WO2025112265A1 - 车轮胎压监控方法、车载控制器、系统和汽车 - Google Patents

车轮胎压监控方法、车载控制器、系统和汽车 Download PDF

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Publication number
WO2025112265A1
WO2025112265A1 PCT/CN2024/087387 CN2024087387W WO2025112265A1 WO 2025112265 A1 WO2025112265 A1 WO 2025112265A1 CN 2024087387 W CN2024087387 W CN 2024087387W WO 2025112265 A1 WO2025112265 A1 WO 2025112265A1
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Prior art keywords
wheel
tire pressure
data corresponding
measured
pressure data
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English (en)
French (fr)
Inventor
张道权
谢常云
刘学智
钟家球
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Publication of WO2025112265A1 publication Critical patent/WO2025112265A1/zh
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0488—Movement sensor, e.g. for sensing angular speed, acceleration or centripetal force

Definitions

  • 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.
  • the first is direct tire pressure monitoring, that is, an independent tire pressure sensor is installed on each wheel to monitor the tire pressure data corresponding to each wheel.
  • This method requires four separate tire pressure sensors.
  • An independent tire pressure sensor is installed on each wheel. It has high requirements for hardware equipment and requires high tire pressure monitoring costs.
  • the second is indirect tire pressure monitoring, that is, the wheel speed sensor of the existing ESP (Electronic Stability Program) system of the vehicle is used to collect wheel speed signals in real time, and the wheel speed difference is calculated through the controller.
  • the tire pressure condition is estimated based on the principle that the rolling radius is small when the tire pressure is low, so the tire speed becomes higher.
  • 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.
  • a tire pressure monitoring method comprising:
  • 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 the tire pressure data corresponding to the first wheel except for the first wheel. Wheels other than wheels.
  • 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:
  • 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.
  • 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 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:
  • 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.
  • the measured wheel data includes a first measured wheel speed and a first measured angular velocity corresponding to the first wheel;
  • 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:
  • 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.
  • the measured wheel data further includes a second measured wheel speed and a second measured angular velocity corresponding to the second wheel;
  • 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:
  • the target tire pressure data corresponding to the second wheel is determined according to the conversion relationship between the second tire radius corresponding to the second wheel and the first tire pressure.
  • 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:
  • 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.
  • a vehicle-mounted controller comprises a memory, a processor and a computer program stored in the memory and executable on the processor.
  • the processor executes the computer program, the above-mentioned vehicle tire pressure monitoring method is implemented.
  • a tire pressure monitoring system comprises the above-mentioned vehicle-mounted controller, a tire pressure sensor, and a data monitoring sensor, wherein the tire pressure sensor is arranged on a first wheel, and is used to obtain the actual tire pressure data of the first wheel; the data monitoring sensors are respectively arranged on four wheels, and are used to obtain the actual 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 above-mentioned vehicle tire pressure monitoring method.
  • a car comprises the above tire pressure monitoring system.
  • the above-mentioned tire pressure monitoring method, vehicle-mounted controller, system and automobile determine 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 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.
  • 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. There is no need to monitor the tire pressure data of each wheel in real time through hardware equipment, which saves hardware costs.
  • 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, which can make the obtained target tire pressure data corresponding to the second wheel more accurate and improve the safety performance of the tire pressure.
  • FIG1 is a flow chart of a tire pressure monitoring method according to an embodiment of the present invention.
  • FIG2 is a flow chart of an embodiment of FIG1 ;
  • FIG3 is a flow chart of an embodiment of step S202 of FIG2 ;
  • FIG4 is a flow chart of an embodiment of step S203 of FIG2 ;
  • FIG5 is a flow chart of another embodiment of step S202 of FIG2 ;
  • FIG6 is a flow chart of another embodiment of step S203 of FIG2 ;
  • FIG7 is a flow chart of another embodiment of FIG1 ;
  • FIG8 is a flow chart of an embodiment of step S703 of FIG7 ;
  • FIG9 is a flow chart of an embodiment after step S103 of FIG1 ;
  • FIG. 10 is a schematic diagram of a vehicle-mounted controller according to an embodiment of the present invention.
  • 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.
  • a tire pressure monitoring method is provided, and the method is described by taking the application of the method to the vehicle controller in FIG. 10 as an example, and includes the following steps:
  • S101 Acquire measured tire pressure data corresponding to the first wheel and measured wheel pressure data corresponding to the four wheels;
  • S102 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;
  • S103 using the target tire pressure conversion relationship, processing 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.
  • the measured tire pressure data refers to the tire pressure data of the wheels actually monitored, specifically the tire pressure data of the wheels actually monitored by the tire pressure sensor.
  • the measured wheel data refers to the data of each wheel actually monitored during driving, specifically at least one wheel data actually monitored by the data monitoring sensor, such as wheel angular velocity and wheel speed.
  • the first wheel refers to the only wheel among the four wheels that can directly monitor the measured tire pressure data; accordingly, the wheels other than the first wheel among the four wheels are determined as the second wheels.
  • the vehicle controller may 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 includes the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel, so as to facilitate the subsequent determination of 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.
  • the target tire pressure conversion relationship is a conversion relationship required for determining the target tire pressure data corresponding to the second wheel according to the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel.
  • the target tire pressure data is the tire pressure data of the second wheel calculated according to the measured tire pressure data corresponding to the first wheel or the measured wheel data corresponding to the second wheel.
  • 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 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.
  • the onboard controller can determine the 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 according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels; it can also determine the 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 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 determined according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the four wheels, and the measured tire pressure data corresponding to the first wheel is used as a reference benchmark, so that a more accurate target tire pressure conversion relationship can be obtained.
  • 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.
  • 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.
  • 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, and determines the target tire pressure data corresponding to the second wheel.
  • 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 tire pressure of the vehicle.
  • the 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, and the measured tire pressure data corresponding to the first wheel is used as a reference benchmark to obtain a more accurate target tire pressure conversion relationship.
  • 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. There is no need to monitor the tire pressure data of all wheels in real time through hardware equipment, which saves hardware costs.
  • the measured tire pressure data corresponding to the first wheel is used as a reference benchmark. Determining the target tire pressure conversion relationship and obtaining the target tire pressure data corresponding to the second wheel can make the obtained target tire pressure data corresponding to the second wheel more accurate and improve the safety performance of the tire pressure.
  • a tire pressure monitoring method is provided, which is described by taking the method applied to a vehicle controller as an example, and includes the following steps:
  • S201 Acquire measured tire pressure data corresponding to the first wheel and measured wheel pressure data corresponding to the four wheels;
  • S202 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;
  • S203 Determine the target tire pressure data corresponding to the second wheel according to the actually measured wheel data corresponding to the second wheel and the first tire pressure conversion relationship.
  • 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.
  • 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.
  • step S202 the onboard controller calibrates the measured tire pressure data corresponding to the first wheel according to the measured wheel data corresponding to the first wheel, obtains a calibration relationship, and determines the calibration relationship as the first tire pressure conversion relationship.
  • the first tire pressure conversion relationship is determined according to the measured tire pressure data corresponding to the first wheel and the measured wheel data corresponding to the first wheel, and the measured tire pressure data is used as a reference for determining the first tire pressure conversion relationship, so that the determined first tire pressure conversion relationship can be more accurate.
