Tire monitoring method, system, device, and storage medium

Abstract

The application discloses a tire monitoring method, comprising: in a first running state of a vehicle, detecting tire data by using a first detection frequency corresponding to the first running state; and sending the tire data to the vehicle by using a first sending frequency corresponding to the first running state based on a preset protocol, wherein an encoding mode of the preset protocol is differential Manchester encoding, and a check mode is CRC16. The application also discloses a tire monitoring system, equipment and a storage medium. The application realizes tire monitoring of the vehicle by transmitting vehicle tire data through a communication protocol comprising a specific encoding mode and a check mode, so that the tire data is not easy to be cracked in the transmission process, the anti-interference and intelligence of the tire data are improved, the power consumption is reduced, and the efficiency and accuracy of the tire data transmission are improved.

Description

Technical Field

[0001] This invention relates to the field of tire monitoring technology, and in particular to a tire monitoring method, system, device and storage medium. Background Technology

[0002] Tires are an important component of a car's structure. As crucial supporting and running components, they not only bear the entire weight of the car but also provide propulsion and mitigate impacts from the ground. Therefore, tires play a vital role in a car's handling stability, ride comfort, safety, and fuel economy.

[0003] Tire blowouts are a significant safety hazard during high-speed driving. According to road traffic accident investigations, 260,000 traffic accidents annually in the United States are caused by low tire pressure or leaks. In China, 70% to 80% of highway accidents are caused by tire blowouts, and fatal accidents resulting from sudden tire blowouts at high speeds are the leading cause of highway accidents. To prevent tire blowouts and ensure safe driving, modern cars generally have tire pressure sensor modules to monitor tire pressure and send alerts if it is outside the normal range, prompting the driver to take appropriate action.

[0004] However, in existing solutions for monitoring tire pressure data using tire pressure sensors, the common data transmission encoding method is Manchester encoding, the transmission rate is 9600bps baud rate, and the verification method is CRC8 check. This solution is easily reverse engineered, which can lead to the leakage and widespread use of original factory data. Furthermore, it is susceptible to low-frequency interference from similar vehicle models during data transmission. In addition, it frequently sends data while the tire is running, resulting in high power consumption.

[0005] Therefore, it is necessary to propose a tire monitoring solution that can prevent interference, consume less power, and has higher efficiency and accuracy. Summary of the Invention

[0006] The main objective of this invention is to provide a tire monitoring method that addresses the technical problems of existing tire data transmission schemes, such as poor anti-interference capabilities leading to easy hacking, high power consumption, and low data transmission efficiency and accuracy.

[0007] To achieve the above objectives, the present invention provides a tire monitoring method, the tire monitoring method comprising the following steps:

[0008] In the first operating state of the vehicle, tire data is detected using a first detection frequency corresponding to the first operating state;

[0009] Based on a preset protocol, the tire data is sent to the vehicle at a first transmission frequency corresponding to the first operating state. The preset protocol uses differential Manchester encoding and CRC16 verification.

[0010] Preferably, the step of sending the tire data to the vehicle based on a preset protocol and using a first transmission frequency corresponding to the first operating state includes:

[0011] The data signal corresponding to the tire data is generated based on the preset protocol, and the data signal is sent to the vehicle based on the first transmission frequency, wherein the length of the data signal is 12 bytes and the baud rate is 19200bps.

[0012] Preferably, the data signal includes a 2-byte preamble, a 4-byte ID, a 3-byte data value, a 1-byte status word, and a 2-byte CRC16 checksum.

[0013] Preferably, the vehicle's operating states include a parked state, a driving state, a parked leaking state, and a driving leaking state. After the step of detecting tire data using a first detection frequency corresponding to the first operating state in the vehicle's first operating state, the method further includes:

[0014] Based on the tire data, it is determined whether the vehicle has switched to a second operating state, and the second operating state is determined.

[0015] Preferably, the tire data includes tire pressure data and speed data. The step of determining whether the vehicle has switched to a second operating state based on the tire data, and determining the second operating state, includes:

[0016] Based on tire data from two consecutive measurements, the pressure difference between the two consecutive measurements and the acceleration between the two consecutive measurements are obtained.

[0017] The pressure difference is compared with a preset pressure value, and the acceleration is compared with a preset velocity value.

