Fault diagnosis method, device, equipment and medium of tire pressure monitoring system

Abstract

The present disclosure relates to a fault diagnosis method, device, equipment and medium of a tire pressure monitoring system. The fault diagnosis method comprises: determining a signal quantity of a target signal, the target signal being a signal periodically transmitted by a target tire pressure monitoring system under preset signal sending conditions; taking a ratio of the signal quantity to a preset reference quantity as a real-time signal reception rate; and determining that the target tire pressure monitoring system has a fault based on the real-time signal reception rate and a preset fault diagnosis condition. According to the present disclosure, accurate detection of a fault of a tire pressure monitoring system can be achieved.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and particularly relates to a fault diagnosis method and device of a tire pressure monitoring system, equipment and a medium. BACKGROUND

[0002] With the development of vehicle technology, in order to improve the driving safety of vehicles, a tire pressure monitoring system (TPMS) is often installed on the vehicle. The TPMS can automatically monitor the tire pressure in real time during the driving of the vehicle, and can alarm the tire leakage and low pressure to ensure the driving safety.

[0003] In a specific monitoring process, if the TPMS cannot work normally due to quality failure, low sensor power, abnormal electromagnetic environment, abnormal setting parameters and the like, the tire abnormal phenomena such as tire leakage and low pressure cannot be found in time, which affects the driving safety. Therefore, the fault detection of the TPMS plays an important role in the driving safety of the vehicle.

[0004] However, at present, after the TPMS fault indicator light on the vehicle is observed by the human eye, the tire pressure abnormality fault is excluded by manual inspection, and then it is determined that the TPMS has a low device power failure. The manual detection method is more subjective and has low detection accuracy. SUMMARY

[0005] In order to solve the above technical problems, the present disclosure provides a fault diagnosis method, device, equipment and medium of a tire pressure monitoring system.

[0006] In a first aspect, the present disclosure provides a fault diagnosis method of a tire pressure monitoring system, characterized in that comprising:

[0007] determining a signal quantity of a target signal, the target signal being a signal periodically transmitted by a target tire pressure monitoring system under a preset signal sending condition;

[0008] taking the ratio of the signal quantity to a preset reference quantity as a real-time signal reception rate;

[0009] determining that the target tire pressure monitoring system has a fault based on the real-time signal reception rate and a preset fault diagnosis condition.

[0010] In a second aspect, the present disclosure provides a fault diagnosis device of a tire pressure monitoring system, characterized in that comprising:

[0011] a parameter acquisition module configured to determine a signal quantity of a target signal, the target signal being a signal periodically transmitted by a target tire pressure monitoring system under a preset signal sending condition;

[0012] The receiving rate calculation module is configured to calculate a real-time signal receiving rate as a ratio of the signal quantity to a preset reference quantity.

[0013] The fault diagnosis module is configured to determine that the target tire pressure monitoring system is faulty based on the real-time signal receiving rate and a preset fault diagnosis condition.

[0014] In a third aspect, the present disclosure provides a fault diagnosis device of a tire pressure monitoring system, comprising:

[0015] a processor;

[0016] a memory configured to store executable instructions;

[0017] The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the fault diagnosis method of the tire pressure monitoring system according to the first aspect.

[0018] In a fourth aspect, the present disclosure provides a computer-readable storage medium storing a computer program, when the computer program is executed by a processor, the processor implements the fault diagnosis method of the tire pressure monitoring system according to the first aspect.

[0019] The technical solutions provided by the embodiments of the present disclosure have the following advantages compared with the prior art:

[0020] The fault diagnosis method, device, equipment and medium of the tire pressure monitoring system according to the embodiments of the present disclosure can accurately reflect the state of the TPMS by obtaining the real-time signal receiving rate from the signal quantity of the target signal and the preset reference quantity, and then compared with the manual fault detection method, the fault condition of the TPMS can be objectively determined based on the calculated real-time signal receiving rate and the preset fault diagnosis condition, so as to realize accurate detection of the TPMS fault. BRIEF DESCRIPTION OF DRAWINGS

[0021] The above and other features, advantages, and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the original and elements are not necessarily drawn according to the scale.

[0022] Figure 1 A system architecture schematic diagram of a fault diagnosis system provided by an embodiment of the present disclosure is shown;

[0023] Figure 2 A structural schematic diagram of a TPMS provided by an embodiment of the present disclosure is shown;

[0024] Figure 3A flowchart of a fault diagnosis method provided by an embodiment of the present disclosure is shown;

[0025] Figure 4 A flowchart of another fault diagnosis method provided by an embodiment of the present disclosure is shown;

[0026] Figure 5 A flowchart of yet another fault diagnosis method provided by an embodiment of the present disclosure is shown;

[0027] Figure 6 A flowchart of still another fault diagnosis method provided by an embodiment of the present disclosure is shown;

[0028] Figure 7 A flowchart of still another fault diagnosis method provided by an embodiment of the present disclosure is shown;

[0029] Figure 8 A flowchart of still another fault diagnosis method provided by an embodiment of the present disclosure is shown;

[0030] Figure 9 A schematic diagram of an exemplary fault diagnosis logic provided by an embodiment of the present disclosure is shown;

[0031] Figure 10 A structural schematic diagram of a fault diagnosis apparatus provided by an embodiment of the present disclosure is shown;

[0032] Figure 11 A structural schematic diagram of a fault diagnosis device provided by an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0033] Embodiments of the present disclosure will be described in more detail by referring to the attached drawings. While certain embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be embodied in various forms and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided so as to more thoroughly and completely understand the present disclosure. It is understood that the drawings and embodiments of the present disclosure are for exemplary purposes only and are not intended to limit the scope of protection of the present disclosure.

[0034] It is understood that each step recited in the method embodiments of the present disclosure can be executed in different orders and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the execution of the steps shown. The scope of the present disclosure is not limited in this respect.

[0035] As used herein, the term "includes" and its variants are to be read to be analogous to "comprises," "comprising," "has," "having," "includes" or "including." The term "based on" is to be interpreted as "based, at least in part, on." The term "one embodiment" means "at least one embodiment." The term "another embodiment" means "at least one additional embodiment." The term "some embodiments" means "at least some embodiments." Related definitions are given below in the description of the embodiments.

[0036] It should be noted that the terms "first", "second", and the like in the present disclosure are used only to distinguish different devices, modules or units, and do not imply the order or the mutual dependency of the functions performed by these devices, modules or units.

[0037] It should be noted that the terms "one", "multiple" in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that "one" or "multiple" should be understood as "one or more" unless otherwise explicitly indicated in the context.

[0038] The names of the messages or information exchanged between the devices in the embodiments of the present disclosure are only for illustrative purposes, and are not intended to limit the scope of the messages or information.

[0039] With the development of vehicle technology, in order to improve the driving safety of the vehicle, a TPMS is often installed at the vehicle. Specifically, the TPMS can automatically monitor the tire pressure in real time during the driving of the vehicle, and alarm for tire deflation and low pressure, so as to ensure the driving safety. For example, the TPMS on a vehicle can include a signal sensor installed at the location of the vehicle and a signal receiver located on the operating platform of the vehicle. After the signal sensor collects the pressure data of the tire, it transmits the data to the signal receiver in the form of radio frequency signal for subsequent pressure detection and alarm.

[0040] At present, the TPMS fault indication light on the vehicle is observed by the human eye, and the tire pressure abnormality fault is eliminated by manual inspection to determine that the TPMS has failed. This manual detection method is more subjective, and therefore, there is a lack of an effective fault diagnosis method.

[0041] The applicant found through research that the failure of the TPMS system often manifests as an abnormal signal reception rate of the TPMS system. In addition, the applicant also found that the factors that cause the abnormal signal reception rate of the TPMS system mainly include at least one of the following influencing factors 1-4.

[0042] Influencing factor 1: electromagnetic compatibility (EMC) interference in the driving environment of the vehicle causes the TPMS system to be abnormal.