  • 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.
  • 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.
  • 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.
  • the measured tire pressure data of the first wheel is used as a reference basis for determining the first tire pressure conversion relationship, so as to obtain a more accurate first tire pressure conversion relationship. 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.
  • this method does not require tire pressure monitoring of the second wheel through hardware equipment, which can save hardware costs.
  • step S202 i.e., determining a 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:
  • S301 determining first estimated tire pressure data corresponding to the first wheel according to measured wheel data corresponding to the first wheel;
  • S302 Determine the first tire pressure data corresponding to the first wheel according to the measured tire pressure data corresponding to the first wheel and the first estimated tire pressure data corresponding to the first wheel. Tire pressure conversion relationship.
  • the first estimated tire pressure data refers to the tire pressure data of the first wheel estimated based on the actually measured wheel data corresponding to the first wheel.
  • step S301 the vehicle controller estimates the tire pressure of the first wheel according to the measured wheel data corresponding to the first wheel, and obtains the first estimated tire pressure data corresponding to the first wheel.
  • 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.
  • the first estimated tire pressure data corresponding to the first wheel is obtained to facilitate the subsequent determination of the first tire pressure conversion relationship according to the first estimated tire pressure data.
  • the on-board controller compares and calculates the measured tire pressure data corresponding to the first wheel and the first estimated tire pressure data corresponding to the first wheel to determine the first tire pressure conversion relationship.
  • the on-board controller compares the first estimated tire pressure data of the first wheel with the measured tire pressure data of the first wheel to determine the conversion relationship between the measured tire pressure data of the first wheel and the first estimated tire pressure data, and determines the conversion relationship as the first tire pressure conversion relationship.
  • the first tire pressure conversion relationship here 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, which can be understood as the conversion relationship between the two tire pressure data.
  • 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.
  • 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.
  • step S203 i.e., 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:
  • S401 determining second estimated tire pressure data corresponding to the second wheel according to the measured wheel data corresponding to the second wheel;
  • S402 Determine target tire pressure data corresponding to the second wheel according to the second estimated tire pressure data corresponding to the second wheel and the first tire pressure conversion relationship.
  • the second estimated tire pressure data refers to the tire pressure data of the second wheel estimated based on the actually measured wheel data corresponding to the second wheel.
  • step S401 the vehicle controller estimates the tire pressure of the second wheel according to the measured wheel data corresponding to the second wheel, and obtains the second estimated tire pressure data corresponding to the second wheel.
  • an existing tire pressure estimation algorithm (the same as the algorithm in step S301) can be used to process the input parameter of the measured wheel data corresponding to the second wheel to determine the second estimated tire pressure data corresponding to the second wheel.
  • the second estimated tire pressure data corresponding to the second wheel is obtained to facilitate the subsequent determination of the second tire pressure conversion relationship based on the second estimated tire pressure data.
  • step S402 since the first tire pressure conversion relationship is the measured tire pressure data of the same wheel and the measured wheel pressure data, The conversion relationship of the estimated tire pressure data corresponding to the data can be understood as the conversion relationship between the two tire pressure data.
  • the on-board 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 through the first tire pressure conversion relationship, more accurate target tire pressure data can be obtained.
  • 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 through the first tire pressure conversion relationship to obtain more accurate target tire pressure data.
  • the measured wheel data includes a first measured wheel speed and a first measured angular velocity corresponding to the first wheel.
  • step S202 i.e., determining a 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:
  • S501 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;
  • S502 Determine a first tire pressure conversion relationship according to the actually measured tire pressure data corresponding to the first wheel and a first tire radius of the first wheel.
  • the first measured wheel speed refers to the wheel speed of the first wheel actually monitored.
  • the first measured angular velocity refers to the angular velocity of the first wheel actually monitored.
  • the first tire radius refers to the tire radius corresponding to the first wheel corresponding to the monitored first measured wheel speed and the first measured angular velocity.
  • the vehicle controller determines the first tire radius corresponding to the first wheel according to the data relationship between the first measured wheel speed and the first measured angular velocity corresponding to the first wheel.
  • 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
  • w1 refers to the first measured angular velocity corresponding to the first wheel.
  • the first tire radius of the first wheel is determined according to the first measured wheel speed and the first measured angular velocity corresponding to the first wheel, so that it is feasible to subsequently determine the first tire pressure conversion relationship according to the first tire radius of the first wheel.
  • the onboard controller calculates the calibration relationship between the first tire radius of the first wheel and the measured tire pressure data corresponding to the first wheel, and determines the calibration relationship as the first tire pressure conversion relationship.
  • the calibration relationship between the first tire radius of the first wheel and the measured tire pressure data corresponding to the first wheel can be determined according to the radius calibration algorithm, thereby obtaining the first tire pressure conversion relationship.
  • the measured tire pressure data of the first wheel is used as the calibration reference, so that the calculated first tire pressure conversion relationship can be more accurate.
  • 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 to obtain a more accurate first tire pressure conversion relationship.
  • the measured wheel data further includes a second measured wheel speed and a second measured angular velocity corresponding to the second wheel.
  • step S203 i.e., 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:
  • S601 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;
  • 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.
  • the second measured wheel speed refers to the wheel speed of the second wheel actually monitored.
  • the second measured angular velocity refers to the angular velocity of the second wheel actually monitored.
  • the second tire radius refers to the tire radius of the second wheel corresponding to the monitored second measured wheel speed and the second measured angular velocity.
  • step S601 the vehicle controller determines the second tire radius corresponding to the second wheel according to the data relationship between the second measured wheel speed and the second measured angular velocity corresponding to the second wheel.
  • r2 refers to the second tire radius corresponding to the second wheel
  • v2 refers to the second measured wheel speed corresponding to the second wheel
  • w2 refers to the second measured angular velocity corresponding to the second wheel.
  • the second measured wheel speed and the second measured angular velocity corresponding to the second wheel determine the second tire radius of the second wheel, so that it is feasible to subsequently determine the tire pressure conversion relationship between the second wheel and the first wheel according to the second tire radius of the second wheel.
  • the vehicle controller uses the first tire pressure conversion relationship obtained according to 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, and obtain the target tire pressure data corresponding to the second wheel.
  • the first tire pressure conversion relationship is obtained by calibrating the first tire radius and the measured wheel data corresponding to the first wheel, and can be used to calibrate the second tire radius corresponding to the second wheel to obtain the target tire pressure data corresponding to the second wheel.
  • the first tire pressure conversion relationship is used to calibrate the second tire radius corresponding to the second wheel to obtain the target tire pressure data corresponding to the second wheel. It is more convenient and quick to obtain more accurate target tire pressure data without complicated data processing.
  • 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 complicated data processing, more accurate target tire pressure data can be obtained, which is more convenient and quick.
  • a tire pressure monitoring method is provided, which is described by taking the method applied to a vehicle controller as an example, and includes the following steps:
  • S701 Acquire measured tire pressure data corresponding to the first wheel and measured wheel data corresponding to the four wheels;
  • S702 Determine the second tire pressure according to the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel conversion relationship;
  • S703 Determine the target tire pressure data corresponding to the second wheel according to the measured tire pressure data corresponding to the first wheel and the second tire pressure conversion relationship.