[0018] Based on the comparison results, it is determined whether the vehicle has switched to the second operating state, and the second operating state is determined.

[0019] Preferably, after the step of determining whether the vehicle has switched to a second operating state based on the tire data, and determining the second operating state, the method further includes:

[0020] If the system switches to the second operating state, the tire data is detected using the second detection frequency corresponding to the second operating state, and the tire data is sent to the vehicle using the second transmission frequency corresponding to the second operating state.

[0021] Preferably, the tire monitoring method further includes:

[0022] If the first operating state is the parking state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 1 frame of data each time; or,

[0023] If the first operating state is the driving state, the parking leak state, or the driving leak state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 3 frames of data each time.

[0024] Furthermore, to achieve the above objectives, the present invention also provides a tire monitoring system, the tire monitoring system comprising:

[0025] The data detection module is used to detect tire data at a first detection frequency corresponding to the first operating state of the vehicle in the first operating state.

[0026] The data transmission module is used to transmit the tire data to the vehicle based on a preset protocol and using a first transmission frequency corresponding to the first operating state, wherein the preset protocol uses differential Manchester encoding and CRC16 verification.

[0027] In addition, to achieve the above objectives, the present invention also provides a tire monitoring device, the tire monitoring device comprising: a memory, a processor, and a tire monitoring program stored in the memory and executable on the processor, wherein the tire monitoring program, when executed by the processor, implements the steps of the tire monitoring method as described above.

[0028] In addition, to achieve the above objectives, the present invention also provides a computer-readable storage medium storing a tire monitoring program, which, when executed by a processor, implements the steps of the tire monitoring method as described above.

[0029] The tire monitoring method proposed in this invention detects tire data at a first detection frequency corresponding to a first operating state of the vehicle; and transmits the tire data to the vehicle at a first transmission frequency corresponding to the first operating state based on a preset protocol. The preset protocol uses differential Manchester encoding and CRC16 verification. By transmitting vehicle tire data through a communication protocol including specific encoding and verification methods, tire monitoring is achieved. This makes the tire data less susceptible to tampering during transmission, improving the anti-interference and intelligence of the tire data, reducing power consumption, and also improving the efficiency and accuracy of tire data transmission. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of the tire monitoring device in the hardware operating environment involved in the embodiments of the present invention;

[0031] Figure 2 This is a flowchart illustrating the first embodiment of the tire monitoring method of the present invention;

[0032] Figure 3 This is a schematic diagram of the tire monitoring system according to an embodiment of the present invention.

[0033] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0034] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0035] like Figure 1 As shown, Figure 1 This is a schematic diagram of the structure of a tire monitoring device in the hardware operating environment involved in the embodiments of the present invention.

[0036] In this embodiment of the invention, the terminal can be a vehicle computer, or a terminal device with display function such as a PC, tablet computer, or portable computer.

[0037] like Figure 1As shown, the tire monitoring device may include: a processor 1001, such as a CPU; a network interface 1004; a user interface 1003; a memory 1005; and a communication bus 1002. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM or non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0038] Optionally, the tire monitoring device may also include a camera, RF (Radio Frequency) circuitry, sensors, audio circuitry, a WiFi module, and so on. Sensors such as light sensors, motion sensors, and other sensors will not be elaborated upon here.

[0039] Those skilled in the art will understand that Figure 1 The terminal structure shown does not constitute a limitation on the tire monitoring device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0040] like Figure 1 As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a tire monitoring program.

[0041] exist Figure 1 In the tire monitoring device shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the client (user end) and communicate data with the client; and the processor 1001 can be used to call the tire monitoring program stored in the memory 1005.

[0042] In this embodiment, the tire monitoring device includes: a memory 1005, a processor 1001, and a tire monitoring program stored in the memory 1005 and executable on the processor 1001. When the processor 1001 calls the tire monitoring program stored in the memory 1005, it executes the steps of the tire monitoring methods in the following embodiments.

[0043] The present invention also provides a tire monitoring method, referring to Figure 2 , Figure 2This is a flowchart illustrating the first embodiment of the tire monitoring method of the present invention.

