Vehicle tire pressure sensor matching method and device, vehicle and storage medium

Abstract

The invention provides a vehicle tire pressure sensor matching method and device, a vehicle and a storage medium. The method comprises the following steps: when a vehicle is in a turning state, obtaining a first classification result according to centripetal acceleration sent by each tire pressure sensor; if the vehicle has two tires, a second classification result is obtained according to the X-axis acceleration sent by each tire pressure sensor; in the wheel rotating process, a third classification result is obtained according to the gravity acceleration Z-axis component sent by each tire pressure sensor and the wheel rotating tooth number sent by the vehicle speed sensor corresponding to each tire; and determining a matching result of the tire pressure sensor of the vehicle according to at least one of the first classification result, the second classification result and the third classification result. Automatic matching of the tire pressure sensors can be achieved, a special tool is not needed, a user does not need to drive a vehicle to a maintenance point, the tire does not need to be deflated, all the tire pressure sensors can be matched at the same time at a time, and efficiency is high.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a tire pressure sensor matching method, device, vehicle and storage medium for a vehicle. Background Art

[0002] At present, many traffic accidents are caused by tire failures, among which tire blowouts account for 70% of tire failures. Therefore, in order to effectively prevent tire blowouts and reduce tire safety accidents, it is very necessary to equip vehicles with tire pressure monitoring systems. The tire pressure monitoring system monitors tire pressure, temperature, etc. in real time and processes the collected information, allowing drivers to understand tire pressure, temperature and their sudden changes in real time. It can also reduce traffic accidents, extend tire service life, and reduce operating costs. However, wireless communication is used between the tire pressure controller and the tire pressure sensor. How to match the tire pressure sensor with the corresponding tire is a problem that needs to be solved urgently.

[0003] In the related art, a handheld device can be used to read the ID of the tire pressure sensor corresponding to each tire in turn through a low-frequency wireless signal, and then write it into the controller through a diagnostic service. Although this method is simple to operate, it requires each maintenance point to have the handheld device, which is expensive, and requires the user to drive to the maintenance point to complete the matching of the tire pressure sensor. A manual matching method of air leakage learning can also be used for matching. This method does not require special tools, but requires the tire to be deflated, resulting in low tire pressure, and only one tire can be learned at a time, which is inefficient. Summary of the invention

[0004] The embodiments of the present application provide a vehicle tire pressure sensor matching method, device, vehicle and storage medium to solve the problem that the existing methods either require special tools and need to go to a maintenance point for matching, or require the tire to be deflated, resulting in low tire pressure and low efficiency.

[0005] In a first aspect, an embodiment of the present application provides a tire pressure sensor matching method for a vehicle, comprising:

[0006] When the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and according to the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result;

[0007] If the vehicle has dual tires, the X-axis acceleration sent by each tire pressure sensor is obtained, and the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire are distinguished according to the X-axis acceleration sent by each tire pressure sensor to obtain a second classification result;

[0008] During the wheel rotation process, the Z-axis component of gravity acceleration sent by each tire pressure sensor is obtained, and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire is obtained at the same time, and the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined according to the Z-axis component of gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, so as to obtain a third classification result;

[0009] A matching result of a tire pressure sensor of the vehicle is determined according to at least one of the first classification result, the second classification result, and the third classification result.

[0010] In a possible implementation, according to the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result, including:

[0011] Sort the centripetal accelerations sent by each tire pressure sensor in descending order;

[0012] If the vehicle is in a left-turning state, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the right tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the left tires; the preset number is half of the number of tire pressure sensors;

[0013] If the vehicle is in a right turn, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the left tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the right tires.

[0014] In a possible implementation, according to the X-axis acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire are distinguished to obtain a second classification result, including:

[0015] Determine the number of positive values ​​and the number of negative values ​​in the X-axis acceleration sent by each tire pressure sensor;

[0016] If the number of positive values ​​is greater than the number of negative values, the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire;

[0017] If the number of positive values ​​is less than the number of negative values, the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire.

