Tire pressure sensor and factory engineering application method thereof, vehicle, storage medium

Abstract

The application relates to a tire pressure sensor and a factory engineering application method thereof, a vehicle and a storage medium, wherein the tire pressure sensor comprises a detection component configured to detect whether the tire pressure sensor meets a preset automatic positioning condition or a tire pressure self-positioning duration is greater than a first preset duration; a control component configured to control the tire pressure sensor of the current vehicle to enter a preset working mode when the tire pressure sensor of the current vehicle meets the preset automatic positioning condition or the tire pressure self-positioning duration is greater than the first preset duration; and a sending component configured to send a first tire pressure data transmission strategy corresponding to the preset working mode to a signal control processor of the current vehicle, so that the tire pressure data is processed by the signal control processor and then displayed on a vehicle-mounted display device of the current vehicle. Thus, the tire pressure system in the related art can be applied to actual engineering applications to solve the system abnormality problem of the tire pressure system in complex actual environments such as factories.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tire pressure monitoring, and in particular to a tire pressure sensor, a factory engineering application method thereof, a vehicle and a storage medium. BACKGROUND

[0002] In high-speed operation of a vehicle, tire failure is the most difficult to prevent and is an important cause of sudden traffic accidents. A tire pressure monitoring system can monitor the pressure and temperature of the tire in real time. Therefore, it is very important to detect the tire pressure monitoring system.

[0003] In the related art, the CAN (Controller Area Network) module interacts with the controller ECU (Electronic Control Unit) of the vehicle tire pressure monitoring system to write and read the tire pressure sensor ID (Identity document) and the standard value, the user selects the function command and inputs the setting parameter through the operation module, and the control processing module refers to the setting parameter input by the user through the operation module to analyze and process the tire information signal transmitted by the wireless module and transmit it to the display module for display, or to the CAN module, and the display module receives the display information sent by the control processing module and displays it.

[0004] However, the tire pressure system is prone to system abnormalities in complex factory environments and the like, and it is difficult to adapt to actual engineering applications, which needs to be solved urgently. SUMMARY

[0005] The present application provides a tire pressure sensor, a factory engineering application method thereof, a vehicle and a storage medium to solve the problem that the tire pressure system in the related art has system abnormalities in complex factory environments and the like, and is difficult to adapt to actual engineering applications. The trigger conditions and logic conditions of the tire pressure monitoring sensor assembly under factory engineering conditions are adjusted to adapt to actual engineering applications.

[0006] The first aspect of the present application provides a tire pressure sensor, comprising: a detection component configured to detect whether a tire pressure sensor meets a preset automatic positioning condition or a tire pressure self-positioning time length is greater than a first preset time length; a control component configured to control the tire pressure sensor of a current vehicle to enter a preset working mode when the tire pressure sensor of the current vehicle meets the preset automatic positioning condition or the tire pressure self-positioning time length is greater than the first preset time length; and a sending component configured to send a first tire pressure data transmission strategy corresponding to the preset working mode to a signal control processor of the current vehicle, so that the tire pressure data is processed by the signal control processor and then displayed on a vehicle-mounted display device of the current vehicle.

[0007] According to the technical means, the tire pressure system in the related art can adapt to actual engineering application by adjusting the trigger condition and logic condition of the tire pressure monitoring sensor assembly in the factory engineering condition.

[0008] Optionally, in some embodiments, the control component is further configured to: before controlling the tire pressure sensor of the current vehicle to enter the preset working mode, control the tire pressure sensor of the current vehicle to enter a preset factory mode, and acquire a second tire pressure data transmission strategy corresponding to the preset factory mode and a sending frequency of sending tire pressure data to the signal control processor of the current vehicle based on the second tire pressure data transmission strategy, and when the sending frequency is greater than a preset frequency, control the tire pressure sensor of the current vehicle to enter the preset working mode; wherein the detection period and the transmission period corresponding to the second tire pressure data transmission strategy are greater than the detection period and the transmission period corresponding to the second tire pressure data transmission strategy.

[0009] According to the technical means, the vehicle can be controlled to enter the preset factory mode, so that the problem that the engineering factory cannot meet the real vehicle activation condition due to site limitation is solved, and tire pressure monitoring is facilitated.