[0044] In this embodiment, the method includes the following steps:

[0045] Step S101: In the first operating state of the vehicle, tire data is detected using a first detection frequency corresponding to the first operating state;

[0046] In this embodiment, in order to monitor the vehicle tires, it is first necessary to acquire tire data. When the car is in a first operating state, the tire data is detected using a first detection frequency corresponding to the first operating state.

[0047] Specifically, tire sensors are installed inside the vehicle tires to detect tire data, including tire pressure and speed data. Based on this data, the tire sensors can determine the vehicle's current operating state. A vehicle can exist in multiple operating states, such as parked, driving, parked with a leak, and driving with a leak, but can only be in one state at a time. Each operating state corresponds to a specific detection frequency, and the tire sensors collect tire data based on this frequency. Therefore, to monitor the vehicle tires, the first step is to detect tire data using a specific detection frequency corresponding to the vehicle's current operating state.

[0048] Optionally, different detection frequencies correspond to different operating states of the vehicle, meaning the tire sensors detect tire data at different frequencies.

[0049] Step S102: Based on a preset protocol, the tire data is sent to the vehicle using a first transmission frequency corresponding to the first operating state. The preset protocol uses differential Manchester encoding and CRC16 verification.

[0050] It should be noted that Differential Manchester encoding is an encoding scheme that uses a midpoint transition for timing. Differential Manchester encoding has a level transition in the middle of each clock cycle. This transition is used for synchronization. At the beginning of each clock cycle: a transition indicates that the bit is 0, and no transition indicates that the bit is 1.

[0051] In this embodiment, after detecting tire data, the obtained tire data needs to be sent to the vehicle at a first transmission frequency corresponding to the first operating state according to a preset protocol, so that the vehicle can monitor the tires through the tire data. The preset protocol uses differential Manchester encoding and CRC16 for verification.

[0052] Specifically, this solution uses a specific communication protocol. In the first operating state, according to the first transmission frequency corresponding to the first operating state, the vehicle sends a wake-up command to the tire sensor at regular intervals. This interval is the wake-up interval of the tire sensor. Upon receiving the wake-up command, the tire sensor uploads data in the manner specified by the communication protocol, encodes the detected tire data, and sends it to the vehicle so that the vehicle can subsequently decode it through the communication protocol to obtain the tire data and achieve tire monitoring. In the communication protocols used in existing tire monitoring solutions, the data transmission encoding method is generally Manchester encoding, the data transmission baud rate is generally 9600bps, and the data transmission verification method is generally CRC8. However, in this solution, the tire sensor uses a specific communication protocol when uploading data. This communication protocol uses differential Manchester encoding and CRC16 verification, which allows the data transmission baud rate to reach 19200bps, resulting in faster data transmission speed. Furthermore, the CRC16 verification method is more effective at filtering out erroneous data.

[0053] Optionally, different transmission frequencies correspond to different operating states of the vehicle, meaning the wake-up interval of the tire sensors is different.

[0054] In this embodiment, tire data is detected using a first detection frequency corresponding to the first operating state of the vehicle. Based on a preset protocol, the tire data is transmitted to the vehicle using a first transmission frequency corresponding to the first operating state. The preset protocol uses differential Manchester encoding and CRC16 verification. By transmitting vehicle tire data through a communication protocol including specific encoding and verification methods, tire monitoring is achieved. This makes the tire data less susceptible to tampering during transmission, improving the anti-interference and intelligence of the tire data, reducing power consumption, and also improving the efficiency and accuracy of tire data transmission.

[0055] Based on the first embodiment, a second embodiment of the tire monitoring method of the present invention is proposed. In this embodiment, step S102 includes:

[0056] Step S201: Generate a data signal corresponding to the tire data based on the preset protocol, and send the data signal to the vehicle based on the first transmission frequency, wherein the length of the data signal is 12 bytes and the baud rate is 19200bps.

[0057] In this embodiment, after the tire sensor detects the tire data, it generates a data signal corresponding to the tire data according to a preset protocol, and then sends the data signal to the vehicle according to a first transmission frequency. After the vehicle receives the data signal, it decodes the data signal according to the preset protocol to obtain the tire data and realize tire monitoring. The data signal has a length of 12 bytes and a baud rate of 19200bps.