[0043] Specifically, the applicant discovered that excessive electromagnetic interference in the vehicle's operating area could lead to abnormal TPMS signal reception rates for vehicles operating in that area. Alternatively, when there are too many vehicles in a certain operating area, the co-frequency interference of the target signals of the TPMS of each vehicle could cause abnormal TPMS signals for vehicles in that operating area.

[0044] Factor 2: Product quality of a single TPMS unit.

[0045] Specifically, the applicant discovered that the quality of a single TPMS product could lead to abnormal signal reception. For example, when product quality is abnormal, it may cause the TPMS signal reception to remain consistently low.

[0046] Factor 3: Power consumption of a single TPMS device.

[0047] Specifically, the applicant discovered that there is a certain relationship between the signal reception rate of the TPMS and the battery level of the TPMS device; that is, the signal reception rate of the TPMS decreases as the battery level decreases.

[0048] Factor 4: TPMS settings.

[0049] Specifically, the applicant discovered that settings such as the transmit power and frequency of the signal sensor and the sensitivity of the receiver of the TPMS all affect the signal reception rate of the TPMS. For example, setting the parameters too high will result in an excessively high signal reception rate; and setting the parameters too low will result in an excessively low signal reception rate.

[0050] Based on the aforementioned technical problems and research findings, this disclosure provides a fault diagnosis method, apparatus, device, and medium that can determine whether a TPMS is faulty based on its real-time signal reception rate, thereby achieving accurate fault diagnosis of the TPMS. Furthermore, the fault diagnosis method can be optimized and improved based on the aforementioned fault factors.

[0051] Before introducing the solutions provided by the embodiments of this disclosure, the following sections will first provide a detailed explanation of the technical terms involved in this disclosure.

[0052] (1) EMC refers to the performance of a device, equipment or system that enables it to function properly in its own environment without causing strong electromagnetic interference to any other device in that environment.

[0053] (2) Electromagnetic interference area: The signal reception rate of the TPMS of a vehicle traveling in this area will be affected. In other words, the EMC environment of this area will cause electromagnetic interference to the TPMS of the vehicle.

[0054] Optionally, the electromagnetic interference area in this embodiment of the present disclosure can be a full-time electromagnetic interference area, that is, as long as the vehicle enters the area, its TPMS signal reception rate will be affected.

[0055] Alternatively, the electromagnetic interference area in this embodiment of the present disclosure may be a partial time-period electromagnetic interference area. That is, if a vehicle enters the interference area during a specific time period, its TPMS signal reception rate will be affected, while if it enters the interference area at other times, its TPMS signal reception rate will not be affected.

[0056] After introducing the above concepts, in order to facilitate an overall understanding of the fault diagnosis solution provided by the embodiments of this disclosure, the embodiments of this disclosure will first provide a detailed description of the fault diagnosis system in conjunction with the accompanying drawings before introducing the fault diagnosis method, apparatus, equipment and medium.

[0057] Figure 1 A schematic diagram of the system architecture of a fault diagnosis system provided in an embodiment of this disclosure is shown.

[0058] like Figure 1 As shown, the fault diagnosis system 10 provided in this embodiment may include multiple TPMS 11 and fault diagnosis device 12.

[0059] For example, multiple TPMS11 can transmit the signal quantity of their respective target signals to the fault diagnosis device 12. The fault diagnosis device 12 can calculate the real-time signal reception rate of each TPMS11 based on the ratio of the signal quantity of the target signals of each TPMS11 to a preset reference quantity. The device then uses the real-time signal reception rate of each TPMS11 and preset fault diagnosis conditions to determine whether a fault has occurred in any of the TPMS11.

[0060] Among them, TPMS11 is installed on the vehicle and has the function of monitoring the status data of the vehicle's tires.

[0061] Specifically, Figure 2 A schematic diagram of the structure of a TPMS provided in an embodiment of this disclosure is shown. Figure 2 As shown, TPMS11 may include a signal sensor 111 and a signal receiver 112.

[0062] The signal sensor 111 can collect status data such as tire pressure and temperature during vehicle operation, and send target information containing the collected status data to the signal receiver 112 within the target period.

[0063] Regarding the fault diagnosis device 12, in terms of device type, it can be a device with fault diagnosis function or logical judgment function. For example, it can be a cloud server, a physical server, or a control unit or processing unit of a cloud server, a physical server, or other similar device; there is no specific limitation in this regard.

[0064] Functionally, it can have TPMS fault diagnosis capabilities and TPMS signal reception rate calculation capabilities. Optionally, it can also have electromagnetic interference area calibration capabilities, statistical functions for the correspondence between TPMS device power and signal reception rate, etc.

[0065] From a diagnostic perspective, the fault diagnosis device 12 can perform fault diagnosis using multiple TPMS.

[0066] In one example, such as Figure 1 As shown, the fault diagnosis device 12 can perform fault diagnosis on TPMS 11 in different areas. For example, the fault diagnosis device 12 can perform fault diagnosis on multiple TPMS 11 in the first area D1 to the fourth area D4. Here, each TPMS in an area can refer to the TPMS installed on a vehicle traveling within that area.

[0067] In another example, the fault diagnosis device 12 can perform fault diagnosis on the TPMS 11 in the same area.

[0068] In yet another example, the fault diagnosis device 12 can perform fault diagnosis on multiple TPMS 11s from the same production batch. The same production batch can be the same production batch from different regions, or the same production batch from the same region; there is no specific limitation on this.

[0069] Optionally, the fault diagnosis device 12 can also perform fault diagnosis on multiple TPMS11s of other diagnostic dimensions. For example, it can perform fault diagnosis on TPMS11s of the same model, etc., without specific limitations.

[0070] After introducing the fault diagnosis system, the fault diagnosis method provided in the embodiments of this disclosure will be described next.

[0071] Figure 3 A flowchart illustrating a fault diagnosis method provided in an embodiment of this disclosure is shown.

[0072] In some embodiments of this disclosure, Figure 3 The fault diagnosis method shown can be applied to devices with fault diagnosis or logical judgment functions, such as cloud servers and physical servers, without any specific limitations.

[0073] like Figure 3As shown, the fault diagnosis method may include the following steps.

[0074] S310, determine the number of target signals. The target signals are the signals periodically transmitted by the target tire pressure monitoring system (hereinafter referred to as the target TPMS) under preset signal transmission conditions.

[0075] First, the target TPMS can be any TPMS that requires fault diagnosis. Optionally, it can be any TPMS that sends signal data to the fault diagnosis device; or, it can be a TPMS within the target area, for example, it can be a TPMS in an area with poor signal reception, or a TPMS in an area with average signal reception; or, it can be a TPMS in a certain area that has been preliminarily diagnosed as having average or poor signal reception, without specific limitations.

[0076] Secondly, the target signal can be a signal that transmits the state data of the target vehicle's tires. The transmitted state data can be data that characterizes the tire's state, such as pressure or temperature. Optionally, the signal sensor can transmit the target signal to the signal receiver wirelessly via radio frequency.

[0077] In addition, the target signal is the signal periodically transmitted by the target TPMS signal sensor under preset signal transmission conditions.

[0078] In one embodiment, the preset signal transmission conditions may be conditions that determine the target signal to be transmitted at a normal transmission frequency. Optionally, the preset signal transmission conditions include the wheel rotation speed reaching a preset rotation speed threshold and / or the vehicle speed reaching a preset speed threshold.

[0079] For example, the preset speed threshold can be a critical vehicle speed that enables the signal sensor to continuously transmit the target signal. Continuous transmission of the target signal can mean that the transmission frequency of the target signal reaches the normal transmission frequency. For instance, the preset speed threshold could be 25 km / h. It should be noted that the preset speed threshold can also be selected as other values ​​depending on the actual vehicle conditions. For example, different vehicles may have different preset speed thresholds. The preset engine speed threshold is similar to the preset speed threshold and will not be elaborated upon here.