[0018] In a possible implementation, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined according to the Z-axis component of the gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and the third classification result is obtained, including:

[0019] Obtaining a first tire phase corresponding to each tire pressure sensor according to a Z-axis component of gravity acceleration sent by each tire pressure sensor;

[0020] Obtaining a second tire phase of each tire according to the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire;

[0021] According to the first tire phase corresponding to each tire pressure sensor and the second tire phase of each tire, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined to obtain a third classification result.

[0022] In a possible implementation, when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished according to the centripetal acceleration sent by each tire pressure sensor, and before obtaining the first classification result, the tire pressure sensor matching method of the vehicle further includes:

[0023] Determine whether to enter the self-matching mode of the tire pressure sensor;

[0024] Accordingly, when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished according to the centripetal acceleration sent by each tire pressure sensor, and a first classification result is obtained, including:

[0025] If it is determined that the tire pressure sensor enters the self-matching mode, then when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and based on the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result.

[0026] In a possible implementation, determining whether to enter the self-matching mode of the tire pressure sensor includes:

[0027] Get the vehicle's power mode and speed;

[0028] If the power mode is the ON mode, the vehicle speed is greater than or equal to the preset vehicle speed, and a matching radio frequency signal sent by the tire pressure sensor is received, it is determined to enter the self-matching mode of the tire pressure sensor.

[0029] In a possible implementation, the tire pressure sensor sends a matching radio frequency signal when detecting that the centripetal acceleration of the corresponding tire is greater than or equal to a preset acceleration.

[0030] In a second aspect, an embodiment of the present application provides a tire pressure sensor matching device for a vehicle, comprising:

[0031] A first classification module, used for obtaining the centripetal acceleration sent by each tire pressure sensor when the vehicle is in a turning state, and distinguishing the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire according to the centripetal acceleration sent by each tire pressure sensor, to obtain a first classification result;

[0032] The second classification module is used for obtaining the X-axis acceleration sent by each tire pressure sensor if the vehicle has dual tires, and distinguishing the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire according to the X-axis acceleration sent by each tire pressure sensor to obtain a second classification result;

[0033] The third classification module is used to obtain the Z-axis component of gravity acceleration sent by each tire pressure sensor during wheel rotation, and simultaneously obtain the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and determine the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle according to the Z-axis component of gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, so as to obtain a third classification result;

[0034] The matching module is used to determine a matching result of a tire pressure sensor of the vehicle according to at least one of the first classification result, the second classification result and the third classification result.

[0035] In a third aspect, an embodiment of the present application provides a controller comprising a processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to execute the vehicle tire pressure sensor matching method as described in the first aspect or any possible implementation of the first aspect.

[0036] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising a controller as described in the third aspect.

[0037] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the steps of the vehicle tire pressure sensor matching method as described in the first aspect or any possible implementation method of the first aspect.

[0038] The embodiments of the present application provide a tire pressure sensor matching method, device, vehicle and storage medium for a vehicle. The method distinguishes the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire through the centripetal acceleration sent by each tire pressure sensor when the vehicle is in a turning state, distinguishes the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire through the X-axis acceleration sent by each tire pressure sensor, and distinguishes the ID of the tire pressure sensor corresponding to each drive shaft through the Z-axis component of the gravity acceleration sent by each tire pressure sensor during the wheel rotation and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire. Therefore, the matching result of the tire pressure sensor of the vehicle can be determined according to at least one of the above three classification results, and automatic matching of the tire pressure sensors can be achieved without the need for special tools, the need for the user to drive the vehicle to a maintenance point, and the need to deflate the tires. All tire pressure sensors can be matched simultaneously at one time, which is highly efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0040] Figure 1 is a flow chart of an implementation method of a tire pressure sensor matching method for a vehicle provided in an embodiment of the present application;

[0041] Figure 2 is a schematic diagram of a vehicle turning left provided by an embodiment of the present application;

[0042] Figure 3 It is a structural schematic diagram of a tire pressure sensor matching device for a vehicle provided in one embodiment of the present application;

[0043] Figure 4 It is a schematic diagram of a controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0045] In order to make the purpose, technical solutions and advantages of the present application clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0046] As mentioned above, in the related art, a handheld device can be used to read the ID of the tire pressure sensor corresponding to each tire in turn through a low-frequency wireless signal, and then write it into the controller through a diagnostic service. Although this method is simple to operate, it requires each maintenance point to have the handheld device, which is costly and requires the user to drive to the maintenance point to complete the matching of the tire pressure sensor.