[0058] Specifically, the preset protocol is a specific communication protocol that uses differential Manchester encoding and CRC16 checksum. The tire sensor generates a 12-byte data signal based on this communication protocol and the detected tire data, and sends it to the vehicle. After receiving the data signal from the tire sensor, the vehicle decodes it using the preset protocol to obtain the tire data. In existing automotive communication protocols, the commonly used encoding method is Manchester encoding, the checksum is CRC8, and the data transmission baud rate is 9600bps. However, when the preset protocol uses the 433MHz frequency band for transmission, the baud rate can reach 19200bps, resulting in a faster transmission rate. Furthermore, the data signal length is 12 bytes, which improves the efficiency of encoding and decoding, ultimately leading to higher data transmission efficiency.

[0059] Optionally, the data signal includes a 2-byte preamble, a 4-byte ID, a 3-byte data value, a 1-byte status word, and a 2-byte CRC16 checksum.

[0060] It should be noted that CRC, or Cyclic Redundancy Check, is the most commonly used error-checking code in the field of data communication. Its characteristic is that the lengths of the information field and the check field can be arbitrarily selected, and it has the advantage of a lower false negative rate compared to parity check.

[0061] In this embodiment, the data signal is 12 bytes long, which makes the encoding and decoding more efficient. The 12-byte data signal includes a 2-byte preamble, a 4-byte ID, a 3-byte data value, a 1-byte status word, and a 2-byte CRC16 checksum. Since the checksum method is CRC16, the checksum is a 2-byte CRC16 checksum used for verification, which makes it easier to filter out erroneous data. For example, one byte of the checksum is 0x6F and the other byte is B8.

[0062] In this embodiment, a data signal corresponding to the tire data is generated based on the preset protocol, and the data signal is transmitted to the vehicle based on the first transmission frequency. The data signal has a length of 12 bytes and a baud rate of 19200bps. The data signal includes a 2-byte header, a 4-byte ID, a 3-byte data value, a 1-byte status word, and a 2-byte CRC16 checksum. Compared to commonly used communication protocols, this preset protocol improves data transmission efficiency, effectively prevents low-frequency interference, and more easily filters erroneous data, resulting in a lower false negative rate and improved data transmission accuracy.

[0063] Based on the above embodiments, a third embodiment of the tire monitoring method of the present invention is proposed. In this embodiment, the operating state of the vehicle includes a parked state, a driving state, a parked leaking state, and a driving leaking state. After step S101, the method further includes:

[0064] Step S401: Based on the tire data, determine whether the vehicle has switched to the second operating state, and determine the second operating state.

[0065] In this embodiment, the vehicle's operating states include a parked state, a driving state, a parked air leak state, and a driving air leak state. In the first operating state, after the tire sensor detects tire data using a first detection frequency corresponding to the first operating state, it can determine whether the vehicle should switch to a second operating state based on the tire data. At the same time, it can determine which of the following is the second operating state: parked state, driving state, parked air leak state, or driving air leak state. For example, the tire data can include tire pressure data and speed data. When detecting tire data in the first operating state, the tire pressure data of two adjacent detections are subtracted to obtain the tire pressure difference between the two detections. Then, the speed data of two detections are subtracted to obtain the tire acceleration between the two detections. Then, based on the pressure difference and acceleration, it can be determined whether the vehicle needs to switch to the second operating state, and which of the following is the second operating state: parked state, driving state, parked air leak state, or driving air leak state.

[0066] Optionally, the tire data includes tire pressure data and speed data. The method for determining whether the vehicle has switched to a second operating state based on the tire data, and for determining the second operating state, specifically includes the following steps:

[0067] Step S501: Based on the tire data from two adjacent detections, obtain the pressure difference between the tire pressure data from two adjacent detections, and the acceleration between the speed data from two adjacent detections.

[0068] Step S502: Compare the pressure difference with a preset pressure value, and compare the acceleration with a preset velocity value;

[0069] Step S503: Based on the comparison results, determine whether the vehicle has switched to the second operating state, and determine the second operating state.