[0080] It should be noted that for the signal sensor, when the vehicle speed it monitors does not reach the aforementioned preset speed threshold, the signal sensor will send the target signal at a frequency lower than the normal transmission frequency or will not send the target signal at all. When the vehicle speed of the wheels it monitors reaches the aforementioned preset speed threshold, the signal sensor will send the target signal at the normal transmission frequency. Accordingly, by setting this preset signal transmission condition, the calculated real-time signal reception rate can be avoided due to the use of abnormal signals when the vehicle speed does not reach the aforementioned preset speed threshold, thereby reducing the possibility of misjudging a normal TPMS as a faulty TPMS and improving the accuracy of TPMS fault diagnosis.

[0081] In one embodiment, the target signal can be a transparent signal and / or a high-frequency wireless signal transmitted by a signal receiver. Specifically, the transparent signal can be an unparsed signal transmitted by the signal receiver, and the high-frequency wireless signal can be a parsed signal transmitted by the signal receiver.

[0082] Secondly, the number of signals can be determined by the signal receiver based on the signal parameters of the target signal. For example, it can be determined based on the signal frequency of the target signal, the signal data received by the signal receiver within a preset time period, etc. For instance, it could be the number of frames of signal received by the signal receiver per minute.

[0083] Optionally, the rules for collecting the number of signals for each vehicle include: collecting once every first preset number of days, collecting a first preset number of time periods each time, and each time period having a first preset duration. Among these, the first preset number of days, the first preset number, and the first preset duration can be set according to actual conditions, such as 10 days, 10 periods, and 30 minutes (min) respectively, without specific limitations.

[0084] This data collection rule balances detection accuracy and timeliness while reducing the computational burden on computing devices.

[0085] S320 uses the ratio of the number of signals to the preset reference number as the real-time signal reception rate.

[0086] The preset reference data is used to characterize the signal data received by the signal receiver under ideal / normal conditions. Optionally, the preset reference data can be set according to specific scenarios and actual needs; for example, it can be an empirical value or a preset value, without specific limitations.

[0087] S330 determines that the target TPMS has malfunctioned based on real-time signal reception rate and preset fault diagnosis conditions.

[0088] First, the preset fault diagnosis conditions can be diagnostic conditions used to determine whether the target TPMS has malfunctioned based on the real-time signal reception rate of the target signal. Specifically, the determination of whether the target TPMS has malfunctioned can be based on the real-time signal reception rate and / or the target signal reception rate including the real-time signal reception rate, as well as the preset fault diagnosis conditions. Optionally, if the preset fault diagnosis conditions determine that the target TPMS has not malfunctioned, the target TPMS is determined to be normal or requires further fault diagnosis.

[0089] The following will provide a detailed explanation of the fault diagnosis conditions through several examples.

[0090] In some embodiments, the preset fault diagnosis conditions include diagnosis condition 1, namely, whether the real-time signal reception rate is within the target reception rate range. Specifically, if the real-time signal reception rate is within the target reception rate range, it is determined that the target TPMS has failed. Similarly, if the real-time signal reception rate is outside the target reception rate range, it is determined that the target TPMS has not failed or requires further judgment.

[0091] Optionally, the target reception rate range is the range of values ​​corresponding to the quality defect level of the tire pressure monitoring system. The quality defect level is used to evaluate the quality of the target TPMS based on its signal reception rate. When the signal reception rate of the target TPMS falls within the target reception rate range corresponding to the quality defect level, it indicates that the target TPMS is of poor quality, and consequently, it can be considered that the target TPMS is faulty.

[0092] Specifically, the target reception range can be calculated based on the reference signal reception rates of multiple first reference tire pressure monitoring systems (hereinafter referred to as first TPMS for simplicity), where the vehicles belonging to the first reference TPMS are traveling in the same area.

[0093] In some embodiments, the target receiver rate range corresponding to the poor quality level can be one of multiple target receiver rate ranges for different quality levels.

[0094] Accordingly, the specific implementation of the target reception range for multiple TPMS quality levels includes the following steps A1 and A2.

[0095] Step A1 involves calculating the reference signal reception rate Y corresponding to the real-time driving area based on the reference signal reception rates corresponding to multiple first reference TPMSs. The reference signal reception rate Y can be used as an evaluation standard for the signal reception rate of the TPMS within that real-time driving area. It should be noted that the calculation method for the reference signal reception rate of the first reference TPMS is similar to the calculation method for the real-time signal reception rate, and will not be repeated here.

[0096] Optionally, the reference signal reception rate Y corresponding to the real-time driving area can be calculated based on the data model corresponding to the real-time driving area.

[0097] Optionally, the first reference TPMS belongs to a vehicle that is a road test vehicle in the real-time driving area of ​​the target TPMS, i.e., a vehicle that detects the reference signal reception rate in the real-time driving area through driving tests.

[0098] Optionally, five vehicles with similar operating conditions and relatively fixed operating trajectories within the actual driving area can be selected as test vehicles for the real-time driving area. For example, to improve reliability, the test vehicles also need to meet at least one of the following conditions: the TPMS of the test vehicle is in normal working condition, the TPMS battery level of the test vehicle is greater than a preset battery level threshold, and the driving speed of the test vehicle is greater than a preset speed threshold. The preset battery level threshold can be set according to actual conditions and specific needs, such as an empirical value or determined based on the correspondence between battery level and signal reception rate; no specific limitation is made therein. The preset speed threshold is similar to the preset rotational speed threshold described in the embodiments of this disclosure and will not be repeated here.

[0099] Optionally, the test vehicle can collect data from the first reference TPMS according to preset data collection rules. For example, the preset data collection rules include: collecting data once every second preset number of days, collecting a second preset number of time periods each time, and each time period having a second preset duration. The second preset number of days, the second preset number of periods, and the second preset duration can be set according to actual conditions, such as 1 day, 10 periods, and 30 minutes (min) respectively, without specific limitations.

[0100] Due to differences between test vehicles, the signal data collected based on the same preset speed threshold may not necessarily reflect the number of signals transmitted at a stable speed. For example, some vehicles may only start transmitting signals at a normal frequency at 25 km / h, while others may do so at 27 km / h. For these vehicles, the number of signals at 27 km / h may not reflect their normal signal reception rate when the preset speed threshold is 25 km / h. This preset acquisition rule can overwhelm these abnormal data by increasing the number of reference signals received by the first reference TPMS, thereby improving the acquisition accuracy.

[0101] In one example, for the first reference TPMS, multiple first reference TPMS can also be used to determine whether the actual driving area is an electromagnetic interference area, and the interference time period of the electromagnetic interference area, etc.

[0102] Alternatively, multiple first reference TPMSs can also be used to statistically analyze the correlation between the TPMS device battery level and signal reception rate. For example, the correlation between the TPMS device battery level / battery voltage and signal reception rate.

[0103] Alternatively, the target reception rate range for different quality levels in the actual driving area can be redefined at preset intervals to achieve timely adjustments to the quality level. For example, the preset interval can be set according to actual conditions and specific needs, such as one month or ten days; there is no limitation on this.

[0104] Alternatively, it could enable continuous collection and dynamic statistics of the signal reception rate of the first reference TPMS within the actual driving area, or it could determine the signal stability of the actual driving area. For example, it could continuously track whether the signal reception rate of a single vehicle within the actual driving area is stable, such as by performing statistics every 10 days.

[0105] Step A2: Based on the reference signal reception rate Y, divide the target reception rate range corresponding to different TPMS quality levels.

[0106] For example, the target reception range of [90%Y, 100%Y] corresponds to an excellent quality level, the target reception range of [60%Y, 90%Y) corresponds to a fair quality level, and the target reception range of [0%Y, 60%Y) corresponds to a poor quality level. It should be noted that more target reception ranges can be divided based on the reference signal reception rate Y, with one or more ranges corresponding to a poor quality level. For example, starting from 100% Y, a target reception range can be divided every 10%Y, such as [90%Y, 100%Y], [80%Y, 90%Y), ..., [0%Y, 10%Y), resulting in a total of 10 target reception ranges.