[0010] Optionally, in some embodiments, the control component is further configured to: after controlling the tire pressure sensor of the current vehicle to enter the preset working mode, detect a current state of the current vehicle and a duration of the current state, and when the current state is a static state and the duration of the static state is greater than a second preset duration, control the current vehicle to exit the preset working mode and control the current vehicle to enter a preset static mode.

[0011] According to the technical means, the motion state of the vehicle can be detected after the tire pressure sensor enters the working mode, and when the duration of the static state reaches the second preset duration, the vehicle is controlled to enter the static mode, the working mode is switched, and energy consumption is reduced.

[0012] Optionally, in some embodiments, the tire pressure sensor is installed on the hub of the current vehicle.

[0013] The second aspect embodiment of the application provides a factory engineering application method of a tire pressure sensor, comprising: detecting whether a tire pressure sensor meets a preset automatic positioning condition or a tire pressure self-positioning duration is greater than a first preset duration; if the tire pressure sensor of the current vehicle meets the preset automatic positioning condition or the tire pressure self-positioning duration is greater than the first preset duration, controlling the tire pressure sensor of the current vehicle to enter a preset working mode; and sending a first tire pressure data transmission strategy corresponding to the preset working mode to a signal control processor of the current vehicle, so that the tire pressure data is processed by the signal control processor and then displayed on a vehicle-mounted display device of the current vehicle.

[0014] Optionally, in some embodiments, before controlling the tire pressure sensor of the current vehicle to enter the preset working mode, the method further comprises: controlling the tire pressure sensor of the current vehicle to enter a preset factory mode, and acquiring a second tire pressure data transmission strategy corresponding to the preset factory mode; acquiring a sending frequency of sending tire pressure data to the signal control processor of the current vehicle based on the second tire pressure data transmission strategy; and when the sending frequency is greater than a preset frequency, controlling the tire pressure sensor of the current vehicle to enter the preset working mode; wherein a detection period and a transmission period corresponding to the second tire pressure data transmission strategy are greater than a detection period and a transmission period corresponding to the second tire pressure data transmission strategy.

[0015] Optionally, in some embodiments, after controlling the tire pressure sensor of the current vehicle to enter the preset working mode, the method further comprises: detecting a current state of the current vehicle and a duration of being in the current state; if the current state is a static state and the duration of being in the static state is greater than a second preset duration, controlling the current vehicle to exit the preset working mode and enter a preset static mode.

[0016] Optionally, in some embodiments, the factory engineering application method of the tire pressure sensor further comprises: determining whether the tire pressure sensor completes an End-of-life (EOL) mode; if the tire pressure sensor completes the EOL mode, controlling the tire pressure sensor to enter a preset hibernation mode.

[0017] The third aspect embodiment of the application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the factory engineering application method of the tire pressure sensor as described in the above embodiments.

[0018] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement a factory engineering application method for a tire pressure sensor as described in the above embodiments.

[0019] Therefore, by determining whether the current vehicle's tire pressure self-positioning meets the preset automatic position conditions or whether the tire pressure self-positioning time is greater than the first preset time; if the current vehicle's tire pressure self-positioning meets the preset automatic position conditions or the tire pressure self-positioning time is greater than the first preset time, the current vehicle's tire pressure sensor is controlled to enter a preset working mode, and the first tire pressure data transmission strategy corresponding to the preset working mode is obtained; and the tire pressure data is sent to the current vehicle's signal control processor according to the first tire pressure data transmission strategy, so that the tire pressure data is processed by the signal control processor and displayed on the vehicle's in-vehicle display device. Thus, the problem of tire pressure systems in related technologies experiencing system anomalies in complex factory and other actual environments, making them difficult to adapt to actual engineering applications, is solved. The triggering conditions and logic conditions of the tire pressure monitoring sensor assembly are adjusted under factory engineering conditions, making them applicable to actual engineering applications.