  • step S201 is the same as step S101 and will not be repeated;
  • step S702 is a specific implementation of step S102, and step S703 is a specific implementation of step S103.
  • 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.
  • step S702 the vehicle controller processes the measured wheel data corresponding to the first wheel and the measured wheel data corresponding to the second wheel, and directly determines the second tire pressure conversion relationship, so as to facilitate the 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.
  • 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.
  • 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.
  • 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.
  • the on-board 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.
  • the measured tire pressure data corresponding to the first wheel is used as the conversion basis for tire pressure conversion
  • the second tire pressure conversion relationship is used to convert the measured tire pressure data corresponding to the first wheel, so that more accurate target tire pressure data can be obtained.
  • the measured tire pressure data corresponding to the first wheel is used as the conversion basis for tire pressure conversion, and the measured tire pressure data corresponding to the first wheel is converted using the second tire pressure conversion relationship, so that more accurate target tire pressure data can be obtained.
  • this method does not require the use of hardware equipment to monitor the tire pressure of each wheel, saving hardware costs.
  • step S703 i.e., determining the target tire pressure data corresponding to the second wheel according to the measured tire pressure data corresponding to the first wheel and the second tire pressure conversion relationship, further includes:
  • 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.
  • step S801 the vehicle controller directly uses the second tire pressure conversion relationship to convert the measured tire pressure data to obtain initial tire pressure data.
  • the vehicle 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.
  • the second tire pressure conversion relationship is used to convert the measured tire pressure data corresponding to the first wheel to obtain relatively accurate initial tire pressure data.
  • the positional relationship refers to the orientation relationship between two different wheels. It can be understood that for any two wheels, the two wheels on the same side are in a radial positional relationship with each other, and accordingly, one wheel is in the radial direction of the other wheel.
  • the two wheels on the axis are in an axial positional relationship with each other, and accordingly, one wheel is in the axial direction of the other wheel.
  • the two wheels on the diagonal line are in a diagonal positional relationship with each other, and accordingly, one wheel is in the diagonal direction of the other wheel.
  • the on-board controller obtains the positional relationship between the second wheel and the first wheel, and determines the axial direction, radial direction or diagonal direction of the second wheel in the first wheel, so as to facilitate the subsequent further correction of the initial tire pressure data according to the positional relationship to obtain more accurate target tire pressure data.
  • the distance between the wheels will also affect the accuracy of the target tire pressure data.
  • the second wheel with a different positional relationship with the first wheel also has a different distance from the first wheel. Therefore, it is necessary to determine different correction coefficients for the initial tire pressure data according to the positional relationship between the second wheel and the first wheel to ensure that the corrected target tire pressure data has a higher accuracy.
  • the first coefficient, the second coefficient and the third coefficient are used to correct the initial tire pressure data.
  • step S803 when the vehicle-mounted controller determines that the second wheel is in the axial direction of the first wheel, the vehicle-mounted controller uses the first coefficient to correct the initial tire pressure data to obtain the target tire pressure data corresponding to the second wheel.
  • the distance between the second wheel and the first wheel in the axial direction is small, and the distance has little effect on the target tire pressure data. Therefore, the initial tire pressure data can be corrected using a smaller first coefficient to facilitate obtaining the target tire pressure data with higher accuracy.
  • step S804 when the vehicle-mounted controller determines that the second wheel is in the radial direction of the first wheel, the vehicle-mounted controller uses the second coefficient to correct the initial tire pressure data to obtain the target tire pressure data corresponding to the second wheel.
  • the distance between the second wheel and the first wheel in the radial direction is relatively far, and the distance has a greater impact on the target tire pressure data. Therefore, a larger second coefficient can be used to correct the initial tire pressure data to facilitate obtaining the target tire pressure data with higher accuracy.
  • step S805 when the onboard controller determines the diagonal direction of the second wheel in the first wheel, the initial tire pressure data is corrected by the third coefficient to obtain the target tire pressure data corresponding to the second wheel.
  • the distance between the second wheel and the first wheel in the axial direction is the largest, and the influence of the distance on the target tire pressure data is greater than that in the axial direction and the radial direction. Therefore, the initial tire pressure data can be corrected by the third coefficient that is larger than the first coefficient and the second coefficient, so as to obtain the target tire pressure data with higher accuracy.
  • the second tire pressure conversion relationship is used to convert the measured tire pressure data corresponding to the first wheel, so that relatively accurate initial tire pressure data can be obtained. According to the positional relationship between the first wheel and the second wheel, different coefficients are used to further correct the initial tire pressure data, so that the target tire pressure data can be guaranteed to have higher accuracy.
  • the tire pressure monitoring method further includes:
  • the normal tire pressure range is used to determine whether the tire pressure of the wheel is normal.
  • step S901 the vehicle controller determines the measured tire pressure data corresponding to the first wheel, and 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.
  • the obtained target tire pressure data corresponding to the three second wheels are all within the normal tire pressure range, it is directly determined that the tire pressure of the vehicle is normal.
  • monitoring whether the tire pressure of the 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 vehicle, thereby improving the safety performance of the vehicle.
  • 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 abnormal tire pressure alarm operations to prompt driving and perform maintenance to avoid accidents.
  • the tire pressure of the four wheels is monitored to see if it is within the normal tire pressure range, which can achieve the purpose of real-time monitoring of the tire pressure of each wheel in the vehicle and improve the vehicle safety performance.
  • the tire pressure abnormality alarm operation is performed to prompt the driver and perform maintenance to avoid accidents.
  • a vehicle-mounted controller 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.
  • a vehicle-mounted controller including a memory, a processor, and a computer program stored in the memory and executable on the processor.
  • the processor executes the computer program, the tire pressure monitoring method in the above-mentioned embodiment is implemented, such as S101-S103 shown in FIG. 1 , or as shown in FIGS. 2 to 9 . To avoid repetition, it will not be described here.
  • a tire pressure monitoring system including a vehicle-mounted controller, a tire pressure sensor, and a data monitoring sensor.
  • the tire pressure sensor is arranged on a first wheel, and is used to obtain the actual tire pressure data of the first wheel;
  • the data monitoring sensors are respectively arranged on four wheels, and are used to obtain the actual 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.
  • a tire pressure monitoring system includes a vehicle-mounted 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 arranged on the first wheel, and is used to obtain the measured tire pressure data of the first wheel;
  • the wheel speed sensor and the angular velocity sensor are respectively arranged on the four wheels, and are used 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.
  • the wheel speed sensor is used to collect the second measured wheel speed corresponding to the second wheel
  • the angular velocity sensor is used to collect the second measured angular velocity corresponding to the second wheel.
  • the vehicle-mounted controller is respectively connected to the tire pressure sensor, the wheel speed sensor, and the angular velocity sensor, and is used to determine the target tire pressure data corresponding to the second wheel other than the first wheel, and implement the tire pressure monitoring method in the above embodiment.
  • a vehicle comprising the tire pressure monitoring system in the above embodiment.