[0107] It should be noted that the number of TPMS quality levels in this embodiment can be set according to the actual scenario and specific needs, and is not limited to 3. No specific limitation is made in this regard.

[0108] After introducing diagnostic condition 1, we will now explain diagnostic condition 2 in detail.

[0109] In other embodiments, the preset fault diagnosis conditions include diagnosis condition 2, which is whether the comparison results of multiple target signal reception rates, including the real-time signal reception rate, with the reference signal reception rate meet the preset fault conditions. Specifically, if the comparison results of multiple target signal reception rates with the reference signal reception rate meet the preset fault conditions, then it is determined that the target TPMS has failed.

[0110] The target signal reception rates include both the real-time signal reception rate and the historical signal reception rate of the target TPMS. For example, if 10 signal reception rates of the target TPMS are acquired within a preset time period, the first 9 are historical signal reception rates, and the 10th is the real-time signal reception rate.

[0111] The reference signal reception rate is used as a quality evaluation standard for the type of TPMS to which the target TPMS belongs. Optionally, the reference signal reception rate is calculated based on the signal reception rates of multiple second reference tire pressure monitoring systems (hereinafter referred to as second TPMS for simplicity), where the second reference TPMS is of the same type as the target TPMS. For example, the reference signal reception rate can be the average of multiple second reference TPMS and the target TPMS. For example, TPMS from the same production batch or of the same model can be identified as the same type of TPMS. For instance, if a production batch includes 5 TPMS, the reference signal reception rate can be the average of the 5 TPMS.

[0112] It should be noted that the same type of TPMS in this disclosure embodiment may refer to the same type of TPMS within the same region. Alternatively, it may not be limited to the same type within the same region.

[0113] Optionally, the preset fault condition may include multiple target signal reception rates P2 all being less than the reference signal reception rate P1. That is, if there are 10 target signal reception rates P2, and if all 10 target signal reception rates P2 are less than the reference signal reception rate P1, then the preset fault condition is met.

[0114] Alternatively, the preset fault condition may include multiple target signal reception rates P2 that are partially less than the reference signal reception rate P1. That is, if there are 10 target signal reception rates P2, no more than 9 of them are less than the reference signal reception rate P1, and at least 1 of them is greater than the reference signal reception rate P1, then the preset fault condition is met.

[0115] It should be noted that other fault diagnosis conditions can be set according to actual needs, and there are no specific limitations on this.

[0116] After a detailed introduction to the fault diagnosis conditions, the next step is to elaborate on the diagnostic objects of the fault diagnosis method.

[0117] In one embodiment, if the target TPMS is a single TPMS device, it can be determined whether the single TPMS device is faulty by using preset fault diagnosis conditions.

[0118] In another embodiment, if the target TPMS consists of multiple TPMS devices of the same type, it can be determined whether the TPMS devices of the same type are faulty by using preset fault diagnosis conditions. Optionally, multiple TPMS devices from the same production batch or the same model can be identified as TPMS of the same type. This disclosure does not specifically limit the method and dimensions for classifying whether TPMS are of the same model.

[0119] In another embodiment, if the target TPMS consists of multiple TPMS devices in the same area, it can be determined whether the TPMS in the same area is faulty by using preset fault diagnosis conditions. Optionally, if it is determined that the TPMS in the area is faulty, the TPMS area can be marked as an electromagnetic interference area.

[0120] It should be noted that the target TPMS can also be multiple TPMS devices in other dimensions, without specific limitations.

[0121] In this embodiment of the disclosure, since the target signal transmitted in the same TPMS cycle is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals collected with the preset reference number can accurately reflect the TPMS state. Therefore, compared with the manual fault detection method, it is possible to objectively determine whether the TPMS is faulty based on the calculated real-time signal reception rate and the preset fault diagnosis conditions, thereby achieving accurate detection of TPMS faults.

[0122] Figure 4 A flowchart illustrating another fault diagnosis method provided by an embodiment of this disclosure is shown. This embodiment is an optimization based on the above embodiments, and can be combined with various optional solutions from one or more of the above embodiments.

[0123] In some embodiments of this disclosure, Figure 4 The fault diagnosis method shown can be applied to devices with fault diagnosis or logical judgment functions, such as cloud servers and physical servers, without any specific limitations.

[0124] like Figure 4 As shown, the fault diagnosis method may include the following steps.

[0125] S410, determine the number of target signals. The target signals are the signals periodically transmitted by the target tire pressure monitoring system under preset signal transmission conditions.

[0126] S410 is similar to S310, so we will not go into details about it.

[0127] S420 uses the ratio of the number of signals to the preset reference number as the real-time signal reception rate.

[0128] S420 is similar to S310, so we will not go into details about it.

[0129] S430, acquire multiple historical signal reception rates and a reference signal reception rate. The reference signal reception rate P1 is calculated based on the signal reception rates of multiple second reference TPMSs, which are of the same type as the target TPMS.

[0130] The historical signal reception rate and the reference signal reception rate can be found in the above description of the reference signal reception rate P1 in the embodiments of this application, and will not be repeated here.

[0131] S440, if the comparison result between the reception rate of multiple target signals P2 and the reference signal reception rate P1 meets the preset fault conditions, it is determined that the target TPMS has failed.

[0132] The specific details of S440 can be found in the above description of diagnostic condition 2 in the embodiments of this disclosure, and will not be repeated here.

[0133] In this embodiment of the disclosure, since the target signal transmitted in the same TPMS cycle is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals collected with the preset reference number can accurately reflect the TPMS state. Therefore, compared with the manual fault detection method, the TPMS fault can be objectively determined based on the calculated real-time signal reception rate and the preset fault diagnosis conditions, thereby achieving accurate detection of TPMS faults.

[0134] In some embodiments, after S440, the fault diagnosis method further includes:

[0135] Step C1: Determine the fault type based on the comparison results of the reception rates of multiple target signals and the reference signal reception rate.

[0136] Optionally, the fault type may include abnormal quality of the target TPMS or the target TPMS's real-time driving area being an electromagnetic interference area.

[0137] In one example, after determining that the real-time driving area is an electromagnetic interference area, it can be marked as such.

[0138] Step C2: Execute the adjustment strategy corresponding to the fault type.

[0139] In one example, if the comparison results show that the reception rates of multiple target signals are all lower than the baseline signal reception rate, i.e., the target signal reception rate remains low, the fault type includes target TPMS quality abnormality, and the adjustment strategy includes repairing or replacing the target TPMS. Optionally, the repair method may include determining whether the target TPMS has insufficient battery power, and replacing or charging the battery if the battery power is insufficient.

[0140] In another example, when the comparison results show that the reception rates of multiple target signals are less than the baseline signal reception rate, i.e., the TPMS signal reception rate fluctuates, the fault type includes the target vehicle's actual driving area being an electromagnetic interference area, and the adjustment strategy includes adjusting the TPMS settings parameters in the electromagnetic interference area.

[0141] Optionally, if the comparison results show that the reception rates of multiple target signals are less than the reference signal reception rate, further analysis of the target TPMS can be performed to determine whether it belongs to a target TPMS quality abnormality or an electromagnetic interference area in the real-time driving area. Optionally, the fault type of the target TPMS can be determined based on the data from multiple TPMS in the real-time driving area. For example, if the proportion of TPMS with poor quality among the multiple TPMS in the real-time driving area is greater than a preset proportion threshold, such as 90%, then the fault type is considered to be an electromagnetic interference area in the actual driving area. Correspondingly, if the proportion of TPMS with poor quality among the multiple TPMS is less than a preset proportion threshold, such as 10%, then the fault type is considered to be a target TPMS quality abnormality.

[0142] In some embodiments, after S430, the fault diagnosis method may further include:

[0143] Step D1: Determine whether the TPMS is a TPMS of the same type as the target TPMS based on multiple target signal reception rates P2 or the reference signal reception rate.