[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 This is a block diagram of a tire pressure sensor provided according to an embodiment of this application;

[0023] Figure 2 This is a schematic diagram illustrating the mode conversion of a tire pressure sensor display method according to a specific embodiment of this application;

[0024] Figure 3 This is a schematic diagram illustrating a factory engineering application of a tire pressure sensor according to a specific embodiment of this application;

[0025] Figure 4 This is a flowchart of a factory engineering application method for a tire pressure sensor provided according to an embodiment of this application;

[0026] Figure 5 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0027] Explanation of reference numerals in the attached diagram: 10-Tire pressure sensor, 100-Detection component, 200-Control component, and 300-Transmission component. Detailed Implementation

[0028] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0029] The following description, with reference to the accompanying drawings, describes a tire pressure sensor and its factory engineering application method, vehicle, and storage medium according to embodiments of this application. Addressing the problem mentioned in the background art where tire pressure systems experience system malfunctions in complex factory environments and are difficult to adapt to practical engineering applications, this application provides a tire pressure sensor. It detects whether the tire pressure sensor meets a preset automatic position condition or whether the tire pressure self-positioning time is greater than a first preset time. If the tire pressure sensor of the current vehicle meets the preset automatic position condition or the tire pressure self-positioning time is greater than the first preset time, it controls the tire pressure sensor of the current vehicle to enter a preset working mode. It also sends a first tire pressure data transmission strategy corresponding to the preset working mode to the signal control processor of the current vehicle. After processing the tire pressure data by the signal control processor, the tire pressure data is displayed on the vehicle's in-vehicle display device. This solves the problem in the related art where tire pressure systems experience system malfunctions in complex factory environments and are difficult to adapt to practical engineering applications. By adjusting the triggering and logic conditions of the tire pressure monitoring sensor assembly under factory engineering conditions, it can be applied to practical engineering applications.

[0030] Specifically, Figure 1 This is a block diagram of a tire pressure sensor according to an embodiment of this application.

[0031] like Figure 1 As shown, the tire pressure sensor 10 includes a detection component 100, a control component 200, and a transmission component 300.

[0032] The detection component 100 is used to detect whether the tire pressure sensor meets the preset automatic position condition or whether the tire pressure self-positioning time is greater than the first preset time. The control component 200 is used to control the tire pressure sensor of the current vehicle to enter a preset working mode when the tire pressure sensor of the current vehicle meets the preset automatic position condition or the tire pressure self-positioning time is greater than the first preset time. The transmission component 300 is used to send the first tire pressure data transmission strategy corresponding to the preset working mode to the signal control processor of the current vehicle, so that the tire pressure data is processed by the signal control processor and displayed on the vehicle's in-vehicle display device.

[0033] Optionally, in some embodiments, the tire pressure sensor 10 is mounted on the wheel hub of the current vehicle.

[0034] The preset automatic positioning conditions can be preset by relevant personnel. The first preset duration can be preset by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations. No specific limitation is made here. Preferably, the first preset duration can be 8 minutes. Specifically, the embodiments of this application can determine whether the tire pressure self-positioning of the current vehicle is successful or whether the self-positioning time exceeds 8 minutes.

[0035] Specifically, the tire pressure sensor 10 of this embodiment can be installed on four wheel hubs to monitor the temperature and pressure inside the tires and output a high-frequency signal. The tire pressure sensor 10 of this embodiment has a pressure range of 100KPa-900KPa and a pressure accuracy range of ±5KPa (-40℃ to 85℃); a working temperature range of -40℃ to 105℃ and a temperature accuracy range of ±3℃ (-20℃ to 70℃); an activation acceleration detection accuracy of ±3G, with 6G generally recommended as the activation threshold; a radio frequency center frequency of 433.92MHz ±50kHz; and a radio frequency modulation method of FSK (Frequency-shift keying). Keying (frequency shift keying), the RF baud rate can be 10kbps±5%, the RF near-field power is not less than -15dBm, and the RF far-field power range at 3 meters can be -60dBm to -20dBm; the low-frequency center frequency can be 125KHz±12.5KHz, the low-frequency modulation method can be AFS, the low-frequency baud rate can be 3.906kbps±5%, and the low-frequency sensitivity can be 40nTp to 400nTp. The preset operating mode can be a mode pre-set by relevant personnel. The first tire pressure data transmission strategy can be pre-set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations; no specific limitations are imposed here.

[0036] It should be noted that the tire pressure sensor 10 is powered by an independent battery and cannot know the power status of the entire vehicle. Therefore, it can only determine whether the vehicle is moving by judging the vehicle speed. As for judging the vehicle speed, the sensor itself can only detect the rotation speed of the tire, that is, the centripetal acceleration of the tire. In order to balance power consumption and function, the recommended centripetal acceleration is 6G (approximately equal to a vehicle speed of about 25 km / h).