[0047] In the related technology, a manual matching method of air leakage learning can also be used for matching, that is, the tire pressure monitoring system enters the manual learning mode by operating the instrument or the central control screen, and then the user deflates the tire at the designated learning position. When the deflation rate and time meet the requirements of the air leakage alarm, the tire pressure receiver will recognize this sensor and achieve its matching. This method does not require special tools, but can only learn one tire at a time, and each learning time is 1min to 3min, which takes a long time and is inefficient; it also needs to deflate the tire, resulting in low tire pressure, which may affect the normal driving of the vehicle and easily cause user complaints.

[0048] In order to solve the above problems, an embodiment of the present application provides a tire pressure sensor matching method for a vehicle.

[0049] See also Figure 1 , which shows an implementation flow chart of the tire pressure sensor matching method for a vehicle provided in an embodiment of the present application. The executor of the tire pressure sensor matching method for the vehicle may be a controller, and the controller may be a tire pressure controller.

[0050] The tire pressure sensor matching method of the above vehicle is described in detail as follows:

[0051] In S101, when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and based on the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result.

[0052] The tire pressure sensor has a three-axis acceleration sensor inside, which can detect the Z-axis acceleration of the corresponding tire. The Z-axis acceleration can be divided into centripetal acceleration and gravity acceleration Z-axis component. The Z-axis acceleration sent by the tire pressure sensor can be decomposed into centripetal acceleration and gravity acceleration Z-axis component. Among them, the Z-axis and centripetal acceleration both point to the center of the tire.

[0053] In some possible implementations, the tire pressure sensor can directly detect the centripetal acceleration and the Z-axis component of gravity acceleration of the corresponding tire, and send the detected centripetal acceleration and the Z-axis component of gravity acceleration to the controller.

[0054] When the vehicle is in a turning state, the distance traveled by the left tire and the right tire in the same time is different, and the centripetal acceleration of the left tire and the right tire is also different. Therefore, this embodiment can classify the ID of the tire pressure sensor into two categories according to the centripetal acceleration sent by each tire pressure sensor when the vehicle is in a turning state, namely the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire, that is, the first classification result.

[0055] When each tire pressure sensor sends information to the controller, for example, when sending the corresponding centripetal acceleration or Z-axis acceleration, it will carry its own ID. The ID of the tire pressure sensor is the identity of the tire pressure sensor and can be used to uniquely identify the tire pressure sensor.

[0056] In S102, if the vehicle has dual tires, the X-axis acceleration sent by each tire pressure sensor is obtained, and the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire are distinguished based on the X-axis acceleration sent by each tire pressure sensor to obtain a second classification result.

[0057] The vehicle having dual tires means that at least one side of at least one transmission shaft of the vehicle is equipped with two tires. The X-axis is parallel to the tangent of the wheel hub at the installation location of the corresponding tire pressure sensor. The X-axis is perpendicular to the Z-axis, and the Z-axis points to the center of the tire.

[0058] For the twin tires on one side of a drive shaft, because the wheel hubs are symmetrical when the twin tires are installed, the installation of the tire pressure sensor is also symmetrical, and the X-axis directions of the corresponding three-axis acceleration sensors are just opposite, that is, one X-axis acceleration is positive and the other is negative. In addition, the installation of a single tire is consistent with the installation of the inner tube of a twin tire, so the X-axis acceleration of the single tire is the same as the X-axis acceleration of the inner tire of the twin tire. For a tire installed as a single tire, use that tire as the inner tire. That is, if there is a tire installed on one side of a drive shaft, use that tire as the inner tire. For example Figure 2 As shown, a tire is installed on the left and right sides of the front axle, and both tires of the front axle are inner tires.

[0059] Based on the above reasons, this embodiment can distinguish the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire according to the X-axis acceleration sent by each tire pressure sensor to obtain the second classification result.