[0070] In this embodiment, tire data includes air pressure data and speed data. Based on two consecutive tire data measurements, the air pressure difference between the two adjacent measurements and the acceleration between the two adjacent speed measurements can be obtained. The air pressure difference is then compared with a preset air pressure value, and the acceleration is compared with a preset speed value to obtain the comparison result. Based on the comparison result, it can be determined whether the vehicle should switch to the second operating state, and the second operating state is determined. For example, the preset air pressure value is 17.25 kPa, and the preset speed value is 3g, where g is the acceleration due to gravity. Determining whether to switch to the second operating state based on the comparison result and determining the second operating state includes the following situations:

[0071] The first operating state is the parking state: if the acceleration is greater than or equal to 3g and the air pressure difference is less than 17.25kPa, then it is determined that it needs to switch to the second operating state, which is the driving state; if the acceleration is less than 3g and the air pressure difference is greater than or equal to 17.25kPa, then it is determined that it needs to switch to the second operating state, which is the parking and leaking state; if the acceleration is less than 3g and the air pressure difference is less than 17.25kPa, then it is determined that it does not need to switch to the second operating state.

[0072] The first operating state is the driving state: if the acceleration is less than 3g and the air pressure difference is less than 17.25kPa, then it is determined that it needs to switch to the second operating state, which is the parking state; if the acceleration is greater than or equal to 3g and the air pressure difference is greater than or equal to 17.25kPa, then it is determined that it needs to switch to the second operating state, which is the driving and leaking state; if the acceleration is greater than or equal to 3g and the air pressure difference is less than 17.25kPa, then it is determined that it does not need to switch to the second operating state.

[0073] The first operating state is the parking and leaking state: if the acceleration is less than 3g and the peak value of the air pressure difference within a certain period of time is greater than or equal to 17.25kPa, then it is determined that it is not necessary to switch to the second operating state; if the acceleration is greater than or equal to 3g and the peak value of the air pressure difference within a certain period of time is greater than or equal to 17.25kPa, then it is determined that it is necessary to switch to the second operating state and the second operating state is the driving and leaking state; if the acceleration is less than 3g and the peak value of the air pressure difference within a certain period of time is less than 17.25kPa, then it is determined that it is necessary to switch to the second operating state and the second operating state is the parking state.

[0074] The first operating state is the air leakage state while driving: if the acceleration is greater than or equal to 3g and the peak value of the air pressure difference within a certain period of time is greater than or equal to 17.25kPa, then it is determined that there is no need to switch to the second operating state; if the acceleration is less than 3g and the peak value of the air pressure difference within a certain period of time is greater than or equal to 17.25kPa, then it is determined that it needs to switch to the second operating state, and the second operating state is the air leakage state while parked; if the acceleration is greater than or equal to 3g and the peak value of the air pressure difference within a certain period of time is less than 17.25kPa, then it is determined that it needs to switch to the second operating state, and the second operating state is the driving state.

[0075] In this embodiment, the pressure difference between two adjacent tire pressure measurements and the acceleration between two adjacent speed measurements are obtained based on tire data from two consecutive measurements. The pressure difference is compared with a preset pressure value, and the acceleration is compared with a preset speed value. Based on the comparison results, it is determined whether the vehicle has switched to the second operating state, and the second operating state is confirmed. This allows the tire sensor to determine the vehicle's current operating state using tire data from two consecutive measurements. Subsequently, tire data can be uploaded to the vehicle using a detection and transmission frequency corresponding to the current operating state, improving the intelligence of tire monitoring and reducing power consumption.

[0076] Optionally, after step S401, the method further includes:

[0077] Step S601: If the system switches to the second operating state, the tire data is detected using the second detection frequency corresponding to the second operating state, and the tire data is sent to the vehicle using the second transmission frequency corresponding to the second operating state.

[0078] In this embodiment, if it is determined that the vehicle has switched to the second operating state, the tire sensor uses the second detection frequency corresponding to the second operating state to detect tire data, and sends the tire data to the vehicle using the second transmission frequency corresponding to the second operating state based on a preset protocol.

[0079] Specifically, since the vehicle's operating states include parking, driving, parking with a tire leak, and driving with a tire leak, and it can only be in one operating state at a time, the vehicle uses a detection frequency corresponding to the current operating state to detect tire data and a transmission frequency corresponding to the current operating state to transmit tire data back to the vehicle. The detection frequency and transmission frequency corresponding to each operating state are as follows:

[0080] When the vehicle is parked, tire data is checked every 60 seconds and sent every 2 hours.

[0081] During driving, tire data is checked every 30 seconds and sent every 2 minutes;

[0082] Whether the tire is leaking while parked or while driving, the tire data is checked and sent every 1 second.