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Abstract

一种车轮胎压监控方法、车载控制器、系统和汽车。该方法包括：S101、获取第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据；S102、根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系；S103、采用目标胎压转换关系，对第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定第二车轮对应的目标胎压数据；第二车轮为除第一车轮以外的车轮。该方法无需通过硬件设备对每一车轮的胎压数据进行实时监测，节省硬件成本，并且，采用第一车轮对应的实测胎压数据作为参考基准，确定目标胎压转换关系，得到第二车轮对应的目标胎压数据，能够使目标胎压数据更加精确，提高车轮胎压的安全性能。

Description

车轮胎压监控方法、车载控制器、系统和汽车
本申请要求于2023年11月29日提交中国专利局，申请号为202311614299.5，发明名称为“车轮胎压监控方法、车载控制器、系统和汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及车辆技术领域，尤其涉及一种车轮胎压监控方法、车载控制器、系统和汽车。
背景技术
为实现对车轮胎压进行监控，普遍采用以下两种方案：第一种是直接式胎压监控，即在各车轮上均安装独立的胎压传感器，监控每一车轮对应的胎压数据，这种方法需要四个单独的胎压传感器，在每一车轮上均安装独立的胎压传感器，对硬件设备具有较高的要求，需要较高的胎压监控成本。第二种是间接式胎压监控，即利用车辆现有ESP(Electronic Stability Program)系统的轮速传感器实时采集车轮转速信号，通过控制器计算轮速差，利于轮胎胎压低则滚动半径小从而轮胎转速变高的原理，预估轮胎胎压状况，当四个车轮中某车轮轮速超差大于某设定阀值，则认为轮胎胎压过低，控制器将报警信号传送到汽车仪表进行报警，这种方法没有实测胎压数据作为参考基准，无准确的参考基准，仅对四个车轮的胎压进行对比预估，准确度低，甚至在一些工况下，例如四个车轮均胎压过低的工况，存在漏报的问题，存在安全隐患。
因此，如何对车轮胎压进行较为精确且成本较低的监控，是当前亟待解决的技术问题。
发明内容
本发明实施例提供一种车轮胎压监控方法、车载控制器、系统和汽车，以解决如何对车轮胎压进行较为精确且成本较低的监控的问题。
一种车轮胎压监控方法，包括：
获取第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据；
根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系；
采用所述目标胎压转换关系，对所述第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定所述第二车轮对应的目标胎压数据；所述第二车轮为除所述第一车 轮以外的车轮。
优选地，所述根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，包括：
根据所述第一车轮对应的实测胎压数据和所述第一车轮对应的实测车轮数据，确定第一胎压转换关系；
优选地，所述采用所述目标胎压转换关系，对所述第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定所述第二车轮对应的目标胎压数据，包括：
根据第二车轮对应的实测车轮数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据。
优选地，所述根据第一车轮对应的实测胎压数据和第一车轮对应的实测车轮数据，确定第一胎压转换关系，包括：
根据所述第一车轮对应的实测车轮数据，确定所述第一车轮对应的第一估算胎压数据；根据所述第一车轮对应的实测胎压数据和所述第一车轮对应的第一估算胎压数据，确定第一胎压转换关系。
优选地，所述根据第二车轮对应的实测车轮数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据，包括：
根据第二车轮对应的实测车轮数据，确定所述第二车轮对应的第二估算胎压数据；
根据所述第二车轮对应的第二估算胎压数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据。
优选地，所述实测车轮数据包括所述第一车轮对应的第一实测轮速和第一实测角速度；
优选地，所述根据所述第一车轮对应的实测胎压数据和所述第一车轮对应的实测车轮数据，确定第一胎压转换关系，包括：
根据所述第一车轮对应的第一实测轮速和第一实测角速度，确定所述第一车轮的第一车胎半径；
根据所述第一车轮对应的实测胎压数据和所述第一车轮的第一车胎半径，确定第一胎压转换关系。
优选地，所述实测车轮数据还包括第二车轮对应的第二实测轮速和第二实测角速度；
优选地，所述根据第二车轮对应的实测车轮数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据，包括：
根据所述第二车轮对应的第二实测轮速和第二实测角速度，确定所述第二车轮对应的第二车胎半径；
根据所述第二车轮对应的第二车胎半径和第一胎压转换关系，确定所述第二车轮对应的目标胎压数据。
优选地，所述根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，包括：
根据所述第一车轮对应的实测车轮数据和第二车轮对应的实测车轮数据，确定第二胎压转换关系；
优选地，所述采用所述目标胎压转换关系，对所述第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定所述第二车轮对应的目标胎压数据，包括：
根据所述第一车轮对应的实测胎压数据和所述第二胎压转换关系，确定所述第二车轮对应的目标胎压数据。
一种车载控制器，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现上述车轮胎压监控方法。
一种车轮胎压监控系统，包括上述车载控制器、胎压传感器、数据监测传感器，所述胎压传感器设置在第一车轮上，用于获取第一车轮的实测胎压数据；所述数据监测传感器分别设置在四个车轮上，用于获取四个车轮对应的实测车轮数据；所述车载控制器分别与所述胎压传感器和所述数据监测传感器相连，用于实现上述车轮胎压监控方法。
一种汽车，包括上述车轮胎压监控系统。
上述车轮胎压监控方法、车载控制器、系统和汽车，根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，将第一车轮对应的实测胎压数据作为参考基准，能够获取较为精确的目标胎压转换关系。采用目标胎压转换关系，对第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定第二车轮对应的目标胎压数据，无需通过硬件设备对每一车轮的胎压数据进行实时监测，节省硬件成本，并且，采用第一车轮对应的实测胎压数据作为参考基准，确定目标胎压转换关系，得到第二车轮对应的目标胎压数据，能够使得到的第二车轮对应的目标胎压数据更加精确，提高车轮胎压的安全性能。
附图说明
为了更清楚地说明本发明实施例的技术方案，下面将对本发明实施例的描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明一实施例中车轮胎压监控方法的一流程图；