[0037] Specifically, when the vehicle's tire pressure self-positioning is successful, or when the tire pressure self-positioning time exceeds a first preset time, the tire pressure sensor 10 of the current vehicle is controlled to enter a preset working mode, and the first tire pressure data transmission strategy corresponding to the preset working mode is acquired. For example, when tire pressure self-positioning is successful or the self-positioning time exceeds 8 minutes, the sensor enters the preset working mode, i.e., the dynamic normal working mode, transmitting data once per minute, with five frames per transmission. There is a random delay between each data transmission, with a data interval of 60s + (n × 25)ms, and a random delay between frames, with a frame interval of 100ms + (n × 25)ms, where n is a random integer value between 0 and 7.

[0038] like Figure 2 As shown, the tire pressure display system of this application embodiment may include a tire pressure sensor 10, a radio frequency receiver, a signal control processor, and an instrument. The center frequency of the radio frequency receiver is 433.92MHz±50kHz, the radio frequency modulation method is FSK, the baud rate of the radio frequency receiving tire pressure is 10kbps±5%, the standing wave ratio of the receiving antenna at the working frequency is not greater than 2, the receiving antenna gain is not less than -3dBi, the 3dB bandwidth is not less than 120KHz, the anti-interference performance image frequency suppression is not less than 40dB, and the body controller (integrating tire pressure logic processing software) can save and update the updated tire pressure value sent by the radio frequency receiver when in the OFF position, and then transmit the value to the instrument after the next power-on, and the instrument displays it.

[0039] When the vehicle is in motion, the tire pressure sensor sends a signal once per minute. After the signal is received by the radio frequency receiver, it is forwarded to the signal control processor to update the old signal data. The signal control processor then transmits the data to the instrument panel, which displays the tire pressure data on the instrument screen for real-time viewing by the user, thus enabling tire pressure monitoring.

[0040] Optionally, in some embodiments, the control component 200 is further configured to: control the tire pressure sensor 10 of the current vehicle to enter a preset factory mode before controlling the tire pressure sensor 10 of the current vehicle to enter a preset working mode, and obtain the second tire pressure data transmission strategy corresponding to the preset factory mode and the number of times the tire pressure data is transmitted to the signal control processor of the current vehicle based on the second tire pressure data transmission strategy, and control the tire pressure sensor 10 of the current vehicle to enter the preset working mode when the number of transmissions is greater than a preset number; wherein, the detection period and transmission period corresponding to the second tire pressure data transmission strategy are greater than the detection period and transmission period corresponding to the second tire pressure data transmission strategy.

[0041] Understandably, the functionality of the entire tire pressure system on a real vehicle still needs to be verified by actual driving of the vehicle. However, due to site limitations, the engineering factory cannot meet the activation conditions for the real vehicle: that is, the vehicle speed is greater than 25 km / h and the duration is greater than 60 seconds. In order to meet the conditions, a specific state, namely the preset factory mode, needs to be introduced to meet the requirements.

[0042] The preset factory mode can be pre-set by relevant personnel, and the second tire pressure data transmission strategy and preset number of times can be pre-set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations. No specific restrictions are imposed here.

[0043] Specifically, such as Figure 3 As shown, before controlling the current vehicle's tire pressure sensor 10 to enter the preset working mode, the current vehicle's tire pressure sensor 10 is controlled to enter the preset factory mode to achieve faster transmission and display of tire pressure data, and to obtain the second tire pressure data transmission strategy corresponding to the preset factory mode. The detection cycle and transmission cycle corresponding to the second tire pressure data transmission strategy are greater than those of the second tire pressure data transmission strategy. For example, the acceleration detection value of the tire pressure sensor 10 is reduced to 3G (vehicle speed is about 10-15km / h), and the signal transmission cycle is shortened from the original 60 seconds to 5 seconds. Since the number of times and time used in the engineering factory mode are limited, and this mode consumes relatively more power, the number of times the engineering factory mode is entered should be limited. It is recommended to limit it to 10 times. In the factory mode, the number of times the vehicle starts from a standstill is counted. After accumulating 10 times, this mode is exited and the sensor enters the normal mode. This can cover the usage time and will not have a significant impact on the battery power.