[0060] In S103, during the wheel rotation process, the Z-axis component of the gravity acceleration sent by each tire pressure sensor is obtained, and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire is obtained. Based on the Z-axis component of the gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, the ID of the tire pressure sensor corresponding to each drive shaft of the vehicle is determined to obtain a third classification result.

[0061] This embodiment can distinguish the IDs of tire pressure sensors corresponding to different transmission shafts based on the different tire phases of different transmission shafts.

[0062] Since the correspondence between the vehicle speed sensor and the tire is known, and the correspondence between the tire pressure sensor and the tire is unknown, the same parameter of the tire is calculated by the known number of wheel rotation teeth sent by the vehicle speed sensor and the Z-axis component of the gravity acceleration sent by the unknown tire pressure sensor. Based on the above principle, the IDs of the tire pressure sensors corresponding to each drive shaft of the vehicle can be distinguished to obtain the third classification result.

[0063] In S104, a matching result of the tire pressure sensor of the vehicle is determined according to at least one of the first classification result, the second classification result, and the third classification result.

[0064] For example, the first classification result includes categories A and B, A includes the IDs of the tire pressure sensors corresponding to all left tires, and B includes the IDs of the tire pressure sensors corresponding to all right tires. The second classification result includes categories C and D, C includes the IDs of the tire pressure sensors corresponding to all outer tires, and D includes the IDs of the tire pressure sensors corresponding to all inner tires. The third classification result includes categories E1, ..., E i ,……E N N is the number of transmission shafts of the vehicle, and the transmission shafts of the vehicle can be referred to as the first transmission shaft, ..., the i-th transmission shaft, ..., the N-th transmission shaft from front to back. i is the ID of all tire pressure sensors corresponding to the i-th transmission shaft of the vehicle, 1≤i≤N. E1 is the ID of all tire pressure sensors corresponding to the 1st transmission shaft of the vehicle, E N The IDs of all tire pressure sensors corresponding to the Nth transmission shaft of the vehicle.

[0065] By intersecting category A in the first classification result and category C in the second classification result with each category in the third classification result in turn, the ID of the tire pressure sensor corresponding to the outer tire of the left tire of each transmission shaft can be obtained.

[0066] By intersecting category A in the first classification result and category D in the second classification result with each category in the third classification result in turn, the ID of the tire pressure sensor corresponding to the inner tire of the left tire of each transmission shaft can be obtained.

[0067] By intersecting category B in the first classification result and category C in the second classification result with each category in the third classification result in turn, the ID of the tire pressure sensor corresponding to the outer tire of the right tire of each transmission shaft can be obtained.

[0068] By intersecting category B in the first classification result and category D in the second classification result with each category in the third classification result in turn, the ID of the tire pressure sensor corresponding to the inner tire of the right tire of each transmission shaft can be obtained.

[0069] For a vehicle without dual tires, the matching result of the tire pressure sensor of the vehicle can be determined based on the first classification result and the third classification result. For a vehicle with only the tires of the front axle equipped with tire pressure sensors, the matching result of the tire pressure sensor of the vehicle can be determined based only on the first classification result.

[0070] This embodiment distinguishes the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire through the centripetal acceleration sent by each tire pressure sensor when the vehicle is in a turning state, distinguishes the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire through the X-axis acceleration sent by each tire pressure sensor, and distinguishes the ID of the tire pressure sensor corresponding to each drive shaft through the Z-axis component of the gravity acceleration sent by each tire pressure sensor during wheel rotation and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire. Therefore, the matching result of the vehicle's tire pressure sensor can be determined based on at least one of the above three classification results, and automatic matching of the tire pressure sensors can be achieved without the need for special tools, the need for the user to drive the vehicle to a maintenance point, the need to deflate the tires, and all tire pressure sensors can be matched simultaneously at one time, which is highly efficient.

[0071] In some embodiments, in the above S101, according to the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result, including:

[0072] Sort the centripetal accelerations sent by each tire pressure sensor in descending order;

[0073] If the vehicle is in a left-turning state, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the right tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the left tires; the preset number is half of the number of tire pressure sensors;

[0074] If the vehicle is in a right turn, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the left tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the right tires.

