Tire pressure monitoring alarm method and system

Abstract

The application relates to a tire pressure monitoring alarm method and system, which comprises the following steps: acquiring monitoring data of a first tire pressure monitoring system, and judging whether the monitoring data meets a preset strategy condition; if the monitoring data meets the preset strategy condition, determining a target alarm strategy as a first alarm strategy; if the monitoring data does not meet the preset strategy condition, acquiring auxiliary judgment information, determining the target alarm strategy from a plurality of alarm strategies based on the auxiliary judgment information, wherein the plurality of alarm strategies comprise a first alarm strategy associated with the first tire pressure monitoring system and a second alarm strategy associated with a second tire pressure monitoring system; and generating tire pressure alarm information based on the target alarm strategy. According to the application, the determination of the target alarm strategy no longer depends on the signal state of the first tire pressure monitoring system alone, but can dynamically adapt between the first alarm strategy associated with the first tire pressure monitoring system and the second alarm strategy associated with the second tire pressure monitoring system in combination with the auxiliary judgment information.

Description

Technical Field

[0001] This application relates to the field of vehicle control, specifically to a tire pressure monitoring alarm method and system. Background Technology

[0002] Tire pressure monitoring systems are an important component of a vehicle's active safety system. They are used to monitor tire pressure and temperature in real time and alert the driver when abnormalities occur to prevent traffic accidents caused by abnormal tire pressure. Currently, tire pressure monitoring systems on the market are mainly divided into direct tire pressure monitoring systems and indirect tire pressure monitoring systems.

[0003] Direct tire pressure monitoring systems primarily rely on hardware to detect temperature and pressure values, transmitting them to the controller via radio frequency. The controller performs simple logic processing and displays real-time and fault information on the instrument panel. The disadvantage is that it is susceptible to signal interference, which can lead to false alarms due to failure to receive radio frequency signals.

[0004] Indirect tire pressure monitoring systems are purely software-based products that determine faults by analyzing engine speed and temperature spectrum. However, they also have significant drawbacks. Firstly, indirect systems cannot display specific tire pressure and temperature values, only providing fault warnings. Secondly, the accuracy of the system's algorithm is highly dependent on road conditions and driving behavior. Under complex conditions such as frequent braking, skidding, or bumpy roads, the algorithm module is prone to being disabled or making misjudgments, leading to missed alarms or delayed responses.

[0005] While indirect systems offer a monitoring approach that eliminates the need for additional sensors, their limitations in accuracy and display functionality restrict their independent application. Therefore, optimizing the judgment mechanism of direct tire pressure monitoring systems to reduce false alarms when data loss occurs due to signal interference, while simultaneously ensuring the continuity and reliability of tire pressure monitoring information, remains a key technical challenge in the field of tire pressure monitoring technology. Summary of the Invention

[0006] This application provides a tire pressure monitoring alarm method and system, which can solve the problem that existing monitoring strategies cannot balance the accuracy of status determination and the continuity of monitoring information when the direct tire pressure signal is lost due to interference.

[0007] In a first aspect, embodiments of this application provide a tire pressure monitoring alarm method, which includes: Acquire monitoring data from the first tire pressure monitoring system and determine whether the monitoring data meets the preset strategy conditions; If the monitoring data meets the preset strategy conditions, the target alarm strategy is determined to be the first alarm strategy. If the monitoring data does not meet the preset strategy conditions, auxiliary judgment information is obtained, and a target alarm strategy is determined from multiple alarm strategies based on the auxiliary judgment information. The multiple alarm strategies include a first alarm strategy associated with the first tire pressure monitoring system and a second alarm strategy associated with the second tire pressure monitoring system. Tire pressure alarm information is generated based on the target alarm strategy.

[0008] In conjunction with the first aspect, in one implementation, the preset strategy conditions include: During the first detection cycle after vehicle startup, the duration of signal loss of the first tire pressure monitoring system exceeds a preset duration threshold. During the first detection cycle after the vehicle is started, the signal strength of the first tire pressure monitoring system is lower than the preset strength threshold.

[0009] In conjunction with the first aspect, in one implementation method, determining whether the monitoring data meets the preset strategy conditions specifically includes: During the first detection cycle after the vehicle is started, determine whether the signal of the first tire pressure monitoring system is detected; If no signal is detected from the first tire pressure monitoring system or the signal strength of the first tire pressure monitoring system is lower than a preset strength threshold, it is determined that the monitoring data meets the preset strategy conditions. If a signal from the first tire pressure monitoring system is detected, and the signal strength of the first tire pressure monitoring system is greater than or equal to a preset strength threshold, it is determined that the monitoring data does not meet the preset strategy conditions.

[0010] In conjunction with the first aspect, in one implementation, the step of determining whether the monitoring data meets the preset strategy conditions further includes: During the first detection cycle after the vehicle is started, the signal quality index of the first tire pressure monitoring system is acquired, and the signal quality index includes at least one of signal-to-noise ratio, bit error rate or signal strength fluctuation value. If the signal quality index is lower than the preset quality threshold, it is determined that the monitoring data meets the preset strategy conditions; If the signal quality index is greater than or equal to a preset quality threshold, it is determined that the monitoring data does not meet the preset strategy conditions.