[0083] In this embodiment, if the vehicle switches to the second operating state, the tire data is detected using a second detection frequency corresponding to the second operating state, and the tire data is transmitted to the vehicle using a second transmission frequency corresponding to the second operating state. This allows the tire sensor to upload tire data to the vehicle using detection and transmission frequencies corresponding to the vehicle's operating state after switching vehicle operating states. This achieves tire monitoring, improves tire monitoring efficiency, and reduces power consumption.

[0084] Optionally, the tire monitoring method further includes:

[0085] Step S701: If the first operating state is the parking state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 1 frame of data each time; or,

[0086] Step S702: If the first operating state is the driving state, the parking leak state, or the driving leak state, then the tire data is sent to the vehicle in the manner of sending 1 packet of 3 frames of data each time.

[0087] In this embodiment, since the vehicle's operating state includes parking state, driving state, parking with air leak state, and driving with air leak state, the tire sensor sends tire data to the vehicle in different ways under different first operating states. If the first operating state is parking state, the tire data is sent to the vehicle in the manner of sending 1 packet of 1 frame of data each time; or, if the first operating state is driving state, parking with air leak state, or driving with air leak state, the tire data is sent to the vehicle in the manner of sending 1 packet of 3 frames of data each time.

[0088] Specifically, the tire sensor packages and sends data each time. When the vehicle is parked, each data packet sent includes only 1 frame of data. When the vehicle is driving, parked, or driving, each data packet sent includes 3 frames of data, and there is a certain delay between the 3 data frames.

[0089] In this embodiment, if the first operating state is the parking state, the tire data is sent to the vehicle in a manner that sends one packet of one frame of data each time; or, if the first operating state is the driving state, the parking leak state, or the driving leak state, the tire data is sent to the vehicle in a manner that sends one packet of three frames of data each time. During tire monitoring, the amount of tire data sent is reduced when the vehicle is parked, thereby reasonably reducing power consumption. In other operating states, multiple tire data packets with a certain delay are sent each time, reducing power consumption and improving the efficiency and accuracy of tire data transmission.

[0090] In this embodiment, based on the tire data, it is determined whether the vehicle has switched to a second operating state, and the second operating state is then defined. During vehicle tire monitoring, power consumption is reduced, intelligence is improved, and the efficiency and accuracy of tire data transmission are enhanced.

[0091] Furthermore, embodiments of the present invention also propose a tire monitoring system, referring to... Figure 3 The tire monitoring system includes:

[0092] The data detection module 10 is used to detect tire data at a first detection frequency corresponding to the first operating state of the vehicle in the first operating state.

[0093] The data transmission module 20 is used to send the tire data to the vehicle based on a preset protocol and using a first transmission frequency corresponding to the first operating state, wherein the preset protocol uses differential Manchester encoding and CRC16 for verification.

[0094] Furthermore, the data transmission module 20 is also used for:

[0095] The data signal corresponding to the tire data is generated based on the preset protocol, and the data signal is sent to the vehicle based on the first transmission frequency, wherein the length of the data signal is 12 bytes and the baud rate is 19200bps.

[0096] Furthermore, the data signal includes a 2-byte preamble, a 4-byte ID, a 3-byte data value, a 1-byte status word, and a 2-byte CRC16 checksum.

[0097] Furthermore, the vehicle's operating states include parked state, driving state, parked leak state, and driving leak state. The tire monitoring system is also used for:

[0098] Based on the tire data, it is determined whether the vehicle has switched to a second operating state, and the second operating state is determined.

[0099] Furthermore, the tire data includes tire pressure data and speed data, and the tire monitoring system is also used for:

[0100] Based on tire data from two consecutive measurements, the pressure difference between the two consecutive measurements and the acceleration between the two consecutive measurements are obtained.

[0101] The pressure difference is compared with a preset pressure value, and the acceleration is compared with a preset velocity value.

[0102] Based on the comparison results, it is determined whether the vehicle has switched to the second operating state, and the second operating state is determined.

[0103] Furthermore, the tire monitoring system is also used for:

[0104] If the system switches to the second operating state, the tire data is detected using the second detection frequency corresponding to the second operating state, and the tire data is sent to the vehicle using the second transmission frequency corresponding to the second operating state.