[0075] In this embodiment, the controller can determine whether the vehicle is in a left turn state or a right turn state by receiving a left turn signal or a right turn signal from the vehicle body controller.

[0076] Each tire of the vehicle has a corresponding tire pressure sensor.

[0077] When the vehicle is turning left, see Figure 2 , in the same time, the distance traveled by the right tire is longer than that traveled by the left tire, and the centripetal acceleration of the left tire is smaller than that of the right tire, that is, the centripetal accelerations of the left tires T00, T10, T11, T20 and T21 are smaller than the centripetal accelerations of the right tires T01, T12, T13, T22 and T23. Therefore, the centripetal accelerations sent by each tire pressure sensor are sorted in descending order, and the IDs of the tire pressure sensors corresponding to the front preset number of centripetal accelerations are the IDs of the tire pressure sensors corresponding to the right tire, and the IDs of the remaining tire pressure sensors are the IDs of the tire pressure sensors corresponding to the left tire, and the IDs of the remaining tire pressure sensors are the IDs of all tire pressure sensors in the vehicle except the ID of the tire pressure sensor corresponding to the right tire.

[0078] When the vehicle is in a right turn, within the same time, the distance traveled by the left tire is longer than that of the right tire, and the centripetal acceleration of the left tire is greater than that of the right tire. Therefore, the centripetal accelerations sent by each tire pressure sensor are sorted in order from large to small, and the IDs of the tire pressure sensors corresponding to the front preset number of centripetal accelerations are the IDs of the tire pressure sensors corresponding to the left tire, and the IDs of the remaining tire pressure sensors are the IDs of the tire pressure sensors corresponding to the right tire. The IDs of the remaining tire pressure sensors are the IDs of all tire pressure sensors in the vehicle except the ID of the tire pressure sensor corresponding to the left tire.

[0079] In some possible implementations, in the above S101, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished according to the centripetal acceleration sent by each tire pressure sensor to obtain a first classification result, including:

[0080] Sort the centripetal accelerations sent by each tire pressure sensor in ascending order;

[0081] If the vehicle is in a left-turning state, the IDs of the tire pressure sensors corresponding to the preset number of centripetal accelerations in the rear are determined as the IDs of the tire pressure sensors corresponding to the right tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the left tires; the preset number is half of the number of tire pressure sensors;

[0082] If the vehicle is in a right turn, the IDs of the tire pressure sensors corresponding to the preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the left tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the right tires.

[0083] In some embodiments, in the above S102, according to the X-axis acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire are distinguished to obtain a second classification result, including:

[0084] Determine the number of positive values ​​and the number of negative values ​​in the X-axis acceleration sent by each tire pressure sensor;

[0085] If the number of positive values ​​is greater than the number of negative values, the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire;

[0086] If the number of positive values ​​is less than the number of negative values, the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire.

[0087] As mentioned above, when dual tires are installed, the X-axis acceleration of the inner tire and the outer tire are opposite in sign, and the X-axis acceleration of a single tire is the same as the X-circular acceleration of the inner tire in a dual tire installation. The tires on the front axle of a vehicle are usually single tires, so for a vehicle with dual tires, the number of inner tires is greater than the number of outer tires. Therefore, the number of positive and negative values ​​in the X-axis acceleration sent by each tire pressure sensor can be counted, and the ID of the tire pressure sensor corresponding to the larger value is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the smaller value is determined as the ID of the tire pressure sensor corresponding to the outer tire.

[0088] For 4×2 vehicles, this method can be used to determine the ID of the tire pressure sensor of the outer tire.

[0089] In some embodiments, in the above S103, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined according to the Z-axis component of the gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and the third classification result is obtained, including:

[0090] Obtaining a first tire phase corresponding to each tire pressure sensor according to a Z-axis component of gravity acceleration sent by each tire pressure sensor;

[0091] Obtaining a second tire phase of each tire according to the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire;

[0092] According to the first tire phase corresponding to each tire pressure sensor and the second tire phase of each tire, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined to obtain a third classification result.