[0011] In conjunction with the first aspect, in one implementation, the auxiliary determination information includes vehicle status information and system status information of the second tire pressure monitoring system; The vehicle status information includes the vehicle's speed; The system status information includes the availability status or data confidence status of the algorithm module of the second tire pressure monitoring system.

[0012] In conjunction with the first aspect, in one implementation, determining a target alarm strategy from multiple alarm strategies based on the auxiliary determination information specifically includes: Determine whether the vehicle status information and the system status information meet the preset switching conditions; If the vehicle status information and the system status information meet the preset switching conditions, the target alarm strategy is determined to be the second alarm strategy; If the vehicle status information and the system status information do not meet the preset switching conditions, the target alarm strategy is determined to be the first alarm strategy.

[0013] In conjunction with the first aspect, in one implementation, the preset switching conditions include: The vehicle speed in the vehicle status information is greater than a preset speed threshold, and the availability status of the algorithm module in the system status information indicates that the second tire pressure monitoring system is available or the data confidence status is higher than a preset confidence threshold.

[0014] In conjunction with the first aspect, in one implementation, the vehicle status information and the system status information do not meet the preset switching conditions, including: The vehicle speed is less than or equal to the preset vehicle speed threshold; Alternatively, the vehicle speed is greater than a preset speed threshold, and the monitoring data does not meet the signal loss condition; Alternatively, the monitoring data meets the signal loss condition, the vehicle speed is greater than the preset speed threshold, and the system status information indicates that the algorithm module of the second tire pressure monitoring system is unavailable or the data confidence status is lower than or equal to the preset confidence threshold.

[0015] In conjunction with the first aspect, in one implementation, the signal loss condition includes: During vehicle operation, the duration of signal loss from the first tire pressure monitoring system exceeds a preset time threshold; or, During vehicle operation, the signal strength of the first tire pressure monitoring system is lower than a preset strength threshold.

[0016] In conjunction with the first aspect, in one implementation, when the target alarm strategy is determined to be the second alarm strategy, the method further includes: If the second tire pressure monitoring system detects a fault, a tire pressure alarm message is generated according to the fault alarm logic of the second tire pressure monitoring system. If the second tire pressure monitoring system does not detect a fault, it disables the sensor loss fault alarm triggered by the loss of signal from the first tire pressure monitoring system, and obtains the last tire pressure data before the loss of signal from the first tire pressure monitoring system, using the last tire pressure data as the current tire pressure data display.

[0017] In conjunction with the first aspect, in one implementation, after determining that the target alarm strategy is the second alarm strategy, the method further includes: Continuously monitor the monitoring data of the first tire pressure monitoring system; If the monitoring data meets the preset signal recovery conditions, the target alarm strategy will be switched back to the first alarm strategy.

[0018] In conjunction with the first aspect, in one implementation, the preset signal recovery condition includes at least one of the following: The effective radio frequency signal of the first tire pressure monitoring system is received within a continuously preset number of detection cycles; The signal strength of the received valid radio frequency signal is higher than the preset signal strength threshold; The signal loss duration of the first tire pressure monitoring system stops accumulating and is reset.

[0019] In conjunction with the first aspect, in one embodiment, the first tire pressure monitoring system is a direct tire pressure monitoring system, and the second tire pressure monitoring system is an indirect tire pressure monitoring system. The direct tire pressure monitoring system is equipped with a tire pressure sensor for transmitting tire pressure data via radio frequency signals; The indirect tire pressure monitoring system is equipped with an algorithm module for calculating tire pressure status based on wheel speed data.

[0020] Secondly, embodiments of this application provide a tire pressure monitoring alarm system, comprising: a data acquisition module, a strategy determination module, and an alarm generation module. The data acquisition module is used to: acquire monitoring data from a first tire pressure monitoring system; the strategy determination module is used to: determine whether the monitoring data meets preset strategy conditions; if the monitoring data meets the preset strategy conditions, determine the target alarm strategy as a first alarm strategy; if the monitoring data does not meet the preset strategy conditions, acquire auxiliary judgment information, and determine the target alarm strategy from multiple alarm strategies based on the auxiliary judgment information, wherein the multiple alarm strategies include a first alarm strategy associated with the first tire pressure monitoring system and a second alarm strategy associated with a second tire pressure monitoring system; the alarm generation module is used to: generate tire pressure alarm information based on the target alarm strategy.

[0021] The beneficial effects of the technical solutions provided in this application include: This application provides a tire pressure monitoring alarm method and system. It filters the initial state of a first tire pressure monitoring system by pre-setting strategy conditions, and assigns the confirmed hardware fault as the first alarm strategy, ensuring the reliability of basic fault identification. For cases where the default strategy conditions are not met, auxiliary judgment information is introduced as a decision dimension for strategy selection. This allows the determination of the target alarm strategy to no longer solely rely on the signal state of the first tire pressure monitoring system, but can dynamically adapt between the first alarm strategy associated with the first tire pressure monitoring system and the second alarm strategy associated with the second tire pressure monitoring system, based on the auxiliary judgment information. Since multiple alarm strategies associated with different systems are available for switching, when the monitoring data of the first tire pressure monitoring system is abnormal but the default strategy conditions are not met, the second alarm strategy is selected based on the auxiliary judgment information, which can utilize the monitoring capabilities of the second tire pressure monitoring system to supplement the signal loss of the first system. This strategy switching method based on multi-source information evaluation avoids monitoring interruptions or false alarms caused by interference from a single signal source, and achieves continuous output of monitoring information while ensuring the accuracy of fault determination. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the tire pressure monitoring alarm method of this application; Figure 2 This is a schematic diagram of the tire pressure monitoring alarm method of this application. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0024] This application provides a tire pressure monitoring alarm method and system, which can solve the problem that existing monitoring strategies cannot balance the accuracy of status determination and the continuity of monitoring information when the direct tire pressure signal is lost due to interference.