图2是图1的一实施例的流程图；
图3是图2的步骤S202的一实施例的流程图；
图4是图2的步骤S203的一实施例的流程图；
图5是图2的步骤S202的另一实施例的流程图；
图6是图2的步骤S203的另一实施例的流程图；
图7是图1的另一实施例的流程图；
图8是图7的步骤S703的一实施例的流程图；
图9是图1的步骤S103之后的一实施例的流程图；
图10是本发明一实施例中车载控制器的一示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明实施例提供一种车轮胎压监控方法，具体地，该车轮胎压监控方法用于实现如何对车轮胎压进行较为精确且成本较低的监控的问题。
在一实施例中，如图1所示，提供一种车轮胎压监控方法，以该方法应用在图10中的车载控制器为例进行说明，包括如下步骤：
S101：获取第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据；
S102：根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系；
S103：采用目标胎压转换关系，对第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定第二车轮对应的目标胎压数据；
其中，第二车轮为除第一车轮以外的车轮。
其中，实测胎压数据是指实际监测到的车轮的胎压数据，具体为采用胎压传感器实际监测到的车轮的胎压数据。实测车轮数据是指实际监测到的每一车轮在行驶过程中的数据，具体为采用数据监测传感器实际监测到的至少一种车轮数据，例如，车轮角速度和车轮轮速。第一车轮是指在四个车轮中，唯一一个可以直接监测到实测胎压数据的车轮；相应地，将四个车轮中除了第一车轮以外的车轮确定为第二车轮。
作为一示例，步骤S101中，车载控制器可接收数据监测传感器发送的四个车轮行驶过程中实际监测到的实测车轮数据，并获取胎压传感器发送的第一车轮对应的实测胎压数据，此处的 实测车轮数据包括第一车轮对应的实测车轮数据和第二车轮对应的实测车轮数据，便于后续根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系。
其中，目标胎压转换关系是用于根据第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行转换，确定第二车轮对应的目标胎压数据时所需要的转换关系。目标胎压数据是根据第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据，计算出的第二车轮的胎压数据。
作为一示例，步骤S102中，车载控制器在获取到第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据之后，根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系。在一实施方式中，车载控制器可以根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定第一车轮对应的实测胎压数据和第二车轮对应的目标胎压数据之间的目标胎压转换关系；也可以根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定第二车轮对应的实测车轮数据和第二车轮对应的目标胎压数据之间的目标胎压转换关系。本示例中，根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，将第一车轮对应的实测胎压数据作为参考基准，能够获取较为精确的目标胎压转换关系。
作为一示例，步骤S103中，车载控制器在确定目标胎压转换关系为根据第一车轮对应的实测胎压数据确定第二车轮对应的目标胎压数据的转换关系时，采用目标胎压转换关系对第一车轮对应的实测胎压数据进行处理，得到第二车轮对应的目标胎压数据。或者，车载控制器在确定目标胎压转换关系是根据第二车轮对应的实测车轮数据确定第二车轮对应的目标胎压数据的转换关系时，采用目标胎压转换关系对第二车轮对应的实测车轮数据进行处理，得到第二车轮对应的目标胎压数据。本示例中，车载控制器在获取到目标胎压转换关系之后，采用目标胎压转换关系，对第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定第二车轮对应的目标胎压数据，无需通过硬件设备对所有车轮的胎压数据进行实时监测，节省硬件成本，并且，采用第一车轮对应的实测胎压数据作为参考基准，确定目标胎压转换关系，得到第二车轮对应的目标胎压数据，保障第二车轮对应的目标胎压数据的精确性，提高车轮胎压的安全性能。
本实施例中，根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，将第一车轮对应的实测胎压数据作为参考基准，能够获取较为精确的目标胎压转换关系。采用目标胎压转换关系，对第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定第二车轮对应的目标胎压数据，无需通过硬件设备对所有车轮的胎压数据进行实时监测，节省硬件成本，并且，采用第一车轮对应的实测胎压数据作为参考基准， 确定目标胎压转换关系，得到第二车轮对应的目标胎压数据，能够使得到的第二车轮对应的目标胎压数据更加精确，提高车轮胎压的安全性能。
在一实施例中，如图2所示，提供一种车轮胎压监控方法，以该方法应用在车载控制器为例进行说明，包括如下步骤：
S201：获取第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据；
S202：根据第一车轮对应的实测胎压数据和第一车轮对应的实测车轮数据，确定第一胎压转换关系；
S203：根据第二车轮对应的实测车轮数据和第一胎压转换关系，确定第二车轮对应的目标胎压数据。
其中，步骤S201与步骤S101相同，不再赘述；步骤S202为步骤S102的一具体实施方式，步骤S203为步骤S103的一具体实施方式。
其中，第一胎压转换关系是指根据同一车轮对应的实测胎压数据和实测车轮数据，确定实测胎压数据与实测车轮数据之间的转换关系，为目标胎压转换关系的一种。
作为一示例，步骤S202中，车载控制器根据第一车轮对应的实测车轮数据对第一车轮对应的实测胎压数据进行关系标定，得到标定关系，将该标定关系确定为第一胎压转换关系。本示例中，根据第一车轮对应的实测胎压数据和第一车轮对应的实测车轮数据，确定第一胎压转换关系，采用实测胎压数据作为确定第一胎压转换关系的参考基准，能够使确定的第一胎压转换关系更加精确。
作为一示例，步骤S203中，由于第一胎压转换关系是同一车轮的实测胎压数据与实测车轮数据之间的转换关系，车载控制器在获取第二车轮的实测车轮数据后，采用第一胎压转换关系，对第二车轮对应的实测车轮数据进行转换处理，得到第二车轮对应的目标胎压数据。本示例中，在获取较为精确的第一胎压转换关系之后，根据第一胎压转换关系和第二车轮对应的实测车轮数据，能够得到更加精确的第二车轮对应的目标胎压数据。
本实施例中，以第一车轮的实测胎压数据作为确定第一胎压转换关系的参考基准，得到较为精确的第一胎压转换关系，根据较为精确的第一胎压转换关系和第二车轮对应的实测车轮数据，能够得到更加精确的第二车轮对应的目标胎压数据，并且，该方法无需通过硬件设备对第二车轮进行胎压监控，能够节省硬件成本。
在一实施例中，如图3所示，步骤S202，即根据第一车轮对应的实测胎压数据和第一车轮对应的实测车轮数据，确定第一胎压转换关系，包括：