[0144] Optionally, it can be determined whether the target TPMS is of the same type as the target TPMS based on the difference between the reference signal reception rate and the reference signal reception rate of other types of TPMS, or based on the reference signal reception rate and the reference signal reception rate of the real-time driving area.

[0145] Alternatively, it can be determined whether the faults are of the same type by whether the percentage of poor quality in the target signal reception rate reaches a certain percentage threshold.

[0146] In some embodiments, the TPMS adjustment strategy corresponding to the quality anomaly of the target TPMS in the same production batch includes adjusting the setting parameters of the TPMS in the next production batch. Optionally, the adjustment strategy may also include adjusting the setting parameters of the TPMS in the current production batch or replacing the TPMS in the current production batch entirely.

[0147] Optionally, the setting parameters can be settings that affect the TPMS signal reception rate, such as the signal sensor's transmit power, transmit frequency, and receiver sensitivity.

[0148] Figure 5 This illustration shows a flowchart of another fault diagnosis method provided by an embodiment of the present disclosure. The embodiments of the present disclosure are optimizations based on the above embodiments, and can be combined with various optional solutions from one or more of the above embodiments.

[0149] In some embodiments of this disclosure, Figure 5 The fault diagnosis method shown can be applied to devices with fault diagnosis or logical judgment functions, such as cloud servers and physical servers, without any specific limitations.

[0150] like Figure 5 As shown, the fault diagnosis method may include the following steps.

[0151] S510, determine the number of target signals. The target signals are those periodically transmitted by the target TPMS under preset signal transmission conditions.

[0152] S510 is similar to S310, so we will not go into details about it.

[0153] S520 uses the ratio of the number of signals to the preset reference number as the real-time signal reception rate.

[0154] The S520 is similar to the S320, so we will not go into details about it.

[0155] S530, obtain the reference signal reception rate of the actual driving area of ​​the target vehicle. The reference signal reception rate is calculated based on the reference signal reception rates corresponding to multiple first reference TPMSs, where the vehicle associated with the first reference TPMS is driving in the same area as the target vehicle.

[0156] Specifically, the details of the reference signal reception rate can be found in the relevant description of step A1 above in the embodiments of this disclosure, and will not be repeated here.

[0157] S540, based on the reference signal reception rate, determines that the target quality level corresponding to the actual driving area is of poor quality.

[0158] The poor quality level is determined based on the signal reception rate of multiple road test vehicles that meet preset conditions.

[0159] First, based on the signal reception rates of multiple test vehicles that meet preset conditions, multiple regional quality levels, including those for poor quality, can be determined. Then, it can be determined whether the quality level of the actual driving area falls into the poor quality category.

[0160] In one example, a specific implementation of determining multiple regional quality levels includes the following steps E1 and E2.

[0161] Step E1 involves calculating a signal reception baseline value X0 based on the signal reception rates of multiple test vehicles meeting preset conditions. This baseline value X0 can serve as an evaluation standard for the signal reception rate of TPMS in multiple areas, or as an indicator of whether an area has poor signal reception. It should be noted that the calculation method for the baseline value X0 is similar to that for the reference signal reception rate Y, and will not be repeated here. Optionally, the baseline value X0 can be calculated based on a data model.

[0162] Optionally, the aforementioned road test vehicle can be a vehicle used to test signal reception rate through driving tests. It should be noted that by using the signal reception rate of the road test vehicle to determine the area quality level, TPMS quality level, signal reception rate baseline value X0, and reference signal reception rate Y, the impact of the complexity of the operating conditions of actual driving vehicles on the calculation accuracy can be avoided, thereby improving the accuracy of fault diagnosis.

[0163] Optionally, to improve reliability, the test vehicle also needs to meet at least one of the following preset conditions: the test vehicle is driving in a non-electromagnetic interference area, the test vehicle's TPMS is in normal working condition, the test vehicle's TPMS battery level is greater than a preset battery level threshold, and the test vehicle's speed is greater than a preset speed threshold.

[0164] The preset battery threshold can be set according to actual conditions and specific needs, such as empirical values ​​or determined based on the correspondence between battery level and signal reception rate, and is not specifically limited thereto. The preset speed threshold is similar to the preset rotation speed threshold described in the embodiments of this disclosure, and will not be repeated here.

[0165] Optionally, the test vehicle can collect data from the first reference TPMS according to preset data collection rules. For example, the preset data collection rules include: collecting data once every three preset days, collecting a third preset number of time periods each time, and each time period having a third preset duration. The third preset days, the third preset number of periods, and the third preset duration can be set according to actual conditions, such as 1 day, 10 periods, and 30 minutes (min) respectively, without specific limitations.

[0166] Due to differences between test vehicles, the signal data collected based on the same preset speed threshold may not reflect the number of signals transmitted stably. For example, some vehicles may only start transmitting signals at a normal frequency at 25 km / h, while others may start at 27 km / h. For these vehicles, the number of signals at 27 km / h may not reflect their normal signal reception rate when the preset speed threshold is 25 km / h. By using this preset acquisition rule, the number of signals acquired can be increased, thereby burying these abnormal data and improving the acquisition accuracy.

[0167] Step E2: Determine the quality levels of multiple regions based on the signal reception rate reference value X0.

[0168] Optionally, a poor quality level and a good quality level can be determined based on the signal reception rate benchmark value X0. The signal reception rate corresponding to the good quality level is higher than that corresponding to the poor quality level. That is, the minimum value of the signal reception rate range corresponding to the good quality level is greater than or equal to the maximum value of the signal reception rate range corresponding to the poor quality level.

[0169] For example, two regional quality levels, [90%X0, 100%X0] and [0%, 90%X0), can be determined based on the signal reception rate reference value X0. The [90%X0, 100%X0] regional quality level corresponds to an excellent quality level; if a driving area corresponds to an excellent quality level, it indicates that the TPMS communication quality within that driving area is excellent. The [0%, 90%X0) regional quality level corresponds to a poor quality level; if a driving area corresponds to a poor quality level, it indicates that the TPMS communication quality within that driving area is average or poor.

[0170] For example, three regional quality levels can be determined: [90%X0, 100%X0], [60%, 90%X0) and [0%, 60%X0). The [90%X0, 100%X0] regional quality level corresponds to an excellent quality level, while the [60%, 90%X0) or [0%, 60%X0) regional quality levels correspond to a poor quality level. The poor quality level indicates that the TPMS communication quality within that region is average or poor.

[0171] Alternatively, the poor quality level, good quality level, and fault quality level can be determined based on the signal reception rate reference value X0. The poor quality level corresponds to a general communication quality of the TPMS within the driving area, the good quality level corresponds to a good communication quality of the TPMS within the driving area, and the fault quality level corresponds to a severely poor communication quality of the TPMS within the driving area.

[0172] Specifically, the signal reception rate corresponding to the excellent quality level is higher than that corresponding to the poor quality level, and the signal reception rate corresponding to the poor quality level is higher than that corresponding to the faulty quality level. In other words, the minimum value of the signal reception rate range corresponding to the excellent quality level is greater than or equal to the maximum value of the signal reception rate range corresponding to the poor quality level. The minimum value of the signal reception rate range corresponding to the poor quality level is greater than or equal to the maximum value of the signal reception rate range corresponding to the faulty quality level.

[0173] For example, if we determine three quality levels for the regions [90%X0, 100%X0], [60%, 90%X0), and [0%, 60%X0), then the quality level of [90%X0, 100%X0] corresponds to an excellent quality level, the quality level of [60%, 90%X0) corresponds to a poor quality level, and the quality level of [0%, 60%X0) corresponds to a defective quality level.

[0174] It should be noted that more regional quality levels can be divided based on the signal reception baseline value X0, and there is no limitation on this.

[0175] S550 determines that the target TPMS has malfunctioned when the target quality level is poor, based on the real-time signal reception rate and preset fault diagnosis conditions.