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0026] In a first aspect, embodiments of this application provide a tire pressure monitoring alarm method, which includes: Step 101: Obtain monitoring data from the first tire pressure monitoring system and determine whether the monitoring data meets the preset strategy conditions; the first tire pressure monitoring system is a direct tire pressure monitoring system, which is equipped with a tire pressure sensor installed in the wheel, and is used to transmit monitoring data including tire pressure value, temperature and sensor data through radio frequency signals.

[0027] Step 102: If the monitoring data meets the preset strategy conditions, such as the continuous loss of signal is detected during the vehicle's stationary start-up phase, the target alarm strategy is determined to be the first alarm strategy. At this time, since the vehicle is not moving, the second tire pressure monitoring system lacks wheel speed data and cannot work. Therefore, the system directly generates a sensor loss fault alarm based on the signal status of the first tire pressure monitoring system, prompting the user to check the sensor battery or installation status to ensure that the vehicle is within the safe monitoring range before starting, thus avoiding the risk of missed alarms due to the indirect system's inability to initialize.

[0028] Step 103: If the monitoring data does not meet the preset strategy conditions, it indicates that the vehicle may have entered a driving state or the signal abnormality occurred during driving. At this time, auxiliary judgment information is obtained to decide whether to switch the monitoring mode. Based on the auxiliary judgment information, a target alarm strategy is determined from multiple alarm strategies. The multiple alarm strategies include a first alarm strategy associated with the first tire pressure monitoring system and a second alarm strategy associated with the second tire pressure monitoring system. The second tire pressure monitoring system is an indirect tire pressure monitoring system, equipped with an algorithm module for calculating tire pressure status based on wheel speed data.

[0029] Step 104: Generate tire pressure alarm information based on the target alarm strategy and output it to the display terminal.

[0030] This application filters the initial state of the first tire pressure monitoring system by pre-setting strategy conditions, and assigns the confirmed hardware fault as the first alarm strategy, ensuring the reliability of basic fault identification. For cases where the default strategy conditions are not met, auxiliary judgment information is introduced as a decision dimension for strategy selection. This allows the determination of the target alarm strategy to no longer solely rely on the signal state of the first tire pressure monitoring system, but can dynamically adapt between the first alarm strategy associated with the first tire pressure monitoring system and the second alarm strategy associated with the second tire pressure monitoring system, in conjunction with the auxiliary judgment information. Since there are multiple alarm strategies associated with different systems available for switching, when the monitoring data of the first tire pressure monitoring system is abnormal but the default strategy conditions are not met, the second alarm strategy is selected based on the auxiliary judgment information, which can utilize the monitoring capabilities of the second tire pressure monitoring system to supplement the signal loss of the first system. This strategy switching method based on multi-source information evaluation avoids monitoring interruption or false alarms caused by interference from a single signal source, and achieves continuous output of monitoring information while ensuring the accuracy of fault determination.

[0031] In this application, the preset strategy conditions are designed to accurately identify the initial health status of the first tire pressure monitoring system (TPMS) during vehicle startup, preventing false alarms caused by temporary interference. Specifically, the preset strategy conditions include: the duration of signal loss of the first TPMS exceeding a preset duration threshold during the first detection cycle after vehicle startup; or the signal strength of the first TPMS falling below a preset strength threshold during the first detection cycle after vehicle startup. The first detection cycle does not refer solely to the moment of ignition, but rather covers a time window from when the vehicle is stationary until it enters a stable driving state. During this window, the system continuously monitors the continuity and temporal characteristics of the radio frequency signal to eliminate false alarms caused by temporary interference, ensuring that the system only triggers the default alarm strategy when a persistent fault is confirmed.

[0032] In some possible embodiments, the determination of the preset strategy conditions may only employ the first method, namely, monitoring whether the duration of signal loss of the first tire pressure monitoring system exceeds a preset duration threshold during the first detection cycle after vehicle startup. This method focuses on identifying whether the sensor is completely unable to communicate, and is suitable for determining situations where the sensor battery is depleted or the hardware is damaged. If the cumulative duration exceeds the threshold, it is determined to be a signal loss.

[0033] In some other possible embodiments, a second approach is used: during the first detection cycle after vehicle startup, the signal strength of the first tire pressure monitoring system is monitored to see if it falls below a preset strength threshold. This approach focuses on identifying signal quality and is suitable for determining antenna failures or severe signal attenuation.

[0034] In addition, the system can select a single condition or a combination of conditions for judgment based on the actual configuration, so as to improve the coverage of fault identification and ensure that the judgment of preset strategy conditions can be accurately triggered in different fault modes.