S301：根据第一车轮对应的实测车轮数据，确定第一车轮对应的第一估算胎压数据；
S302：根据第一车轮对应的实测胎压数据和第一车轮对应的第一估算胎压数据，确定第一 胎压转换关系。
其中，第一估算胎压数据是指根据第一车轮对应的实测车轮数据，估算得到的第一车轮的胎压数据。
作为一示例，步骤S301中，车载控制器根据第一车轮对应的实测车轮数据，对第一车轮进行胎压估算，得到第一车轮对应的第一估算胎压数据。例如，可以采用现有的车胎胎压估算算法，对第一车轮对应的实测车轮数据这一输入参数进行处理，确定第一车轮对应的第一估算胎压数据。本示例中，获取第一车轮对应的第一估算胎压数据，便于后续根据第一估算胎压数据确定该第一胎压转换关系。
作为一示例，步骤S302中，车载控制器将第一车轮对应的实测胎压数据和第一车轮对应的第一估算胎压数据进行对比计算，确定第一胎压转换关系。本示例中，车载控制器将第一车轮的第一估算胎压数据与第一车轮的实测胎压数据进行对比，确定第一车轮的实测胎压数据与第一估算胎压数据之间的转换关系，将该转换关系确定为第一胎压转换关系，此处的第一胎压转换关系为同一车轮的实测胎压数据与实测车轮数据对应的估算胎压数据的转换关系，可理解为两个胎压数据之间的转换关系。本实施例中，将第一车轮对应的实测胎压数据作为参考基准，能够确定较为精确的第一胎压转换关系。
本实施例中，根据第一车轮对应的实测胎压数据和第一车轮对应的第一估算胎压数据，确定第一胎压转换关系，将第一车轮对应的实测胎压数据作为参考基准，能够确定较为精确的第一胎压转换关系。
在一实施例中，如图4所示，步骤S203，即根据第二车轮对应的实测车轮数据和第一胎压转换关系，确定第二车轮对应的目标胎压数据，包括：
S401：根据第二车轮对应的实测车轮数据，确定第二车轮对应的第二估算胎压数据；
S402：根据第二车轮对应的第二估算胎压数据和第一胎压转换关系，确定第二车轮对应的目标胎压数据。
其中，第二估算胎压数据是指根据第二车轮对应的实测车轮数据估算得到的第二车轮的胎压数据。
作为一示例，步骤S401中，车载控制器根据第二车轮对应的实测车轮数据，对第二车轮进行胎压估算，得到第二车轮对应的第二估算胎压数据。例如，可以采用现有的车胎胎压估算算法(与步骤S301中的算法相同)，对第二车轮对应的实测车轮数据这一输入参数进行处理，确定第二车轮对应的第二估算胎压数据。本示例中，获取第二车轮对应的第二估算胎压数据，便于后续根据第二估算胎压数据确定该第二胎压转换关系。
作为一示例，步骤S402中，由于第一胎压转换关系为同一车轮的实测胎压数据与实测车轮 数据对应的估算胎压数据的转换关系，可理解为两个胎压数据之间的转换关系，车载控制器在得到第二车轮对应的第二估算胎压数据之后，采用第一胎压转换关系对第二估算胎压数据进行修正，确定第二车轮对应的目标胎压数据。本示例中，通过第一胎压转换关系对第二车轮对应的第二估算胎压数据进行处理，能够得到较为精确的目标胎压数据。
本实施例中，根据第二车轮对应的实测车轮数据对第二车轮对应的胎压数据进行估算，得到第二估算胎压数据，通过第一胎压转换关系对第二车轮对应的第二估算胎压数据进行进一步修正处理，能够得到较为精确的目标胎压数据。
在一实施例中，实测车轮数据包括第一车轮对应的第一实测轮速和第一实测角速度。如图5所示，步骤S202，即根据第一车轮对应的实测胎压数据和第一车轮对应的实测车轮数据，确定第一胎压转换关系，包括：
S501：根据第一车轮对应的第一实测轮速和第一实测角速度，确定第一车轮的第一车胎半径；
S502：根据第一车轮对应的实测胎压数据和第一车轮的第一车胎半径，确定第一胎压转换关系。
其中，第一实测轮速是指实际监测到的第一车轮的轮速。第一实测角速度是指实际监测到的第一车轮的角速度。第一车胎半径是指监测到的第一实测轮速和第一实测角速度对应的第一车轮对应的车胎半径。
作为一示例，步骤S501中，车载控制器根据第一车轮对应的第一实测轮速和第一实测角速度之间的数据关系，确定第一车轮对应的第一车胎半径。本示例中，由其中，r1是指第一车轮对应的第一车胎半径，v1是指第一车轮对应的第一实测轮速，w1是指第一车轮对应的第一实测角速度。本示例中，根据第一车轮对应的第一实测轮速和第一实测角速度，确定第一车轮的第一车胎半径，使后续根据第一车轮的第一车胎半径，确定第一胎压转换关系具有可行性。
作为一示例，步骤S502中，车载控制器计算第一车轮的第一车胎半径和第一车轮对应的实测胎压数据之间的标定关系，并将该标定关系确定为第一胎压转换关系。例如，可以根据半径标定算法，确定第一车轮的第一车胎半径和第一车轮对应的实测胎压数据之间的标定关系，进而得到第一胎压转换关系。本示例中，将第一车轮的实测胎压数据作为标定基准，能够使计算得到的第一胎压转换关系较为精确。
本实施例中，根据第一实测轮速和第一实测角速度，确定第一车轮的第一车胎半径，根据第一车胎半径与第一车轮的实测胎压数据确定第一胎压转换关系，将第一车轮的实测胎压数据作为标定基准，能够得到较为精确的第一胎压转换关系。
在一实施例中，实测车轮数据还包括第二车轮对应的第二实测轮速和第二实测角速度。
在一实施例中，如图6所示，步骤S203，即根据第二车轮对应的实测车轮数据和第一胎压转换关系，确定第二车轮对应的目标胎压数据，包括：
S601：根据第二车轮对应的第二实测轮速和第二实测角速度，确定第二车轮对应的第二车胎半径；
S602：根据第二车轮对应的第二车胎半径和第一胎压转换关系，确定第二车轮对应的目标胎压数据。
其中，第二实测轮速是指实际监测到的第二车轮的轮速。第二实测角速度是指实际监测到的第二车轮的角速度。第二车胎半径是指监测到的第二实测轮速和第二实测角速度对应的第二车轮对应的车胎半径。
作为一示例，步骤S601中，车载控制器根据第二车轮对应的第二实测轮速和第二实测角速度之间的数据关系，确定第二车轮对应的第二车胎半径。本示例中，由其中，r2是指第二车轮对应的第二车胎半径，v2是指第二车轮对应的第二实测轮速，w2是指第二车轮对应的第二实测角速度。本示例中，第二车轮对应的第二实测轮速和第二实测角速度，确定第二车轮的第二车胎半径，使后续根据第二车轮的第二车胎半径，确定第二车轮与第一车轮之间的胎压转换关系具有可行性。
作为一示例，步骤S602中，车载控制器采用根据第一车轮对应的实测胎压数据和第一车轮的第一车胎半径，得到的第一胎压转换关系，对第二车轮对应的第二车胎半径进行标定，得到第二车轮对应的目标胎压数据。可理解地，本示例中，第一胎压转换关系由第一车胎半径和第一车轮对应的实测车轮数据进行标定得到，可以用于对第二车轮对应的第二车胎半径进行标定，得到第二车轮对应的目标胎压数据。本示例中，采用第一胎压转换关系对第二车轮对应的第二车胎半径进行标定，得到第二车轮对应的目标胎压数据，无需对数据进行复杂处理，就能够得到较为精确的目标胎压数据，更加方便快捷。
本实施例中，根据第一胎压转换关系和第二车轮对应的第二车胎半径，得到第二车轮对应的目标胎压数据，无需对数据进行复杂处理，就能够得到较为精确的目标胎压数据，更加方便快捷。
在一实施例中，如图7所示，提供一种车轮胎压监控方法，以该方法应用在车载控制器为例进行说明，包括如下步骤：
S701：获取第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据；
S702：根据第一车轮对应的实测车轮数据和第二车轮对应的实测车轮数据，确定第二胎压 转换关系；
S703：根据第一车轮对应的实测胎压数据和第二胎压转换关系，确定第二车轮对应的目标胎压数据。