[0176] Optionally, the target quality level may include the poor quality level shown in step E2 above, which can then determine whether the real-time signal reception rate of the TPMS signal meets the preset fault diagnosis conditions.

[0177] For other details in S550, please refer to the relevant content in S330, which will not be repeated here.

[0178] In this embodiment of the disclosure, since the target signal transmitted in the same TPMS cycle is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals collected with the preset reference number can accurately reflect the TPMS state. Therefore, compared with the manual fault detection method, the TPMS fault can be objectively determined based on the calculated real-time signal reception rate and the preset fault diagnosis conditions, thereby achieving accurate detection of TPMS faults.

[0179] Furthermore, in this embodiment of the disclosure, after performing quality diagnosis on the TPMS of each region through the regional quality level, further fault diagnosis can be performed on the TPMS signals in regions with average signal reception or poor signal reception, thereby improving the diagnostic accuracy.

[0180] Furthermore, in this embodiment, the signal reception quality of each region can be statistically analyzed using regional quality levels, achieving an accurate profile of the signal reception rate in each region and providing a reference for subsequent adjustments to the TPMS settings of the vehicle model. It should be noted that each region can be a geographical area, such as a province / city / county / district, etc., and is not limited thereto.

[0181] Figure 6 A flowchart illustrating another fault diagnosis method provided by an embodiment of this disclosure is shown. This embodiment is an optimization based on the above embodiments, and can be combined with various optional solutions from one or more of the above embodiments.

[0182] In some embodiments of this disclosure, Figure 6 The fault diagnosis method shown can be applied to devices with fault diagnosis or logical judgment functions, such as cloud servers and physical servers, without any specific limitations.

[0183] like Figure 6 As shown, the fault diagnosis method may include the following steps.

[0184] S610, determine the number of target signals. The target signals are the signals periodically transmitted by the target tire pressure monitoring system under preset signal transmission conditions.

[0185] S610 is similar to S310, so we will not go into details about it.

[0186] S620 uses the ratio of the number of signals to the preset reference number as the real-time signal reception rate.

[0187] The S620 is similar to the S320, so we will not go into details about it.

[0188] S630, obtain the reference signal reception rate of the actual driving area of ​​the target vehicle, wherein the reference signal reception rate is calculated based on the reference signal reception rate corresponding to multiple first reference TPMS, and the vehicle to which the first reference TPMS belongs is driving in the same area as the target vehicle.

[0189] The S630 is similar to the S530, so we will not go into details about it.

[0190] S640 determines the target quality level corresponding to the actual driving area from multiple area quality levels based on the reference signal reception rate. The multiple area quality levels are determined based on the signal reception rates of multiple road test vehicles that meet preset conditions.

[0191] The S640 is similar to the S540, so we will not go into details about it.

[0192] S650, when the target quality level corresponds to the excellent quality level, lowers the TPMS setting parameters within the actual driving area. Specifically, the signal reception rate corresponding to the excellent quality level is higher than the signal reception rate corresponding to the poor quality level.

[0193] The specific details of the "excellent quality" grade can be found in the detailed explanation of step E2 above, and will not be repeated here. In this embodiment, since the target signal transmitted in the same TPMS cycle is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals collected with a preset reference number can accurately reflect the TPMS state. Therefore, compared with manual fault detection methods, the TPMS fault can be objectively determined based on the calculated real-time signal reception rate and preset fault diagnosis conditions, thereby achieving accurate detection of TPMS faults.

[0194] Furthermore, in this embodiment, when the signal reception rate of the entire area is better than the reference level, the setting parameters of the TPMS in that area can be uniformly lowered, avoiding waste of TPMS resources and performance. This adjustment can be made for both manufactured batches and unmanufactured batches in that area; no specific limitation is made.

[0195] In some embodiments, after S640, the fault diagnosis method further includes step F1.

[0196] Step F1: If the target quality level corresponds to the excellent quality level, mark the real-time driving area as an electromagnetic interference area.

[0197] Specifically, regarding signal reception quality, the signal reception rate corresponding to the excellent quality level is higher than that of the poor quality level, and the signal reception rate corresponding to the poor quality level is higher than that of the better-than-fault quality level.

[0198] Optionally, the baseline level is defined as an area with a generally stable signal reception rate, such as an area with average signal reception. The baseline level is defined as an area with a good signal reception rate, such as an area with excellent signal reception. The baseline level is defined as an area with a poor signal reception rate, such as an area with extremely poor signal reception.

[0199] Figure 7 A flowchart illustrating another fault diagnosis method provided by an embodiment of this disclosure is shown. This embodiment is an optimization based on the above embodiments, and can be combined with various optional solutions from one or more of the above embodiments.

[0200] In some embodiments of this disclosure, Figure 7The fault diagnosis method shown can be applied to devices with fault diagnosis or logical judgment functions, such as cloud servers and physical servers, without any specific limitations.

[0201] like Figure 7 As shown, the fault diagnosis method may include the following steps.

[0202] S710, determine the number of target signals. The target signals are the signals periodically transmitted by the target tire pressure monitoring system under preset signal transmission conditions.

[0203] S710 is similar to S310, so we will not go into details about it.

[0204] The S720 uses the ratio of the number of signals to the preset reference number as the real-time signal reception rate.

[0205] The S720 is similar to the S320, so we will not go into details about it.

[0206] The S730 determines that the target TPMS has malfunctioned based on the real-time signal reception rate and preset fault diagnosis conditions.

[0207] The S730 is similar to the S330, so we will not go into details about it.

[0208] S740 marks the actual driving area as an electromagnetic interference area if the target vehicle's actual driving area meets the preset judgment conditions for an electromagnetic interference area.

[0209] Optionally, the preset judgment conditions may include at least one of the following conditions.

[0210] First, the regional quality level of the real-time driving area is the quality fault level. For details, please refer to the relevant explanations in conjunction with step F1 above.

[0211] Second, the proportion of TPMS corresponding to the poor quality level within the real-time driving area is greater than the preset proportion threshold. For details, please refer to the relevant explanations related to S330 mentioned above.

[0212] Third, after determining that the reception rate P2 of multiple target signals is less than the reference signal reception rate P1, fault diagnosis analysis is performed on the target signal reception rate P2 to determine that the actual driving area of ​​the target vehicle is an electromagnetic interference area.

[0213] In this embodiment of the disclosure, since the target signal transmitted in the same TPMS cycle is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals received by the acquisition signal receiver with the preset reference number can accurately reflect the TPMS state. Therefore, compared with the manual fault detection method, the TPMS fault can be objectively determined based on the calculated real-time signal reception rate and the preset fault diagnosis conditions, thereby achieving accurate detection of TPMS faults.

[0214] In addition, in this embodiment of the disclosure, the EMC environment of each region can be profiled, which facilitates the subsequent status statistics and management of the EMC environment of each region.

[0215] Optionally, if the number of electromagnetic interference areas in multiple regions is higher than a preset threshold, or the proportion is greater than a preset proportion threshold, i.e., there are many electromagnetic interference areas, the TPMS setting parameters for subsequent production batches can be increased.

[0216] Figure 8 A flowchart illustrating another fault diagnosis method provided by an embodiment of this disclosure is shown. This embodiment is an optimization based on the above embodiments, and can be combined with various optional solutions from one or more of the above embodiments.

[0217] In some embodiments of this disclosure, Figure 8 The fault diagnosis method shown can be applied to devices with fault diagnosis or logical judgment functions, such as cloud servers and physical servers, without any specific limitations.

[0218] like Figure 8 As shown, the fault diagnosis method may include the following steps.

[0219] S810, determine the number of target signals. The target signals are the signals periodically transmitted by the target tire pressure monitoring system under preset signal transmission conditions.

[0220] S810 is similar to S310, so we will not go into details about it.

[0221] S820 uses the ratio of the number of signals to the preset reference number as the real-time signal reception rate.

[0222] The S820 is similar to the S320, so we will not go into details about it.

[0223] The S830 determines that the target TPMS has malfunctioned based on the real-time signal reception rate and preset fault diagnosis conditions.