[0035] In this embodiment, from the moment the vehicle starts, when the cumulative time the vehicle speed exceeds a preset speed threshold (e.g., 30 km / h) reaches a preset duration (e.g., 10 minutes), the system counts whether a tire pressure signal sent by the first tire pressure monitoring system has been received during this period. If a tire pressure signal is received, it indicates that the sensor signal of the first tire pressure monitoring system has the physical conditions for normal reception in this driving cycle. The system determines that the monitoring data does not meet the preset strategy conditions, and then obtains auxiliary judgment information to prepare for a possible switch to the second alarm strategy. This allows the system to attempt to maintain monitoring using the indirect system when the direct signal is abnormal. Otherwise, it indicates that the sensor signal of the first tire pressure monitoring system does not have the conditions for normal reception in this driving cycle. The system determines that the monitoring data meets the preset strategy conditions, and then normally issues an alarm according to the first alarm strategy corresponding to the first tire pressure monitoring system, directly indicating a sensor failure. This avoids incorrectly switching to the second tire pressure monitoring system when the signal source itself fails, ensuring the reliability of the alarm information and driving safety.

[0036] Furthermore, determining whether the monitoring data meets the preset strategy conditions specifically includes: During the first detection cycle after vehicle startup, it is determined whether a signal from the first tire pressure monitoring system (TPMS) is detected. The first detection cycle refers to the initial time period from vehicle ignition to reaching a stable driving state. During this period, the receiving module continuously scans the radio frequency channel to capture sensor messages. If no signal from the first TPMS is detected, or if the signal strength of the first TPMS is lower than a preset strength threshold, it is determined that the monitoring data meets the preset strategy conditions. A signal strength lower than the threshold usually indicates that the sensor battery is depleted, the antenna is physically damaged, or there is severe electromagnetic shielding. If a signal from the first TPMS is detected, and the signal strength of the first TPMS is greater than or equal to the preset strength threshold, it is determined that the monitoring data does not meet the preset strategy conditions, indicating that the physical layer connection of the sensor communication link is normal, providing a basis for further evaluation on whether to switch the alarm strategy.

[0037] Furthermore, determining whether the monitoring data meets the preset strategy conditions also includes: acquiring the signal quality indicators of the first tire pressure monitoring system within the first detection cycle after vehicle startup. These indicators include at least one of the following: signal-to-noise ratio (SNR), bit error rate (BER), or signal strength fluctuation. SNR reflects the energy ratio of the effective radio frequency signal to background noise; BER characterizes the probability of bit errors during data transmission; and signal strength fluctuation reflects the temporal stability of the signal connection. If the signal quality indicators are below a preset quality threshold, the monitoring data is determined to meet the preset strategy conditions. Even if the signal strength is acceptable, a high BER or severe fluctuations mean that the calculated tire pressure data is unreliable and poses a risk of false alarms. If the signal quality indicators are greater than or equal to the preset quality threshold, the monitoring data is determined not to meet the preset strategy conditions. This indicates that the first tire pressure monitoring system not only has a reachable signal but also meets the high-precision monitoring requirements for data quality, eliminating the need to immediately activate the backup alarm strategy and ensuring the confidence level of the monitoring data at the source.

[0038] Through the aforementioned multi-dimensional judgment, the system can distinguish between temporary signal fluctuations and substantial sensor malfunctions. When the monitoring data meets the preset strategy conditions, the system determines that the first tire pressure monitoring system is unavailable or in a low-confidence state, thus identifying the target alarm strategy as the first alarm strategy and directly indicating a sensor malfunction. When the monitoring data does not meet the preset strategy conditions, the system confirms that the first tire pressure monitoring system is working normally, but still retains the possibility of switching to the second alarm strategy during driving due to signal loss. This hierarchical judgment mechanism avoids the limitations of a single intensity threshold judgment, ensuring accurate identification of the system status under different interference environments, and providing a reliable basis for subsequently selecting the first alarm strategy associated with the first tire pressure monitoring system or the second alarm strategy associated with the second tire pressure monitoring system.

[0039] Building upon the above embodiments, in this embodiment, the auxiliary judgment information includes vehicle status information and system status information of the second tire pressure monitoring system. This information is crucial for determining whether the system can safely switch between different monitoring modes. Vehicle status information includes vehicle speed, as the second tire pressure monitoring system relies on wheel speed differences to calculate tire pressure. A certain vehicle speed is required to generate an effective speed signal; at low speeds, wheel speed differences are not significant enough to support algorithm operation. System status information includes the availability status or data confidence status of the second tire pressure monitoring system's algorithm module. Availability status reflects whether the algorithm module has completed initialization or has internal faults, while data confidence status characterizes the reliability of the current calculation results. This ensures that when the direct system signal is abnormal, the indirect system has the ability to take over the monitoring task, avoiding missed or false alarms due to inaccurate data from the indirect system and guaranteeing the overall reliability of the monitoring system.

[0040] Furthermore, the target alarm strategy is determined from multiple alarm strategies based on auxiliary judgment information, specifically including: The system determines whether the vehicle status information and system status information meet the preset switching conditions. The preset switching conditions are the logical thresholds for the system to switch from the first alarm strategy to the second alarm strategy. If the vehicle status information and system status information meet the preset switching conditions, the target alarm strategy is determined to be the second alarm strategy. At this time, the system considers the indirect monitoring results to be reliable and can replace the direct monitoring for tire pressure status judgment.