其中，步骤S201与步骤S101相同，不再赘述；步骤S702为步骤S102的一具体实施方式，步骤S703为步骤S103的一具体实施方式。
其中，第二胎压转换关系是指根据不同车轮对应的实测车轮数据，确定不同车轮对应的胎压数据之间的转换关系，为目标胎压转换关系的一种。
作为一示例，步骤S702中，车载控制器对第一车轮对应的实测车轮数据和第二车轮对应的实测车轮数据进行数据处理，直接确定为第二胎压转换关系，便于后续对第一车轮对应的实测车轮数据进行转换，得到第二车轮对应的目标胎压转换关系。可理解地，由于第一胎压转换关系是指根据同一车轮对应的实测胎压数据和实测车轮数据，确定实测胎压数据与实测车轮数据之间的转换关系。对于第一胎压转换关系k1，若第一车轮的实测胎压数据为P1，第一车轮的实测车轮数据为l1，第二车轮的实测胎压数据为P2，第二车轮的实测车轮数据为l2，则k1＝P1/l1＝P2/l2，由于胎压数据与车轮数据存在线性关系，所以根据不同车轮的实测车轮数据确定的第二胎压转换关系，不同车轮的胎压数据也存在相应的第二胎压转换关系k2＝l1/l2＝P1/P2，因此，可利用第二胎压转换关系确定不同车轮之间的胎压转换关系，即能够将第一车轮对应的实测车轮数据和第二车轮对应的实测车轮数据之间的数据关系，直接确定为不同车轮之间进行胎压转换时所需的第二胎压转换关系。
作为一示例，步骤S703中，由于第二胎压转换关系由不同车轮的实测车轮数据之间的转换关系确定，不同车轮的胎压数据也存在相应的第二胎压转换关系，车载控制器在获取第一车轮对应的实测胎压数据之后，采用第二胎压转换关系，对第一车轮对应的实测胎压数据进行胎压转换处理，得到第二车轮对应的目标胎压数据。本示例中，将第一车轮对应的实测胎压数据作为胎压转换的转换基准，并使用第二胎压转换关系对第一车轮对应的实测胎压数据进行胎压转换，能够得到较为精确的目标胎压数据。
本实施例中，将第一车轮对应的实测胎压数据作为胎压转换的转换基准，并使用第二胎压转换关系对第一车轮对应的实测胎压数据进行胎压转换，能够得到较为精确的目标胎压数据。并且，该方法无需采用硬件设备对每一车轮的胎压进行监控，节省硬件成本。
在另一实施例中，如图8所示，步骤S703，即根据第一车轮对应的实测胎压数据和第二胎压转换关系，确定第二车轮对应的目标胎压数据，还包括：
S801：根据第一车轮对应的实测胎压数据和第二胎压转换关系，得到第二车轮对应的初始 胎压数据；
S802：获取第二车轮与第一车轮之间的位置关系；
S803：若第二车轮在第一车轮的轴向方向，则采用第一系数对初始胎压数据进行修正，得到第二车轮对应的目标胎压数据；
S804：若第二车轮在第一车轮的径向方向，则采用第二系数对初始胎压数据进行修正，得到第二车轮对应的目标胎压数据；
S805：若第二车轮在第一车轮的对角线方向，则采用第三系数对初始胎压数据进行修正，得到第二车轮对应的目标胎压数据。
其中，初始胎压数据是指直接采用第二胎压转换关系对实测胎压数据进行胎压转换，得到的胎压数据。
作为一示例，步骤S801中，车载控制器直接采用第二胎压转换关系对实测胎压数据进行胎压转换，得到初始胎压数据。本示例中，车载控制器直接采用第二胎压转换关系对第一车轮对应的实测胎压数据进行胎压转换，得到第二车轮对应的初始胎压数据。本示例中，采用第二胎压转换关系对第一车轮对应的实测胎压数据进行胎压转换，能够得到较为精确的初始胎压数据。
其中，位置关系是指两个不同的车轮之间方位关系。可理解地，对于任意两个车轮，在同侧的两个车轮互为径向的位置关系，相应地，一个车轮在另一个车轮的径向方向。在轴线上的两个车轮互为轴向的位置关系，相应地，一个车轮在另一个车轮的轴向方向。在对角线上的两个车轮互为对角线方向的位置关系，相应地，一个车轮在另一个车轮的对角线方向。
作为一示例，步骤S802中，车载控制器获取第二车轮与第一车轮之间的位置关系，确定第二车轮在第一车轮的轴向方向、径向方向或者对角线方向，便于后续根据该位置关系，对初始胎压数据进行进一步的修正，得到更加精确的目标胎压数据。可理解地，对于整车上的四个车轮，在采用第一车轮对应的实测胎压数据对剩余的三个车轮进行胎压转换，确定目标胎压数据时，车轮与车轮之间的距离也会对目标胎压数据的精确度造成影响，与第一车轮具有不同位置关系的第二车轮，与第一车轮之间的距离大小也不相同。因此，需要根据第二车轮与第一车轮之间的位置关系，确定对初始胎压数据的不同的修正系数，以保障修正后的目标胎压数据具有较高的精确度。
其中，第一系数、第二系数和第三系数用于对初始胎压数据进行修正。
作为一示例，步骤S803中，车载控制器在确定第二车轮在第一车轮的轴向方向时，采用第一系数对初始胎压数据进行修正，得到第二车轮对应的目标胎压数据。本示例中，轴向方向的第二车轮与第一车轮之间的距离较小，距离对目标胎压数据的影响较小，因此，可采用较小的第一系数对初始胎压数据进行修正，便于得到精确度较高的目标胎压数据。
作为一示例，步骤S804中，车载控制器在确定第二车轮在第一车轮的径向方向时，采用第二系数对初始胎压数据进行修正，得到第二车轮对应的目标胎压数据。本示例中，径向方向的第二车轮与第一车轮之间的距离较远，距离对目标胎压数据的影响较大，因此，可采用较大的第二系数对初始胎压数据进行修正，便于得到精确度较高的目标胎压数据。
作为一示例，步骤S805中，车载控制器在确定第二车轮在第一车轮的对角线方向时，采用第三系数对初始胎压数据进行修正，得到第二车轮对应的目标胎压数据。本示例中，轴向方向的第二车轮与第一车轮之间的距离最大，距离对目标胎压数据的影响相较于轴向方向和径向方向较大，因此，可采用相较于第一系数和第二系数较大的第三系数对初始胎压数据进行修正，便于得到精确度较高的目标胎压数据。
本实施例中，采用第二胎压转换关系对第一车轮对应的实测胎压数据进行胎压转换，能够得到较为精确的初始胎压数据。根据第一车轮和第二车轮之间的位置关系，采用不同的系数对初始胎压数据进行进一步修正，能够保障目标胎压数据具有更高的精确度。
在一实施例中，如图9所示，在步骤S103之后，即在确定第二车轮对应的目标胎压数据之后，车轮胎压监控方法还包括：
S901：若第一车轮对应的实测胎压数据和三个第二车轮对应的目标胎压数据均在正常胎压范围内，则确定车轮胎压正常；
S902：若第一车轮对应的实测胎压数据和三个第二车轮对应的目标胎压数据中的至少一个不在正常胎压范围内，则确定车轮胎压异常，执行胎压异常告警操作。
其中，正常胎压范围用于确定车轮的胎压是否正常。
作为一示例，步骤S901中，车载控制器在确定第一车轮对应的实测胎压数据，以及采用目标胎压转换关系，对第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，得到的三个第二车轮对应的目标胎压数据均在正常胎压范围内时，直接确定车轮胎压正常。本示例中，监控四个车轮的胎压是否在正常胎压范围内，能够实现对整车中每个车轮的胎压进行实时监控的目的，提高车辆安全性能。
作为一示例，步骤S902中，车载控制器在确定存在第一车轮对应的实测胎压数据和三个第二车轮对应的目标胎压数据中的至少一个不在正常胎压范围内的情况时，直接确定整车的车轮胎压异常，并执行胎压异常告警操作，以便于提示驾驶与进行检修，避免事故发生。
本实施例中，监控四个车轮的胎压是否在正常胎压范围内，能够实现对整车中每个车轮的胎压进行实时监控的目的，提高车辆安全性能。在确定存在车轮对应的胎压数据不在正常胎压范围内的情况时，直接确定车轮胎压异常，并执行胎压异常告警操作，以便于提示驾驶与进行检修，避免事故发生。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本发明实施例的实施过程构成任何限定。