[0224] The S830 is similar to the S330, so we will not go into details about it.

[0225] S840, obtain the target parameter values ​​of the target TPMS.

[0226] Optionally, the target parameter value can be a parameter that affects the signal reception rate, or a parameter that relevant personnel need to study the relationship between it and the signal reception rate.

[0227] For example, the target parameter value can be a state parameter of the target TPMS, such as the battery capacity or battery voltage of the TPMS, or a parameter characterizing the lifespan state of the target TPMS, without limitation.

[0228] As another example, the target parameter value can be a setting parameter of the target TPMS.

[0229] The S850 stores the target parameter values ​​and real-time signal reception rate to determine the correspondence between the signal reception rate of the target TPMS and the target parameter values.

[0230] Optionally, multiple sets of corresponding parameters throughout the lifecycle of the target TPMS can be used to determine the correspondence between its signal reception rate and the target parameter value throughout the lifecycle.

[0231] In this embodiment of the disclosure, since the target signal transmitted in the same TPMS cycle is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals received by the acquisition signal receiver with the preset reference number can accurately reflect the TPMS state, thereby determining whether the real-time signal reception rate meets the preset fault diagnosis conditions, and thus enabling fault detection of the TPMS.

[0232] It should be noted that, based on the correspondence between the signal reception rate of the target TPMS and the target parameter values, key parameters such as the health status or signal reception quality of the target TPMS can be determined. Furthermore, the statistically obtained correspondence can be used to adjust the research and design parameters of future vehicle models.

[0233] To facilitate understanding of the fault diagnosis method provided in the embodiments of this disclosure, the fault diagnosis logic provided in the embodiments of this disclosure will be described in detail below with reference to the accompanying drawings.

[0234] Figure 9 A schematic diagram of an exemplary fault diagnosis logic provided by an embodiment of this disclosure is shown.

[0235] like Figure 9As shown, a signal reception rate baseline value X0 can be calculated based on the signal reception rates of multiple road test vehicles that meet preset conditions. Then, based on the signal reception rate baseline value X0, the area can be divided into three levels: poor quality level, where the signal reception rate of TPMS in this area is mainly concentrated in the range of [60%X0, 90%X0); good quality level, where the signal reception rate of TPMS in this area is mainly concentrated in the range of [90%X0, 100%X0]; and quality failure level, where the signal reception rate of TPMS in this area is mainly concentrated in the range of [0%X0, 60%X0).

[0236] For a quality rating of excellent, the TPMS settings in that area can be lowered.

[0237] For quality fault levels, this area can be marked as an electromagnetic interference area.

[0238] For poor quality levels, based on the reference signal reception rate Y2 of the area, the first TPMS in the area can be classified as a TPMS with excellent reception, where the signal reception rate falls within the range of [90%Y2, 100%Y2]. The second TPMS in the area can be classified as a TPMS with average reception, where the signal reception rate falls within the range of [60%Y2, 90%Y2]. The third TPMS in the area can be classified as a TPMS with poor reception, where the signal reception rate falls within the range of [0%Y2, 60%Y2].

[0239] For the second and third TPMS, it can be further determined whether they belong to the individual TPMS quality abnormality or the region is an electromagnetic interference region based on their respective multiple target signal reception rates P2 and reference signal reception rate P1.

[0240] Figure 10 A schematic diagram of the structure of a fault diagnosis device provided in an embodiment of this disclosure is shown.

[0241] In some embodiments of this disclosure, Figure 10 The fault diagnosis device shown can be implemented as a device or module within a device that has fault diagnosis or logical judgment functions, such as a cloud server or a physical server; no specific limitations are imposed.

[0242] like Figure 10 As shown, the fault diagnosis device 1000 may include a parameter acquisition module 1010, a receiver rate calculation module 1020, and a fault diagnosis module 1030.

[0243] The parameter acquisition module 1010 can be used to determine the number of target signals, where the target signal is the signal that is periodically transmitted by the target TPMS under preset signal transmission conditions.

[0244] The receiver rate calculation module 1020 can be used to use the ratio of the number of signals to the preset reference number as the real-time signal receiver rate.

[0245] The fault diagnosis module 1030 can be used to determine that a target TPMS has malfunctioned based on the real-time signal reception rate and preset fault diagnosis conditions.

[0246] In this embodiment of the disclosure, since the target signal of the same TPMS is affected by the TPMS state, the real-time signal reception rate obtained by comparing the number of target signals collected with the preset reference number can accurately reflect the TPMS state. Therefore, compared with the manual fault detection method, the fault of the TPMS can be objectively determined based on the calculated real-time signal reception rate and the preset fault diagnosis conditions, thereby achieving accurate detection of TPMS faults.

[0247] In some embodiments of this disclosure, the preset fault diagnosis conditions include whether the real-time signal reception rate is within the target reception rate range.

[0248] The target reception range is calculated based on the reception rates of reference signals corresponding to multiple first reference TPMSs, and the vehicles belonging to the first reference TPMSs are traveling in the same area.

[0249] In some embodiments of this disclosure, the preset fault diagnosis conditions include whether the comparison results of multiple target signal reception rates with reference signal reception values ​​meet the preset fault conditions, wherein the multiple target signal reception rates include the real-time signal reception rate of the target tire pressure monitoring system and the historical signal reception rate of the target TPMS;

[0250] The fault diagnosis module 1030 includes a data acquisition unit and a fault diagnosis unit.

[0251] The data acquisition unit can be used to acquire multiple historical signal reception rates and reference signal reception rates. The reference signal reception rate is calculated based on the signal reception rates of multiple second reference TPMSs, which are of the same type as the target TPMS.

[0252] The fault diagnosis unit can be used to determine that the target TPMS has failed when the comparison results of multiple target signal reception rates, including the real-time signal reception rate, with the reference signal reception rate meet the preset fault conditions.

[0253] In some embodiments of this disclosure, the fault diagnosis device 1000 further includes a fault type determination module and a strategy execution model.

[0254] The fault type determination module can be used to determine the fault type of TPMS based on the comparison results of the reception rates of multiple target signals and the reception rate of a reference signal;

[0255] The strategy execution model can be used to execute adjustment strategies corresponding to the fault type.

[0256] Optionally, if the comparison results show that the reception rates of multiple target signals are all less than the reception rate of the reference signal, the fault type includes abnormal quality of the target TPMS, and the adjustment strategy includes repairing or replacing the target TPMS.

[0257] Optionally, if the comparison results show that the reception rates of multiple target signals are less than the reference signal reception rate, the fault type includes the electromagnetic interference area of ​​the actual driving area of ​​the target vehicle, and the adjustment strategy includes adjusting the setting parameters of the TPMS in the electromagnetic interference area.

[0258] In some embodiments of this disclosure, the fault diagnosis device 1000 further includes a data acquisition module and a quality level determination module.

[0259] The data acquisition module can be used to obtain the reference signal reception rate of the actual driving area of ​​the target vehicle. The reference signal reception rate is calculated based on the reference signal reception rates of multiple first reference TPMSs in the actual driving area.

[0260] The quality level determination module can be used to determine whether the quality level of the actual driving area belongs to the poor quality level based on the reference signal reception rate. The poor quality level is determined based on the signal reception rate of multiple road test vehicles that meet the preset conditions.

[0261] Accordingly, the fault diagnosis module 1030 is specifically used to determine that the target tire pressure monitoring system has malfunctioned when the target quality level is in the poor quality level, based on the real-time signal reception rate and preset fault diagnosis conditions.

[0262] In some embodiments of this disclosure, the fault diagnosis device 1000 further includes a quality adjustment module.

[0263] The quality adjustment module can be used to lower the TPMS settings within the actual driving area when the target quality level belongs to the second zone quality level.

[0264] The signal reception rate corresponding to the second quality level is higher than that corresponding to the first quality level.

[0265] Optionally, the preset conditions include at least one of the following:

[0266] The test vehicle was driven in a non-electromagnetic interference area.