[0041] If the vehicle status information and system status information do not meet the preset switching conditions, the target alarm strategy is determined as the first alarm strategy. The system maintains the direct monitoring logic or directly reports the fault, ensuring that basic safety warnings can still be provided when the indirect system is unable to perform its function, preventing monitoring blind spots, and ensuring that the vehicle has corresponding alarm strategy coverage under any operating condition.

[0042] In this embodiment, the preset switching conditions include: the vehicle speed in the vehicle status information is greater than a preset speed threshold, and the availability status of the algorithm module in the system status information, which indicates the availability of the second tire pressure monitoring system or the data confidence status, is higher than a preset confidence threshold.

[0043] Therefore, the vehicle status information and system status information do not meet the preset switching conditions, including several situations: If the vehicle speed is less than or equal to the preset speed threshold, the indirect system cannot work effectively; or, if the vehicle speed is greater than the preset speed threshold and the monitoring data does not meet the signal loss condition, the direct system works normally and does not need to be switched; or, if the monitoring data meets the signal loss condition, the vehicle speed is greater than the preset speed threshold, and the system status information indicates that the algorithm module of the second tire pressure monitoring system is unavailable or the data confidence level is lower than or equal to the preset confidence threshold, then although the direct signal is lost, the indirect system is unreliable, and an alarm should still be triggered according to the first alarm strategy to prompt the user to check the sensors and avoid relying on unreliable indirect data.

[0044] Specifically, if the sensor signal can be monitored normally during the first driving cycle and an initial baseline is established, if the driving speed is below 90 km / h, the direct tire pressure control strategy will trigger a normal alarm, as the indirect algorithm has lower confidence at low speeds, and direct data will be used preferentially. If the speed exceeds 90 km / h, the following logic will be applied: If the sensor signal loss condition is not met, the direct tire pressure control strategy will trigger a normal alarm, prioritizing the use of more accurate direct data. If the sensor signal loss condition is met, and the WRA or WSA data from the indirect tire pressure system is of poor quality, the direct tire pressure control strategy will trigger a normal alarm, indicating a sensor malfunction. If the sensor signal loss condition is met, and the WRA and WSA data from the indirect tire pressure system are of normal quality, the controller will consider that the sensor signal is not being received. In this case, the indirect tire pressure control logic will be used to determine whether the tire pressure system is malfunctioning, and the sensor loss alarm of the direct system will be masked, achieving seamless switching and ensuring continuous monitoring capability at high speeds, avoiding the warning light from constantly illuminating and interfering with driving due to temporary sensor malfunctions.

[0045] Based on this, the signal loss conditions in this embodiment include: during vehicle operation, the duration of signal loss of the first tire pressure monitoring system exceeds a preset duration threshold; or, during vehicle operation, the signal strength of the first tire pressure monitoring system is lower than a preset strength threshold. The signal environment during vehicle operation is complex, and there may be brief obstructions or electromagnetic interference. Therefore, the signal loss conditions differ from the judgment logic in the startup phase and need to be comprehensively confirmed by combining duration and strength. The preset duration threshold is used to filter transient interference and avoid false triggering of strategy switching due to short-term signal interruptions; the preset strength threshold is used to identify the degree of signal attenuation, ensuring that the signal loss condition is only met when the RF link is truly unreliable. This condition serves as a key threshold for triggering switching, ensuring that the system is only allowed to enter the strategy selection process based on auxiliary judgment information when the first tire pressure monitoring system is truly unable to provide valid data. This provides an accurate triggering basis for subsequent switching to the second alarm strategy, preventing frequent oscillations in the system during signal fluctuations and ensuring the stability of the monitoring state.

[0046] Furthermore, when determining the target alarm strategy as the second alarm strategy, the method also includes priority determination and data display processing to ensure the accuracy of alarm information and user experience.

[0047] If the second tire pressure monitoring system detects a fault, it generates a tire pressure alarm according to its fault alarm logic. In this case, indirect monitoring is unavailable, and the system must clearly indicate that the current monitoring capability is limited, prioritizing the driver's right to know about the fault and preventing safety hazards caused by the failure of both systems. If the second tire pressure monitoring system does not detect a fault, it masks the sensor loss fault alarm triggered by the loss of the first tire pressure monitoring system signal and retrieves the last tire pressure data before the first tire pressure monitoring system signal loss, displaying this last tire pressure data as the current tire pressure display. The masking operation avoids multiple alarms caused by the same abnormal tire pressure, reducing the confusion caused by false alarms and optimizing the human-machine interface. Displaying the last valid data maintains the continuity of dashboard information, allowing the driver to refer to historical tire pressure status until the direct sensor signal recovers. This data remains logically valid until the first tire pressure monitoring system signal recovers or the vehicle is powered off and reset, achieving a smooth transition and seamless information connection between the two systems. This ensures that the tire pressure monitoring function is uninterrupted during temporary sensor failure, providing continuous status reference.

