reference wheels after removing the wheels with the maximum and minimum ratio in the N wheels.

Optionally, the calculating unit 702 obtains a theoretical wheel speed of the first reference wheel with the minimum filtering error, including:

And obtaining the theoretical wheel speed of the second reference wheel under the condition of minimum filtering error, and determining the theoretical wheel speed of the first reference wheel according to the wheel speed conversion relation between the first reference wheel and the second reference wheel and the theoretical wheel speed of the second reference wheel.

Optionally, the wheel speed filter includes any one of a least square method filter, a clipping filter, or a median filter.

Optionally, the determining unit 703 determines whether the tire pressure of the first wheel is abnormal according to the actual wheel speed of the first wheel and the fitted wheel speed of the first wheel, including:

calculating a first wheel speed ratio of the fitted wheel speed of the first wheel to the actual wheel speed of the first wheel;

Determining an overpressure wheel speed ratio corresponding to the actual wheel speed of the first wheel according to the ratio of the theoretical wheel speed of the first wheel under overpressure and the actual wheel speed calibrated under different wheel speeds, wherein the theoretical wheel speed of the first wheel under overpressure is obtained based on the wheel speed conversion relation between the first wheel and a normal wheel and the actual wheel speed of the normal wheel; determining an under-voltage wheel speed ratio corresponding to the actual wheel speed of the first wheel according to the ratio of the theoretical wheel speed of the first wheel under the under-voltage state to the actual wheel speed calibrated under different wheel speeds, wherein the theoretical wheel speed of the first wheel under the under-voltage state is obtained based on the wheel speed conversion relation between the first wheel and the normal wheel and the actual wheel speed of the normal wheel;

And determining whether the tire pressure of the first wheel is abnormal according to the first wheel speed ratio, the over-pressure wheel speed ratio and the under-pressure wheel speed ratio.

Optionally, the determining unit 703 determines whether the tire pressure of the first wheel is abnormal according to the first wheel speed ratio, the over-pressure wheel speed ratio, and the under-pressure wheel speed ratio, including:

Under the condition that the first wheel speed ratio is larger than the over-pressure wheel speed ratio, determining that the tire pressure of the first wheel is abnormal;

Under the condition that the first wheel speed ratio is smaller than the under-pressure wheel speed ratio, determining that the tire pressure of the first wheel is abnormal under-pressure;

And under the condition that the first wheel speed ratio is smaller than the overpressure wheel speed ratio and larger than the under-pressure wheel speed ratio, determining that the tire pressure of the first wheel is normal.

Under the condition that the first wheel speed ratio is larger than the over-pressure wheel speed ratio, determining that the tire pressure of the first wheel is in an over-pressure state; under the condition that the first wheel speed ratio is smaller than the under-pressure wheel speed ratio, determining that the tire pressure of the first wheel is in an under-pressure state; under the condition that the first wheel speed ratio is smaller than the overpressure wheel speed ratio and larger than the under-pressure wheel speed ratio, determining that the tire pressure of the first wheel is in a normal state;

counting the over-pressure accumulation duration of the tire pressure of the first wheel in an over-pressure state in a first time period, and determining that the tire pressure of the first wheel is abnormal under the condition that the ratio of the over-pressure accumulation duration to the first time period is larger than a second threshold value;

counting the undervoltage accumulation duration of the tire pressure of the first wheel in an undervoltage state in a first time period, and determining that the tire pressure of the first wheel is under-voltage abnormality under the condition that the ratio of the undervoltage accumulation duration to the first time period is larger than a third threshold value;

and counting a normal accumulation duration of the tire pressure of the first wheel in a normal state in a first time period, and determining that the tire pressure of the first wheel is normal under the condition that the ratio of the normal accumulation duration to the first time period is larger than a fourth threshold value.

Optionally, the tire pressure monitoring device 700 further comprises an alarm unit 704.

The alarm unit 704 is configured to perform a tire pressure abnormality alarm in a case where the tire pressure of the first wheel is abnormal by the determining unit 703.

The monitoring unit 701 in the embodiment of the present application may be a wheel speed sensor in an electronic device, and the calculating unit 702 and the determining unit 703 may be a processor in the electronic device, such as a VCU. The alarm unit 704 may be a display and/or a speaker in the electronic device.

Referring to fig. 8, fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application, and as shown in fig. 8, the electronic device 800 includes a processor 801 and a memory 802, where the processor 801 and the memory 802 may be connected to each other through a communication bus 803. The communication bus 803 may be a peripheral component interconnect standard (PERIPHERAL COMPONENT INTERCONNECT, PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, or the like. The communication bus 803 may be divided into an address bus, a data bus, a control bus, and the like. For ease of illustration, only one thick line is shown in fig. 8, but not only one bus or one type of bus. The memory 802 is used for storing a computer program comprising program instructions, the processor 801 being configured for invoking program instructions comprising instructions for performing part or all of the steps of the methods comprised in fig. 1-6.