[0093] During the wheel rotation, the Z-axis component of gravity acceleration sent by the tire pressure sensor, that is, the gravity acceleration component in the Z-axis acceleration direction, is a sine curve. The frequency of the sine curve corresponds to the number of revolutions of the vehicle wheel per second, and the phase of the sine curve corresponds to the specific phase of the tire pressure sensor on the wheel, that is, the first tire phase corresponding to the tire pressure sensor.

[0094] The vehicle speed sensor may be an ABS (Anti-lock Braking System) vehicle speed sensor, and the corresponding relationship between the ABS and the tire is known. The second tire phase of each tire can be obtained by the number of rotation teeth of the wheel sent by the vehicle speed sensor. One tooth number represents a certain angle, so the second tire phase can be determined by the number of rotation teeth.

[0095] The tire phases of the same transmission shaft are the same, and the tire phases of different transmission shafts are different. By comparing the first tire phase corresponding to each tire pressure sensor with the second tire phase of each tire, if the first tire phase corresponding to a tire pressure sensor is the same as the second tire phase of a tire, the ID of the tire pressure sensor is the ID of the tire pressure sensor corresponding to the transmission shaft where the tire is located.

[0096] For example, see Figure 2 , if the first tire phase corresponding to a tire pressure sensor is the same as the second tire phase of tire T20, and tire T20 is on the third transmission shaft, that is, the second rear axle, then the ID of the tire pressure sensor is the ID of the tire pressure sensor corresponding to the third transmission shaft. Figure 2 The vehicle shown includes three transmission shafts, namely, a first transmission shaft, a second transmission shaft and a third transmission shaft from front to rear. The first transmission shaft may also be referred to as a front axle, the second transmission shaft may also be referred to as a first rear axle, and the third transmission shaft may also be referred to as a second rear axle.

[0097] In some embodiments, before the above S101, the tire pressure sensor matching method of the vehicle further includes:

[0098] Determine whether to enter the self-matching mode of the tire pressure sensor;

[0099] Accordingly, the above S101 includes:

[0100] If it is determined that the tire pressure sensor enters the self-matching mode, then when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and based on the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result.

[0101] In this embodiment, it is necessary to first determine whether the tire pressure sensor enters the self-matching mode. Only when it is determined that the tire pressure sensor enters the self-matching mode, the above steps S101 to S104 are executed to complete the self-matching process of the tire pressure sensor. If it is determined that the tire pressure sensor does not enter the self-matching mode, the above steps S101 to S104 are not executed. The execution order of the above steps S101, S102 and S103 can be interchangeable.

[0102] In some embodiments, the above-mentioned determination of whether to enter the self-matching mode of the tire pressure sensor includes:

[0103] Get the vehicle's power mode and speed;

[0104] If the power mode is the ON mode, the vehicle speed is greater than or equal to the preset vehicle speed, and a matching radio frequency signal sent by the tire pressure sensor is received, it is determined to enter the self-matching mode of the tire pressure sensor.

[0105] In some embodiments, the tire pressure sensor sends a matching radio frequency signal when detecting that the centripetal acceleration of the corresponding tire is greater than or equal to a preset acceleration.

[0106] The power mode is ON mode, that is, the power gear of the whole vehicle is switched to ON gear.

[0107] The preset vehicle speed can be set according to actual needs, for example, it can be 20km / h, 25km / h, and so on.

[0108] Since the tire pressure sensor is a one-way transmission, the tire pressure sensor is set to switch from static mode to running mode every time, that is, when the centripetal acceleration is detected to be greater than or equal to the preset acceleration, it turns on its own self-matching mode for 5 minutes or other set durations. In this mode, the status signal of the tire pressure sensor continues to be sent according to the functional strategy, and in addition, a matching RF signal is sent separately. For example, the content of this signal includes the sensor ID, the measured X-axis acceleration value, and the Z-axis acceleration value. The data format is shown in Table 1, and the sending period is 10ms. Among them, the data from Byte2 to Byte5 together constitute the ID of the tire pressure sensor.

[0109] Table 1 Matching RF signals

[0110]

[0111] If the power mode is ON mode, the vehicle speed is greater than or equal to the preset speed, and a matching radio frequency signal sent by the tire pressure sensor is received, it is determined that the tire pressure sensor self-matching mode has been entered; otherwise, it is determined that the tire pressure sensor self-matching mode has not been entered.