[0048] Based on the above embodiments, in this embodiment, after determining that the target alarm strategy is the second alarm strategy, the method further includes: The system continuously monitors the data from the primary tire pressure monitoring system. Although a second alarm strategy is currently used to determine tire pressure status, the recovery of the primary tire pressure monitoring system, as a high-precision monitoring source, means the system can revert to a more accurate monitoring mode. Therefore, the receiving module continuously scans the radio frequency channel of the primary tire pressure monitoring system in the background, assessing the signal connection status in real time. This ensures that once the direct system regains communication capability, the system can promptly detect and adjust its strategy, avoiding long-term reliance on relatively low-precision indirect data and improving the reliability of long-term monitoring.

[0049] If the monitored data meets the preset signal recovery conditions, the target alarm strategy is switched back to the first alarm strategy. In this embodiment, the preset signal recovery conditions include at least one of the following: a valid radio frequency signal from the first tire pressure monitoring system is received within a preset number of consecutive detection cycles; the signal strength of the received valid radio frequency signal is higher than a preset signal strength threshold; the signal loss duration of the first tire pressure monitoring system stops accumulating and resets. The preset number of consecutive detection cycles is used to prevent frequent strategy switching caused by signal fluctuations and ensure the stability of signal recovery; the signal strength being higher than the threshold ensures that the signal quality after recovery meets the calculation requirements; the signal loss duration stopping accumulating and resetting indicates that the fault timer is cleared and the system recognizes that the previous signal loss event has ended. Meeting any one or a combination of conditions triggers the switch, ensuring the flexibility of the recovery logic.

[0050] After switching back to the primary alarm strategy, the system reverts to the tire pressure alarm logic based on direct sensors, ceasing to use the estimated data from the secondary tire pressure monitoring system as the primary basis. It also clears the last tire pressure data displayed due to signal loss and updates it with the real-time received tire pressure values. This process achieves an automatic return from backup monitoring mode to primary monitoring mode without manual intervention. It ensures that the vehicle automatically returns to optimal monitoring status after sensor malfunctions are resolved or interference disappears, maintaining the overall performance and accuracy of the tire pressure monitoring system and ensuring driving safety.

[0051] It should also be noted that the tire pressure controller can exist as a separate controller, not integrated into the domain controller, but placed in the central area of ​​the vehicle. This approach can increase the success rate of radio frequency transmission. The central area typically refers to the interior of the vehicle's cabin or the middle of the chassis. Compared to integration into the domain controller or placement at the edge, this location reduces the obstruction of radio frequency signals by the vehicle's metal structure and shortens the physical distance between the sensor and the receiving antenna, thereby improving the signal propagation path. The independent controller is equipped with a dedicated radio frequency receiving circuit, avoiding electromagnetic interference from other high-frequency modules within the domain controller. However, this approach involves changes to hardware and wiring harnesses, which are very costly. It requires redesigning the controller housing, mounting brackets, and laying independent communication wiring harnesses, involving adjustments to the entire vehicle's electrical architecture. This is not conducive to the rapid iteration and cost control of existing vehicle platforms, and the fixed physical location cannot cope with signal fluctuations under all driving conditions.

[0052] In contrast, another approach is to increase the gain of the tire pressure sensor. This can increase the success rate of radio frequency transmission, but it affects the lifespan of the tire pressure sensor and does not completely solve the problem. Increasing the gain means that the sensor needs to consume more power when transmitting radio frequency signals. Since tire pressure sensors are usually powered by built-in batteries, increased power consumption will directly lead to a shorter battery life and prematurely trigger a low battery alarm. In addition, signal reception failure may be caused by vehicle body shielding or external electromagnetic interference. Simply increasing the transmission power cannot overcome physical obstruction or co-channel interference and may even exacerbate interference with other vehicle electronic devices. Therefore, this hardware adjustment solution has limitations and cannot fundamentally solve the signal loss problem under complex operating conditions. It needs to be combined with software strategy optimization to achieve more reliable monitoring.

[0053] The difference between this application's solution and the aforementioned solutions lies in their different technical approaches to solving the signal loss problem. The aforementioned solutions enhance signal strength or optimize the transmission environment at the physical layer, representing hardware-level optimization; while this application's solution ensures monitoring continuity at the application layer through dual-system switching, representing software strategy-level optimization. This application's solution can supplement or replace the aforementioned hardware solutions at a lower cost. Without increasing hardware costs, it utilizes existing indirect system resources to solve the direct signal loss problem, achieving low-cost and high-reliability monitoring results. It avoids the costs and maintenance burdens associated with hardware modifications, making it particularly suitable for optimizing mass-produced vehicles where hardware modifications are not feasible, providing an alternative technical solution.

[0054] In summary, this application proposes a fusion-based tire pressure monitoring method that leverages the advantages and disadvantages of both direct and indirect tire pressure alarm logic. When the vehicle speed exceeds 90 km / h and the sensor signal loss condition is met, if the data quality used for indirect tire pressure monitoring is normal, the system automatically switches to the indirect tire pressure control logic. Normal data quality means the algorithm module is usable or the confidence level is higher than a threshold, ensuring that monitoring can still be maintained based on wheel speed difference analysis even when the direct signal is interrupted, thus avoiding a monitoring function vacuum due to signal loss during high-speed driving.

[0055] This solution involves no hardware changes, requiring no relocation of the tire pressure controller or increase in sensor transmission power; it only necessitates optimization of the control logic and calibration of operating conditions. The solution achieves strategy switching through software upgrades on the existing architecture. Control logic optimization includes setting vehicle speed, signal loss, and confidence thresholds. Operating condition calibration is tailored to different vehicle platform parameters, avoiding the need for hardware redesign and verification cycles, significantly reducing implementation difficulty and material costs, and making it suitable for later optimization and iteration of already mass-produced vehicles.