[0267] The TPMS of the test vehicle is in normal working order;

[0268] The TPMS battery level of the test vehicle is greater than the preset battery threshold.

[0269] The test vehicle was traveling at a speed greater than the preset speed threshold.

[0270] In some embodiments of this disclosure, the fault diagnosis device 1000 further includes an interference area marking module.

[0271] The interference area marking module can be used to mark the actual driving area of ​​the target vehicle as an electromagnetic interference area when the actual driving area meets the preset judgment conditions of the electromagnetic interference area.

[0272] In some embodiments of this disclosure, the fault diagnosis device 1000 further includes a power value acquisition module and a corresponding relationship analysis module.

[0273] The power value acquisition module can be used to obtain the target parameter values ​​of the target TPMS;

[0274] The correspondence analysis module can be used to correspond the stored target parameter values ​​and real-time signal reception rate to determine the correspondence between the signal reception rate of the target TPMS and the target parameter values.

[0275] It should be noted that, Figure 10 The fault diagnosis device 1000 shown can perform... Figures 3 to 9 The various steps in the method embodiment shown are implemented. Figures 3 to 9 The processes and effects in the method embodiments shown are not described in detail here.

[0276] Figure 11 A schematic diagram of the structure of a fault diagnosis device provided in an embodiment of this disclosure is shown.

[0277] like Figure 11 As shown, the fault diagnosis device may include a controller 1101 and a memory 1102 storing computer program instructions.

[0278] Specifically, the controller 1101 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0279] Memory 1102 may include a large-capacity storage device for information or instructions. For example, and not limitingly, memory 1102 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 1102 may include removable or non-removable (or fixed) media. Where appropriate, memory 1102 may be internal or external to the integrated gateway device. In a particular embodiment, memory 1102 is a non-volatile solid-state memory. In a particular embodiment, memory 1102 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable programmable PROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0280] The controller 1101 performs the steps of the fault diagnosis method provided in the embodiments of this disclosure by reading and executing computer program instructions stored in the memory 1102.

[0281] In one example, the fault diagnosis device may also include a transceiver 1103 and a bus 1104. Wherein, as... Figure 11 As shown, the controller 1101, memory 1102 and transceiver 1103 are connected via bus 1104 and communicate with each other.

[0282] Bus 1104 may include hardware, software, or both. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 1104 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0283] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus.

[0284] The above are merely specific embodiments of this disclosure, enabling those skilled in the art to understand or implement this disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to these embodiments, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A fault diagnosis method for a tire pressure monitoring system, characterized in that, include: Determine the number of target signals, wherein the target signals are signals periodically transmitted by the target tire pressure monitoring system under preset signal transmission conditions; The ratio of the number of signals to the preset reference number is used as the real-time signal reception rate; Based on the real-time signal reception rate and preset fault diagnosis conditions, it is determined that the target tire pressure monitoring system has malfunctioned; The preset fault diagnosis conditions include whether the comparison results of multiple target signal reception rates and reference signal reception rates meet the preset fault conditions. The multiple target signal reception rates include the real-time signal reception rate of the target tire pressure monitoring system and the historical signal reception rate of the target tire pressure monitoring system. The reference signal reception rate is calculated based on the signal reception rates of multiple second reference tire pressure monitoring systems, and the second reference tire pressure monitoring systems are of the same type as the target tire pressure monitoring system. If the comparison result shows that the reception rates of all the target signals are less than the reference signal reception rate, and the fault type is confirmed to include a quality abnormality of the target tire pressure monitoring system, an adjustment strategy is executed, which includes repairing or replacing the target tire pressure monitoring system; and / or, If the comparison result shows that the reception rate of the plurality of target signals is less than the reference signal reception rate value, and the fault type is confirmed to include the actual driving area of ​​the target vehicle as an electromagnetic interference area, an adjustment strategy is executed, which includes adjusting the setting parameters of the tire pressure monitoring system in the electromagnetic interference area.

2. The method according to claim 1, characterized in that, The preset fault diagnosis conditions include whether the real-time signal reception rate is within the target reception rate range; The target reception rate range is calculated based on the signal reception rates of multiple first reference tire pressure monitoring systems, wherein the vehicles belonging to the first reference tire pressure monitoring systems and the target vehicle are traveling in the same area.

3. The method according to claim 1, The determination that the tire pressure monitoring system has malfunctioned includes: Obtain multiple historical signal reception rates and the reference signal reception rate; If the comparison results of the multiple target signal reception rates, including the real-time signal reception rate, with the reference signal reception rate meet the preset fault conditions, it is determined that the target tire pressure monitoring system has malfunctioned.

4. The method according to claim 1, characterized in that, Prior to determining that the target tire pressure monitoring system has malfunctioned, the method further includes: The reference signal reception rate of the actual driving area of ​​the target vehicle is obtained, wherein the reference signal reception rate is calculated based on the reference signal reception rates of multiple first reference tire pressure monitoring systems within the actual driving area; Based on the reference signal reception rate, the quality level of the actual driving area is determined to be of poor quality. The poor quality level is determined based on the signal reception rates of multiple road test vehicles that meet preset conditions.

5. The method according to claim 4, characterized in that, The preset conditions include at least one of the following: The test vehicle was traveling in a non-electromagnetic interference area. The tire pressure monitoring system of the test vehicle was in normal working order; The tire pressure monitoring system of the test vehicle had a battery level greater than a preset battery threshold. The test vehicle was traveling at a speed greater than a preset speed threshold.

6. The method according to claim 1, characterized in that, The method further includes: If the actual driving area of ​​the target vehicle meets the preset judgment conditions for an electromagnetic interference area, the actual driving area is marked as an electromagnetic interference area.

7. The method according to claim 1, characterized in that, After using the ratio of the number of signals to a preset reference number as the real-time signal reception rate, the method further includes: Obtain the target parameter values ​​of the target tire pressure monitoring system; The target parameter value and the real-time signal reception rate are stored accordingly to determine the correspondence between the signal reception rate of the target tire pressure monitoring system and the target parameter value.

8. A fault diagnosis device for a tire pressure monitoring system, characterized in that, include: The parameter acquisition module is used to determine the number of target signals, wherein the target signals are signals that are periodically transmitted in the target tire pressure monitoring system under preset signal transmission conditions. The receiver rate calculation module is used to take the ratio of the number of signals to the preset reference number as the real-time signal receiver rate. A fault diagnosis module is used to determine that the target tire pressure monitoring system has malfunctioned based on the real-time signal reception rate and preset fault diagnosis conditions. The preset fault diagnosis conditions include whether the comparison results of multiple target signal reception rates and reference signal reception rates meet the preset fault conditions. The multiple target signal reception rates include the real-time signal reception rate of the target tire pressure monitoring system and the historical signal reception rate of the target tire pressure monitoring system. The reference signal reception rate is calculated based on the signal reception rates of multiple second reference tire pressure monitoring systems, and the second reference tire pressure monitoring systems are of the same type as the target tire pressure monitoring system. A strategy execution model is used to, when the comparison result shows that the reception rates of the multiple target signals are all less than the reference signal reception rate, confirm that the fault type includes a quality abnormality of the target tire pressure monitoring system, and execute an adjustment strategy, the adjustment strategy including repairing or replacing the target tire pressure monitoring system; and / or, When the comparison result shows that the receiver rates of the plurality of target signals are less than the reference receiver rate, the fault type is confirmed to include the actual driving area of ​​the target vehicle as an electromagnetic interference area, and an adjustment strategy is executed, the adjustment strategy including adjusting the setting parameters of the tire pressure monitoring system in the electromagnetic interference area.

9. A fault diagnosis device, characterized in that, include: processor; Memory, used to store executable instructions; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the fault diagnosis method of the tire pressure monitoring system according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program that, when executed by a processor, causes the processor to implement a fault diagnosis method for the tire pressure monitoring system according to any one of claims 1-7.

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