[0112] Receiving a matching RF signal sent by a tire pressure sensor refers to receiving a matching RF signal from any tire pressure sensor, but generally the acceleration values ​​detected by the tire pressure sensors are not much different, and matching RF signals are generally sent together. The controller performs self-matching on the tire pressure sensor that sends the matching RF signal.

[0113] The preset acceleration can be set according to actual needs, for example, it can be 5g, where g is the acceleration due to gravity.

[0114] The method provided in this embodiment can be applied to commercial vehicles as well as passenger vehicles. For example, it can be applied to the tire pressure monitoring system for single tires and all tires of 4×2, 6×4, 8×4 and other models. When the vehicle is offline, the tire pressure controller is informed of the current vehicle type and TPMS type configuration through UDS diagnosis. The tire pressure controller identifies the ABS speed sensor in the corresponding position to be used based on the configuration.

[0115] The method provided in this embodiment can eliminate the offline workstation specifically used for matching the tire pressure sensor with the receiver / controller, save vehicle production time, and save the cost of matching equipment; the maintenance station / service station does not need to purchase special handheld equipment, and the user does not need to go to the maintenance station / service station to complete the matching of the tire pressure sensor.

[0116] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0117] The following is an embodiment of the device of the present application. For details not described in detail, please refer to the corresponding method embodiment described above.

[0118] Figure 3 The structural schematic diagram of the tire pressure sensor matching device for a vehicle provided in an embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown, which is described in detail as follows:

[0119] like Figure 3 As shown, the tire pressure sensor matching device 60 of a vehicle includes: a first classification module 61 , a second classification module 62 , a third classification module 63 and a matching module 64 .

[0120] A first classification module 61 is used to obtain the centripetal acceleration sent by each tire pressure sensor when the vehicle is in a turning state, and distinguish the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire according to the centripetal acceleration sent by each tire pressure sensor to obtain a first classification result;

[0121] The second classification module 62 is used for obtaining the X-axis acceleration sent by each tire pressure sensor if the vehicle has dual tires, and distinguishing the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire according to the X-axis acceleration sent by each tire pressure sensor to obtain a second classification result;

[0122] The third classification module 63 is used to obtain the Z-axis component of gravity acceleration sent by each tire pressure sensor during the wheel rotation process, and simultaneously obtain the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and determine the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle according to the Z-axis component of gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, so as to obtain a third classification result;

[0123] The matching module 64 is used to determine a matching result of the tire pressure sensor of the vehicle according to at least one of the first classification result, the second classification result and the third classification result.

[0124] In a possible implementation, in the first classification module 61, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished according to the centripetal acceleration sent by each tire pressure sensor, and a first classification result is obtained, including:

[0125] Sort the centripetal accelerations sent by each tire pressure sensor in descending order;

[0126] If the vehicle is in a left-turning state, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the right tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the left tires; the preset number is half of the number of tire pressure sensors;

[0127] If the vehicle is in a right turn, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the left tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the right tires.

[0128] In a possible implementation, in the second classification module 62, according to the X-axis acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire are distinguished to obtain a second classification result, including:

[0129] Determine the number of positive values ​​and the number of negative values ​​in the X-axis acceleration sent by each tire pressure sensor;

[0130] If the number of positive values ​​is greater than the number of negative values, the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire;

[0131] If the number of positive values ​​is less than the number of negative values, the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire.

[0132] In a possible implementation, in the third classification module 63, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined according to the Z-axis component of the gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and the third classification result is obtained, including:

[0133] Obtaining a first tire phase corresponding to each tire pressure sensor according to a Z-axis component of gravity acceleration sent by each tire pressure sensor;

[0134] Obtaining a second tire phase of each tire according to the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire;

[0135] According to the first tire phase corresponding to each tire pressure sensor and the second tire phase of each tire, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined to obtain a third classification result.

[0136] In a possible implementation, the first classification module 61 is specifically configured to:

[0137] Determine whether to enter the self-matching mode of the tire pressure sensor;

[0138] If it is determined that the tire pressure sensor enters the self-matching mode, then when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and based on the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result.