[0056] Furthermore, this solution significantly reduces the risk of false tire pressure warnings from direct sources, decreasing market complaints and bringing benefits to businesses. During high-speed driving, direct signal loss is often misinterpreted as sensor malfunction, triggering warning lights. This solution, through indirect logic intervention, distinguishes between signal loss and actual tire pressure anomalies. Reducing false alarms lowers the frequency of customer visits due to misdiagnosis, improving the driving experience. For businesses, this not only reduces after-sales warranty costs but also maintains brand reputation, avoiding recall risks caused by large-scale false alarms, thereby maximizing market returns.

[0057] Secondly, embodiments of this application provide a tire pressure monitoring alarm system, comprising: a data acquisition module, a strategy determination module, and an alarm generation module. The data acquisition module is used to: acquire monitoring data from a first tire pressure monitoring system; the strategy determination module is used to: determine whether the monitoring data meets preset strategy conditions; if the monitoring data meets the preset strategy conditions, determine the target alarm strategy as the first alarm strategy; if the monitoring data does not meet the preset strategy conditions, acquire auxiliary judgment information, and determine the target alarm strategy from multiple alarm strategies based on the auxiliary judgment information, the multiple alarm strategies including the first alarm strategy associated with the first tire pressure monitoring system and the second alarm strategy associated with the second tire pressure monitoring system; the alarm generation module is used to: generate tire pressure alarm information based on the target alarm strategy.

[0058] In this application, the initial state of the first tire pressure monitoring system is screened by preset strategy conditions, and the situation confirmed as a hardware failure is corresponding to the first alarm strategy, ensuring the reliability of basic fault identification. For situations where the default strategy conditions are not met, auxiliary judgment information is introduced as a decision dimension for strategy selection, so that the determination of the target alarm strategy no longer depends solely on the signal state of the first tire pressure monitoring system, but can dynamically adapt between the first alarm strategy associated with the first tire pressure monitoring system and the second alarm strategy associated with the second tire pressure monitoring system by combining auxiliary judgment information. Since there are multiple alarm strategies associated with different systems that can be switched, when the monitoring data of the first tire pressure monitoring system is abnormal but the default strategy conditions are not met, the second alarm strategy is selected based on the auxiliary judgment information, which can use the monitoring capability of the second tire pressure monitoring system to supplement the signal loss of the first system. This strategy switching method based on multi-source information evaluation avoids monitoring interruption or false alarm caused by interference from a single signal source, and realizes continuous output of monitoring information while ensuring the accuracy of fault determination.

[0059] The functions of each module in the above-mentioned tire pressure monitoring alarm system correspond to the steps in the above-mentioned tire pressure monitoring alarm method embodiment, and their functions and implementation processes will not be described in detail here.

[0060] Thirdly, embodiments of this application provide a tire pressure monitoring alarm device, which can be a device with data processing capabilities such as a personal computer (PC), a laptop computer, or a server.

[0061] In this embodiment, the tire pressure monitoring alarm device may include a processor, a memory, a communication interface, and a communication bus.

[0062] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0063] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting internal components of the tire pressure monitoring alarm device, as well as interfaces used for interconnecting the tire pressure monitoring alarm device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0064] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0065] The processor can be a general-purpose processor, which can call the tire pressure monitoring alarm program stored in the memory and execute the tire pressure monitoring alarm method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the tire pressure monitoring alarm program is called can be referred to in the various embodiments of the tire pressure monitoring alarm method of this application, and will not be repeated here.

[0066] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0067] The present application provides a computer-readable storage medium storing a tire pressure monitoring alarm program, wherein when the tire pressure monitoring alarm program is executed by a processor, it implements the steps of the tire pressure monitoring alarm method described above.

[0068] The method implemented when the tire pressure monitoring alarm procedure is executed can be referred to in various embodiments of the tire pressure monitoring alarm method of this application, and will not be repeated here.

[0069] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0070] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0071] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0072] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0073] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0074] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0075] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A tire pressure monitoring alarm method, characterized in that, It includes: Acquire monitoring data from the first tire pressure monitoring system and determine whether the monitoring data meets the preset strategy conditions; If the monitoring data meets the preset strategy conditions, the target alarm strategy is determined to be the first alarm strategy. If the monitoring data does not meet the preset strategy conditions, auxiliary judgment information is obtained, and a target alarm strategy is determined from multiple alarm strategies based on the auxiliary judgment information. The multiple alarm strategies include a first alarm strategy associated with the first tire pressure monitoring system and a second alarm strategy associated with the second tire pressure monitoring system. Tire pressure alarm information is generated based on the target alarm strategy.

2. The tire pressure monitoring alarm method as described in claim 1, characterized in that, The preset strategy conditions include: During the first detection cycle after vehicle startup, the duration of signal loss of the first tire pressure monitoring system exceeds a preset duration threshold. During the first detection cycle after the vehicle is started, the signal strength of the first tire pressure monitoring system is lower than the preset strength threshold.