[0044] It should be noted that the activation speed of the tire pressure sensor 10 is around 25 km / h. In actual engineering assembly, the vehicle is stationary and does not meet the activation conditions. In this embodiment, the tire pressure sensor 10 can only be activated by a low-frequency tool to verify the individual function of the tire pressure sensor 10. The tire pressure sensor 10 is only allowed to enter the factory mode once. After entering the factory mode once by the low-frequency wake-up command, it is prohibited to re-enter the factory mode by the low-frequency wake-up command. At the same time, it is prohibited to reset the number of factory mode times by the low-frequency wake-up command.

[0045] Optionally, in some embodiments, the control component 200 is further configured to: after controlling the tire pressure sensor 10 of the current vehicle to enter a preset working mode, detect the current state of the current vehicle and the duration of the current state, and when the current state is a stationary state and the duration of the stationary state is greater than a second preset duration, control the current vehicle to exit the preset working mode and control the current vehicle to enter a preset stationary mode.

[0046] The second preset duration can be set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations. No specific limitation is made here. Preferably, the second preset duration can be 10 minutes.

[0047] Specifically, such as Figure 3 As shown, after controlling the tire pressure sensor 10 of the current vehicle to enter the preset working mode, if the duration of the current vehicle being stationary is longer than the second preset duration, the current vehicle is controlled to enter the preset stationary mode. Specifically, the current state of the current vehicle and the duration of being in the current state are detected. If, under normal working conditions, the vehicle has not been detected to be in motion for 10 minutes, the tire pressure sensor 10 will also enter the stationary mode.

[0048] During actual operation, the tire pressure sensor 10 can enter a preset sleep mode during transportation and storage to determine whether the tire pressure sensor 10 has completed the production line project and terminated the EOL mode. If the tire pressure sensor 10 enters the sleep mode after completing the test mode (production line EOL mode), a valid low-frequency trigger command will also cause the sensor to return to the preset sleep mode.

[0049] After controlling the tire pressure sensor 10 to enter a preset sleep mode, the method further includes: detecting the current state of the vehicle and the pressure change value of the tire pressure sensor 10; if the current state is a preset stationary state and the pressure change value is greater than a preset threshold, then controlling the tire pressure sensor 10 to enter a preset stationary mode.

[0050] The preset threshold can be set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations. No specific limitation is made here. Preferably, the preset threshold can be 69 kPa / 10 PSI.

[0051] Specifically, such as Figure 3 As shown, after the tire pressure sensor 10 enters a preset sleep mode, the current status of the vehicle and the pressure change value of the tire pressure sensor 10 are detected. If the pressure change value is greater than 69 kPa / 10 PSI reference value, the sensor will exit the sleep mode and enter the stationary mode. Furthermore, under normal operating conditions and when the vehicle is not in motion, the tire pressure sensor 10 will be in the stationary mode. When the electronic components are reset, the tire pressure sensor 10 will enter the stationary mode after power-on.

[0052] After controlling the tire pressure sensor 10 to enter the preset stationary mode, the method further includes: detecting whether the current vehicle is in a preset motion state based on a preset detection cycle; if the current vehicle is in the preset motion state for multiple preset detection cycles, then controlling the current vehicle to exit the preset stationary mode and controlling the current vehicle to enter the preset working mode.

[0053] Specifically, such as Figure 3 As shown, after the tire pressure sensor 10 enters the preset stationary mode, if the current vehicle meets the preset motion state for multiple preset detection cycles, the vehicle is controlled to enter the preset working mode. Specifically, when the vehicle starts moving and the vibration sensor input passes ASIC verification, the tire pressure sensor 10 will exit the stationary mode. The motion monitoring sampling cycle is 10 seconds. If the working mode is detected, it will continue to execute 4 sampling cycles for verification. If no motion state is detected in any cycle, the sensor will not be able to successfully switch to the preset working mode, and the sampling cycle will return to the cycle of the previous mode. If motion state is detected in 4 consecutive verification sampling cycles, the sensor confirms that it has exited the stationary mode and switched to the working mode.