The processor 801 may be a general purpose Central Processing Unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the above-described programs. In particular, the processor 801 may be a VCU.

The Memory 802 may be, but is not limited to, a read-Only Memory (ROM) or other type of static storage device that can store static information and instructions, a random access Memory (random access Memory, RAM) or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-Only Memory (ELECTRICALLY ERASABLE PROGRAMMABLE READ-Only Memory, EEPROM), a compact disc read-Only Memory (Compact Disc Read-Only Memory) or other optical disc storage, a compact disc storage (including compact disc, laser disc, optical disc, digital versatile disc, blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. The memory may be stand alone and coupled to the processor via a bus. The memory may also be integrated with the processor.

The electronic device 800 may further include general-purpose components such as a communication interface (e.g., USB interface, microphone interface, etc.), an antenna, etc., which are not described in detail herein.

The embodiment of the present application also provides a computer-readable storage medium storing a computer program for electronic data exchange, the computer program causing a computer to execute part or all of the steps of any one of the tire pressure monitoring methods described in the above method embodiments.

It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

In the several embodiments provided by the present application, it should be understood that the disclosed apparatus may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, such as the division of the units, merely a logical function division, and there may be additional manners of dividing the actual implementation, such as multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, or may be in electrical or other forms.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present invention may be integrated in one processing unit, each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units described above may be implemented either in hardware or in software program modules.

The integrated units, if implemented in the form of software program modules, may be stored in a computer-readable memory for sale or use as a stand-alone product. Based on this understanding, the technical solution of the present application may be embodied essentially or partly in the form of a software product, or all or part of the technical solution, which is stored in a memory, and includes several instructions for causing a computer device (which may be a personal computer, a server, a network device, or the like) to perform all or part of the steps of the method according to the embodiments of the present application. And the aforementioned memory includes: a U-disk, a read-only memory (ROM), a random access memory (random access memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

Those of ordinary skill in the art will appreciate that all or a portion of the steps in the various methods of the above embodiments may be implemented by a program that instructs associated hardware, and the program may be stored in a computer readable memory, which may include: flash disk, read-only memory, random access memory, magnetic or optical disk, etc.

The foregoing has outlined rather broadly the more detailed description of embodiments of the application, wherein the principles and embodiments of the application are explained in detail using specific examples, the above examples being provided solely to facilitate the understanding of the method and core concepts of the application; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.

Claims

1. A tire pressure monitoring method, comprising:

calculating a fitting wheel speed of the first wheel;

Determining whether the tire pressure of the first wheel is abnormal according to the first wheel speed ratio, the over-pressure wheel speed ratio and the under-pressure wheel speed ratio; the over-pressure wheel speed ratio is the over-pressure wheel speed ratio corresponding to the actual wheel speed of the first wheel, which is obtained by determining the ratio of the theoretical wheel speed of the first wheel under the over-pressure state to the actual wheel speed according to the calibration under different wheel speeds, wherein the theoretical wheel speed of the first wheel under the over-pressure state is obtained based on the wheel speed conversion relation between the first wheel and the normal wheel and the actual wheel speed of the normal wheel; the under-voltage wheel speed ratio is an under-voltage wheel speed ratio corresponding to the actual wheel speed of the first wheel, which is obtained by determining the ratio of the theoretical wheel speed of the first wheel in an under-voltage state to the actual wheel speed according to the calibration under different wheel speeds, wherein the theoretical wheel speed of the first wheel in the under-voltage state is obtained based on the wheel speed conversion relation between the first wheel and the normal wheel and the actual wheel speed of the normal wheel.

2. The method of claim 1, wherein said calculating a fitted wheel speed of the first wheel comprises:

3. The method of claim 2, wherein the selecting a first reference wheel of the N wheels comprises:

4. The method of claim 2, wherein the determining that M of the N wheels are second reference wheels based on the actual wheel speeds of the N wheels and the theoretical wheel speeds of the N wheels comprises:

5. The method of claim 2, wherein obtaining a theoretical wheel speed of the first reference wheel with minimal filtering error comprises:

6. The method of claim 1, wherein the determining whether the tire pressure of the first wheel is abnormal based on the first wheel speed ratio, the over-pressure wheel speed ratio, and the under-pressure wheel speed ratio comprises:

7. The method of claim 1, wherein the determining whether the tire pressure of the first wheel is abnormal based on the first wheel speed ratio, the over-pressure wheel speed ratio, and the under-pressure wheel speed ratio comprises:

8. An electronic device comprising a processor and a memory, the memory for storing a computer program, the computer program comprising program instructions, the processor being configured to invoke the program instructions to perform the method of any of claims 1-7.

9. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program comprising program instructions which, when executed by a processor, cause the processor to perform the method according to any of claims 1-7.