在一个实施例中，提供了一种车载控制器，该车载控制器可以是服务器，其内部结构图可以如图10所示。该车载控制器包括通过系统总线连接的处理器、存储器、网络接口和数据库。其中，该车载控制器的处理器用于提供计算和控制能力。该车载控制器的存储器包括非易失性存储介质、内存储器。该非易失性存储介质存储有操作系统、计算机程序和数据库。该内存储器为非易失性存储介质中的操作系统和计算机程序的运行提供环境。该车载控制器的数据库用于存储执行车轮胎压监控方法过程中采用或者生成的数据。该车载控制器的网络接口用于与外部的终端通过网络连接通信。该计算机程序被处理器执行时以实现一种车轮胎压监控方法。
在一实施例中，提供一种车载控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，处理器执行计算机程序时实现上述实施例中车轮胎压监控方法，例如图1所示S101-S103，或者图2至图9中所示，为避免重复，这里不再赘述。
在一实施例中，提供一种车轮胎压监控系统，包括车载控制器、胎压传感器、数据监测传感器，胎压传感器设置在第一车轮上，用于获取第一车轮的实测胎压数据；数据监测传感器分别设置在四个车轮上，用于获取四个车轮对应的实测车轮数据；车载控制器分别与胎压传感器和数据监测传感器相连，用于实现上述实施例中车轮胎压监控方法。
作为一示例，车轮胎压监控系统包括车载控制器、胎压传感器、数据监测传感器。其中，数据监测传感器包括轮速传感器和角速度传感器。胎压传感器设置在第一车轮上，用于获取第一车轮的实测胎压数据；轮速传感器和角速度传感器分别设置在四个车轮上，用于分别获取四个车轮对应的实测轮速和实测角速度；例如，对于第一车轮，轮速传感器用于采集第一车轮对应的第一实测轮速，角速度传感器用于采集第一车轮对应的第一实测角速度。对于除第一车轮之外的第二车轮，轮速传感器用于采集第二车轮对应的第二实测轮速，角速度传感器用于采集第二车轮对应的第二实测角速度。车载控制器分别与胎压传感器、轮速传感器和角速度传感器相连，用于确定除第一车轮之外的第二车轮对应的目标胎压数据，实现上述实施例中车轮胎压监控方法。
本实施例中，无需在每一车轮上安装胎压传感器，即可得到第二车轮对应的较为精确的目标胎压数据，不仅节省了硬件正本，而且能够实现对车轮胎压的监控，提高车轮的安全性能。
在一实施例中，提供一种汽车，包括上述实施例中的车轮胎压监控系统。
以上所述实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相 应技术方案的本质脱离本发明各实施例技术方案的精神和范围，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种车轮胎压监控方法，其特征在于，包括：
    获取第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据；
    根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系；
    采用所述目标胎压转换关系，对所述第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定所述第二车轮对应的目标胎压数据；所述第二车轮为除所述第一车轮以外的车轮。
  2. 如权利要求1所述的车轮胎压监控方法，其特征在于，所述根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，包括：
    根据所述第一车轮对应的实测胎压数据和所述第一车轮对应的实测车轮数据，确定第一胎压转换关系；
    所述采用所述目标胎压转换关系，对所述第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定所述第二车轮对应的目标胎压数据，包括：
    根据第二车轮对应的实测车轮数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据。
  3. 如权利要求2所述的车轮胎压监控方法，其特征在于，所述根据第一车轮对应的实测胎压数据和第一车轮对应的实测车轮数据，确定第一胎压转换关系，包括：
    根据所述第一车轮对应的实测车轮数据，确定所述第一车轮对应的第一估算胎压数据；
    根据所述第一车轮对应的实测胎压数据和所述第一车轮对应的第一估算胎压数据，确定第一胎压转换关系。
  4. 如权利要求2所述的车轮胎压监控方法，其特征在于，所述根据第二车轮对应的实测车轮数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据，包括：
    根据第二车轮对应的实测车轮数据，确定所述第二车轮对应的第二估算胎压数据；
    根据所述第二车轮对应的第二估算胎压数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据。
  5. 如权利要求2所述的车轮胎压监控方法，其特征在于，所述实测车轮数据包括所述第一车轮对应的第一实测轮速和第一实测角速度；
    所述根据所述第一车轮对应的实测胎压数据和所述第一车轮对应的实测车轮数据，确定第一胎压转换关系，包括：
    根据所述第一车轮对应的第一实测轮速和第一实测角速度，确定所述第一车轮的第一车胎半径；
    根据所述第一车轮对应的实测胎压数据和所述第一车轮的第一车胎半径，确定第一胎压转换关系。
  6. 如权利要求5所述的车轮胎压监控方法，其特征在于，所述实测车轮数据还包括第二车轮对应的第二实测轮速和第二实测角速度；
    所述根据第二车轮对应的实测车轮数据和所述第一胎压转换关系，确定所述第二车轮对应的目标胎压数据，包括：
    根据所述第二车轮对应的第二实测轮速和第二实测角速度，确定所述第二车轮对应的第二车胎半径；
    根据所述第二车轮对应的第二车胎半径和第一胎压转换关系，确定所述第二车轮对应的目标胎压数据。
  7. 如权利要求1所述的车轮胎压监控方法，其特征在于，所述根据第一车轮对应的实测胎压数据和四个车轮对应的实测车轮数据，确定目标胎压转换关系，包括：
    根据所述第一车轮对应的实测车轮数据和第二车轮对应的实测车轮数据，确定第二胎压转换关系；
    所述采用所述目标胎压转换关系，对所述第一车轮对应的实测胎压数据或者第二车轮对应的实测车轮数据进行处理，确定所述第二车轮对应的目标胎压数据，包括：
    根据所述第一车轮对应的实测胎压数据和所述第二胎压转换关系，确定所述第二车轮对应的目标胎压数据。
  8. 一种车载控制器，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如权利要求1至7任一项所述的车轮胎压监控方法。
  9. 一种车轮胎压监控系统，其特征在于，包括权利要求8所述的车载控制器、胎压传感器、数据监测传感器，所述胎压传感器设置在第一车轮上，用于获取第一车轮的实测胎压数据；所述数据监测传感器分别设置在四个车轮上，用于获取四个车轮对应的实测车轮数据；所述车载控制器分别与所述胎压传感器和所述数据监测传感器相连，用于实现权利要求1至7任一项所述的车轮胎压监控方法。
  10. 一种汽车，其特征在于，包括权利要求9所述的车轮胎压监控系统。
PCT/CN2024/087387 2023-11-29 2024-04-12 车轮胎压监控方法、车载控制器、系统和汽车 Pending WO2025112265A1 (zh)

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