[0054] According to the tire pressure sensor proposed in this application embodiment, by detecting whether the tire pressure sensor meets the preset automatic position condition or whether the tire pressure self-positioning time is greater than a first preset time; if the tire pressure sensor of the current vehicle meets the preset automatic position condition, or the tire pressure self-positioning time is greater than the first preset time, the tire pressure sensor of the current vehicle is controlled to enter a preset working mode; and a first tire pressure data transmission strategy corresponding to the preset working mode is sent to the signal control processor of the current vehicle, so that the tire pressure data is processed by the signal control processor and displayed on the vehicle's in-vehicle display device. Thus, the problem of tire pressure systems in related technologies experiencing system anomalies in complex factory and other actual environments, making them difficult to adapt to actual engineering applications, is solved. The triggering conditions and logic conditions of the tire pressure monitoring sensor assembly are adjusted under factory engineering conditions, making them applicable to actual engineering applications.

[0055] Next, a factory engineering application method for a tire pressure sensor according to an embodiment of this application is described with reference to the accompanying drawings. Specifically, Figure 4 This is a schematic flowchart illustrating a factory engineering application method for a tire pressure sensor provided in an embodiment of this application.

[0056] like Figure 4 As shown, the factory engineering application method of this tire pressure sensor includes the following steps:

[0057] In step S401, it is detected whether the tire pressure sensor meets the preset automatic position condition or whether the tire pressure self-positioning time is greater than the first preset time.

[0058] In step S402, if the tire pressure sensor of the current vehicle meets the preset automatic position condition, or the tire pressure self-positioning time is greater than the first preset time, then the tire pressure sensor of the current vehicle is controlled to enter the preset working mode.

[0059] In step S403, the first tire pressure data transmission strategy corresponding to the preset working mode is sent to the signal control processor of the current vehicle, so that the tire pressure data is processed by the signal control processor and then displayed on the vehicle's in-vehicle display device.

[0060] Optionally, in some embodiments, before controlling the tire pressure sensor of the current vehicle to enter the preset operating mode, the method further includes: controlling the tire pressure sensor of the current vehicle to enter a preset factory mode, and obtaining a second tire pressure data transmission strategy corresponding to the preset factory mode; obtaining the number of times tire pressure data is transmitted to the signal control processor of the current vehicle based on the second tire pressure data transmission strategy; and controlling the tire pressure sensor of the current vehicle to enter the preset operating mode when the number of transmissions is greater than a preset number; wherein the detection period and transmission period corresponding to the second tire pressure data transmission strategy are greater than the detection period and transmission period corresponding to the second tire pressure data transmission strategy.

[0061] Optionally, in some embodiments, after controlling the tire pressure sensor of the current vehicle to enter the preset working mode, the method further includes: detecting the current state of the current vehicle and the duration of the current state; if the current state is a stationary state and the duration of the stationary state is greater than a second preset duration, then controlling the current vehicle to exit the preset working mode and controlling the current vehicle to enter a preset stationary mode.

[0062] Optionally, in some embodiments, the above-described factory engineering application method for tire pressure systems further includes: determining whether the tire pressure sensor has completed the production line project termination (EOL) mode; if the tire pressure sensor has completed the production line EOL mode, then controlling the tire pressure sensor to enter a preset sleep mode.

[0063] According to the factory engineering application method of the tire pressure sensor proposed in the embodiments of this application, the method detects whether the tire pressure sensor meets the preset automatic position condition or whether the tire pressure self-positioning time is greater than the first preset time. If the tire pressure sensor of the current vehicle meets the preset automatic position condition or the tire pressure self-positioning time is greater than the first preset time, the method controls the tire pressure sensor of the current vehicle to enter the preset working mode. The method also sends the first tire pressure data transmission strategy corresponding to the preset working mode to the signal control processor of the current vehicle. After the signal control processor processes the tire pressure data, the tire pressure data is displayed on the vehicle's in-vehicle display device. This solves the problem in the related technology that the tire pressure system may experience system abnormalities in complex factory and other actual environments, making it difficult to adapt to actual engineering applications. The method adjusts the triggering conditions and logic conditions of the tire pressure monitoring sensor assembly under factory engineering conditions, making it applicable to actual engineering applications.

[0064] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0065] The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0066] When processor 502 executes the program, it implements the factory engineering application method of the tire pressure system provided in the above embodiments.

[0067] Furthermore, the vehicle also includes:

[0068] Communication interface 503 is used for communication between memory 501 and processor 502.