[0105] Furthermore, the tire monitoring system is also used for:

[0106] If the first operating state is the parking state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 1 frame of data each time; or,

[0107] If the first operating state is the driving state, the parking leak state, or the driving leak state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 3 frames of data each time.

[0108] The methods performed by the above-mentioned tire monitoring system can be referred to in various embodiments of the tire monitoring method of the present invention, and will not be repeated here.

[0109] Furthermore, this invention also proposes a tire monitoring device, which includes: a memory, a processor, and a tire monitoring program stored in the memory and executable on the processor. When the tire monitoring program is executed by the processor, it implements the steps of the tire monitoring method described above.

[0110] Furthermore, embodiments of the present invention also propose a computer-readable storage medium storing a tire monitoring program, which, when executed by a processor, implements the steps of the tire monitoring method described above.

[0111] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0112] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0113] 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 the present invention, 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 (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0114] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A tire monitoring method, characterized in that, The tire monitoring method includes the following steps: In the first operating state of the vehicle, tire data is detected using a first detection frequency corresponding to the first operating state; Based on a preset protocol, the tire data is sent to the vehicle at a first transmission frequency corresponding to the first operating state. The preset protocol uses differential Manchester encoding and CRC16 for verification. Based on the tire data, it is determined whether the vehicle has switched to a second operating state, and the second operating state is determined. The operating state of the vehicle includes a parked state, a driving state, a parked air leak state, and a driving air leak state. If the system switches to the second operating state, the tire data is detected using the second detection frequency corresponding to the second operating state, and the tire data is sent to the vehicle using the second transmission frequency corresponding to the second operating state.

2. The tire monitoring method as described in claim 1, characterized in that, The step of sending the tire data to the vehicle based on a preset protocol and using a first transmission frequency corresponding to the first operating state includes: The data signal corresponding to the tire data is generated based on the preset protocol, and the data signal is sent to the vehicle based on the first transmission frequency, wherein the length of the data signal is 12 bytes and the baud rate is 19200bps.

3. The tire monitoring method as described in claim 2, characterized in that: The data signal includes a 2-byte preamble, a 4-byte ID, a 3-byte data value, a 1-byte status word, and a 2-byte CRC16 checksum.

4. The tire monitoring method as described in claim 1, characterized in that, The tire data includes tire pressure data and speed data. The step of determining whether the vehicle has switched to a second operating state based on the tire data, and determining the second operating state, includes: Based on tire data from two consecutive measurements, the pressure difference between the two consecutive measurements and the acceleration between the two consecutive measurements are obtained. The pressure difference is compared with a preset pressure value, and the acceleration is compared with a preset velocity value. Based on the comparison results, it is determined whether the vehicle has switched to the second operating state, and the second operating state is determined.

5. The tire monitoring method as described in claim 1, characterized in that, The tire monitoring method also includes: If the first operating state is the parking state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 1 frame of data each time; or, If the first operating state is the driving state, the parking leak state, or the driving leak state, then the tire data is sent to the vehicle in a manner that sends 1 packet of 3 frames of data each time.

6. A tire monitoring system, characterized in that, The tire monitoring system includes: The data detection module is used to detect tire data at a first detection frequency corresponding to the first operating state of the vehicle in the first operating state. The data transmission module is used to transmit the tire data to the vehicle based on a preset protocol and using a first transmission frequency corresponding to the first operating state, wherein the encoding method of the preset protocol is differential Manchester encoding and the verification method is CRC16. The tire monitoring system is also used to determine whether the vehicle has switched to a second operating state based on the tire data, and to determine the second operating state, wherein the operating state of the vehicle includes a parked state, a driving state, a parked air leak state, and a driving air leak state. The tire monitoring system is further configured to, if switched to the second operating state, detect the tire data using a second detection frequency corresponding to the second operating state, and transmit the tire data to the vehicle using a second transmission frequency corresponding to the second operating state.

7. A tire monitoring device, characterized in that, The tire monitoring device includes: a memory, a processor, and a tire monitoring program stored in the memory and executable on the processor, wherein the tire monitoring program, when executed by the processor, implements the steps of the tire monitoring method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The readable storage medium stores a tire monitoring program, which, when executed by a processor, implements the steps of the tire monitoring method as described in any one of claims 1 to 5.

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