3. The tire pressure monitoring alarm method as described in claim 2, characterized in that, Determining whether the monitoring data meets the preset strategy conditions specifically includes: During the first detection cycle after the vehicle is started, determine whether the signal of the first tire pressure monitoring system is detected; If no signal is detected from the first tire pressure monitoring system or the signal strength of the first tire pressure monitoring system is lower than a preset strength threshold, it is determined that the monitoring data meets the preset strategy conditions. If a signal from the first tire pressure monitoring system is detected, and the signal strength of the first tire pressure monitoring system is greater than or equal to a preset strength threshold, it is determined that the monitoring data does not meet the preset strategy conditions.

4. The tire pressure monitoring alarm method as described in claim 3, characterized in that, The determination of whether the monitoring data meets the preset strategy conditions also includes: During the first detection cycle after the vehicle is started, the signal quality index of the first tire pressure monitoring system is acquired, and the signal quality index includes at least one of signal-to-noise ratio, bit error rate or signal strength fluctuation value. If the signal quality index is lower than the preset quality threshold, it is determined that the monitoring data meets the preset strategy conditions; If the signal quality index is greater than or equal to a preset quality threshold, it is determined that the monitoring data does not meet the preset strategy conditions.

5. The tire pressure monitoring alarm method as described in claim 1, characterized in that: The auxiliary determination information includes vehicle status information and system status information of the second tire pressure monitoring system; The vehicle status information includes the vehicle's speed; The system status information includes the availability status or data confidence status of the algorithm module of the second tire pressure monitoring system.

6. The tire pressure monitoring alarm method as described in claim 5, characterized in that, Based on the auxiliary judgment information, the target alarm strategy is determined from multiple alarm strategies, specifically including: Determine whether the vehicle status information and the system status information meet the preset switching conditions; If the vehicle status information and the system status information meet the preset switching conditions, the target alarm strategy is determined to be the second alarm strategy; If the vehicle status information and the system status information do not meet the preset switching conditions, the target alarm strategy is determined to be the first alarm strategy. The first tire pressure monitoring system is a direct tire pressure monitoring system, and the second tire pressure monitoring system is an indirect tire pressure monitoring system. The direct tire pressure monitoring system is equipped with a tire pressure sensor for transmitting tire pressure data via radio frequency signals; The indirect tire pressure monitoring system is equipped with an algorithm module for calculating tire pressure status based on wheel speed data.

7. The tire pressure monitoring alarm method as described in claim 6, characterized in that, The preset switching conditions include: The vehicle speed in the vehicle status information is greater than a preset speed threshold, and the availability status of the algorithm module in the system status information indicates that the second tire pressure monitoring system is available or the data confidence status is higher than a preset confidence threshold.

8. The tire pressure monitoring alarm method as described in claim 7, characterized in that, The vehicle status information and the system status information do not meet the preset switching conditions, including: The vehicle speed is less than or equal to the preset vehicle speed threshold; Alternatively, the vehicle speed is greater than a preset speed threshold, and the monitoring data does not meet the signal loss condition; Alternatively, the monitoring data meets the signal loss condition, the vehicle speed is greater than the preset speed threshold, and the system status information indicates that the algorithm module of the second tire pressure monitoring system is unavailable or the data confidence status is lower than or equal to the preset confidence threshold. The signal loss conditions include: during vehicle operation, the duration of signal loss of the first tire pressure monitoring system exceeds a preset duration threshold; or, during vehicle operation, the signal strength of the first tire pressure monitoring system is lower than a preset strength threshold.

9. The tire pressure monitoring alarm method as described in claim 6, characterized in that, When the target alarm strategy is determined to be the second alarm strategy, the method further includes: If the second tire pressure monitoring system detects a fault, a tire pressure alarm message is generated according to the fault alarm logic of the second tire pressure monitoring system. If the second tire pressure monitoring system does not detect a fault, it will disable the sensor loss fault alarm triggered by the loss of signal from the first tire pressure monitoring system, and obtain the last tire pressure data before the loss of signal from the first tire pressure monitoring system, and use the last tire pressure data as the current tire pressure data display. After determining that the target alarm policy is the second alarm policy, the method further includes: Continuously monitor the monitoring data of the first tire pressure monitoring system; If the monitoring data meets the preset signal recovery conditions, the target alarm strategy will be switched back to the first alarm strategy. The preset signal recovery condition includes at least one of the following: The effective radio frequency signal of the first tire pressure monitoring system is received within a continuously preset number of detection cycles; The signal strength of the received valid radio frequency signal is higher than the preset signal strength threshold; The signal loss duration of the first tire pressure monitoring system stops accumulating and is reset.

10. A tire pressure monitoring alarm system, characterized in that, It includes: The data acquisition module is used to acquire monitoring data from the first tire pressure monitoring system. The strategy determination module is used to: determine whether the monitoring data meets the preset strategy conditions; if the monitoring data meets the preset strategy conditions, determine the target alarm strategy as the first alarm strategy; if the monitoring data does not meet the preset strategy conditions, obtain auxiliary judgment information, and determine the target alarm strategy from multiple alarm strategies based on the auxiliary judgment information, wherein the multiple alarm strategies include a first alarm strategy associated with the first tire pressure monitoring system and a second alarm strategy associated with the second tire pressure monitoring system. An alarm generation module is used to generate tire pressure alarm information based on the target alarm strategy.

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