[0069] The memory 501 is used to store computer programs that can run on the processor 502.

[0070] The memory 501 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0071] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0072] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0073] Processor 502 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of this application.

[0074] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described factory engineering application method for a tire pressure system.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0076] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0077] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0078] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0079] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0080] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A tire pressure sensor, characterized in that, include: The detection component is used to detect whether the tire pressure sensor meets the preset self-positioning conditions or whether the tire pressure self-positioning time is greater than the first preset time. A control component is configured to control the tire pressure sensor of the current vehicle to enter a preset working mode when the tire pressure sensor of the current vehicle meets the preset self-positioning condition or the tire pressure self-positioning duration is greater than the first preset duration. as well as A transmitting component, which transmits the first tire pressure data to the signal control processor of the current vehicle based on the first tire pressure data transmission strategy corresponding to the preset working mode, so that the first tire pressure data is processed by the signal control processor and then displayed on the vehicle's in-vehicle display device. The control component is further configured to: before controlling the tire pressure sensor of the current vehicle to enter the preset working mode, control the tire pressure sensor of the current vehicle to enter the preset working mode, and obtain the second tire pressure data transmission strategy corresponding to the preset factory mode and the number of times the tire pressure data is transmitted to the signal control processor of the current vehicle based on the second tire pressure data transmission strategy, and when the number of transmissions is greater than a preset number, control the tire pressure sensor of the current vehicle to enter the preset working mode. The detection period and transmission period corresponding to the first tire pressure data transmission strategy are greater than the detection period and transmission period corresponding to the second tire pressure data transmission strategy.

2. The tire pressure sensor according to claim 1, characterized in that, The control component is further configured to: after controlling the tire pressure sensor of the current vehicle to enter the preset working mode, detect the current state of the current vehicle and the duration of the current state, and when the current state is a stationary state and the duration of the stationary state is greater than a second preset duration, control the current vehicle to exit the preset working mode and control the current vehicle to enter a preset stationary mode.

3. The tire pressure sensor according to claim 1, characterized in that, The tire pressure sensor is mounted on the wheel hub of the current vehicle.

4. A factory engineering application method for a tire pressure sensor, characterized in that, Using the tire pressure sensor as described in any one of claims 1-3, wherein the method includes the following steps: Detect whether the tire pressure sensor meets the preset self-positioning conditions or whether the tire pressure self-positioning time is greater than the first preset time; If the tire pressure sensor of the current vehicle meets the preset self-positioning condition, or the tire pressure self-positioning duration is greater than the first preset duration, then the tire pressure sensor of the current vehicle is controlled to enter a preset working mode; and Based on the first tire pressure data transmission strategy corresponding to the preset working mode, the first tire pressure data is sent to the signal control processor of the current vehicle, so that the first tire pressure data is processed by the signal control processor and then displayed on the vehicle's in-vehicle display device. Before controlling the tire pressure sensor of the current vehicle to enter the preset operating mode, the method further includes: Control the tire pressure sensor of the current vehicle to enter a preset factory mode, and obtain the second tire pressure data transmission strategy corresponding to the preset factory mode; The number of times tire pressure data is sent to the signal control processor of the current vehicle based on the second tire pressure data transmission strategy is obtained; and when the number of transmissions exceeds a preset number, the tire pressure sensor of the current vehicle is controlled to enter the preset working mode. The detection period and transmission period corresponding to the first tire pressure data transmission strategy are greater than the detection period and transmission period corresponding to the second tire pressure data transmission strategy.

5. The method according to claim 4, characterized in that, After controlling the tire pressure sensor of the current vehicle to enter the preset operating mode, the method further includes: Detect the current state of the vehicle and the duration of its current state; If the current state is a stationary state, and the duration of the stationary state is greater than a second preset duration, then the current vehicle is controlled to exit the preset working mode and the current vehicle is controlled to enter the preset stationary mode.

6. The method according to claim 4, characterized in that, Also includes: Determine whether the tire pressure sensor has completed the production line project and terminated the EOL mode; If the tire pressure sensor completes the EOL mode after the production line project is terminated, the tire pressure sensor is controlled to enter a preset sleep mode.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement a factory engineering application method for a tire pressure sensor as described in any one of claims 4-6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the factory engineering application method of the tire pressure sensor as described in any one of claims 4-6.

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