[0139] In a possible implementation, in the first classification module 61, determining whether to enter the self-matching mode of the tire pressure sensor includes:

[0140] Get the vehicle's power mode and speed;

[0141] If the power mode is the ON mode, the vehicle speed is greater than or equal to the preset vehicle speed, and a matching radio frequency signal sent by the tire pressure sensor is received, it is determined to enter the self-matching mode of the tire pressure sensor.

[0142] In a possible implementation, the tire pressure sensor sends a matching radio frequency signal when detecting that the centripetal acceleration of the corresponding tire is greater than or equal to a preset acceleration.

[0143] The present application also provides a computer program product having a program code, which executes the steps of any of the above-mentioned vehicle tire pressure sensor matching method embodiments when the program code is executed in a corresponding processor, controller, computing device or controller. For example, Figure 1 S101 to S104 shown. Those skilled in the art will appreciate that the methods and devices proposed in the embodiments of the present application can be implemented in various forms of hardware, software, firmware, a dedicated processor or a combination thereof. A dedicated processor may include an application specific integrated circuit (ASIC), a reduced instruction set computer (RISC) and / or a field programmable gate array (FPGA). The proposed method and device are preferably implemented as a combination of hardware and software. The software is preferably installed on a program storage device as an application. It is typically based on a machine with a computer platform having hardware, such as one or more central processing units (CPUs), random access memories (RAMs) and one or more input / output (I / O) interfaces. An operating system is typically also installed on the computer platform. The various processes and functions described herein may be part of an application, or a portion thereof may be executed by an operating system.

[0144] Figure 4 is a schematic diagram of a controller provided in an embodiment of the present application. Figure 4As shown, the controller 7 of this embodiment includes: a processor 70 and a memory 71. The memory 71 is used to store a computer program 72, and the processor 70 is used to call and run the computer program 72 stored in the memory 71 to perform the steps in the above-mentioned tire pressure sensor matching method embodiments of each vehicle, such as Figure 1 Alternatively, the processor 70 is used to call and run the computer program 72 stored in the memory 71 to implement the functions of each module / unit in the above-mentioned device embodiments, for example Figure 3 Functionality of modules / units 61 to 64 shown.

[0145] Exemplarily, the computer program 72 may be divided into one or more modules / units, which are stored in the memory 71 and executed by the processor 70 to complete / implement the solution provided by the present application. The one or more modules / units may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program 72 in the controller 7. For example, the computer program 72 may be divided into Figure 3 Modules / units 61 to 64 are shown.

[0146] The controller 7 may include, but is not limited to, a processor 70 and a memory 71. Those skilled in the art will appreciate that Figure 4 It is only an example of the controller 7 and does not constitute a limitation of the controller 7. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the controller may also include input and output devices, network access devices, buses, etc.

[0147] The processor 70 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0148] The memory 71 may be an internal storage unit of the controller 7, such as a hard disk or memory of the controller 7. The memory 71 may also be an external storage device of the controller 7, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the controller 7. Further, the memory 71 may include both an internal storage unit of the controller 7 and an external storage device. The memory 71 is used to store the computer program and other programs and data required by the controller. The memory 71 may also be used to temporarily store data that has been output or is to be output.

[0149] Corresponding to the above-mentioned controller, an embodiment of the present application also provides a vehicle, including the above-mentioned controller.

[0150] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0151] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0152] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0153] In the embodiments provided in the present application, it should be understood that the disclosed devices / controllers and methods can be implemented in other ways. For example, the device / controller embodiments described above are merely schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0154] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0155] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0156] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, it can implement the steps of the tire pressure sensor matching method embodiment of each vehicle. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device that can carry the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practices in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practices, computer-readable media does not include electrical carrier signals and telecommunication signals.

[0157] In addition, the features of the embodiments shown in the drawings of the present application or the various embodiments mentioned in this specification are not necessarily understood as independent embodiments. Instead, each feature described in one example of an embodiment can be combined with one or more other desired features from other embodiments to produce other embodiments not described in words or with reference to the drawings.

[0158] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A tire pressure sensor matching method for a vehicle, characterized in that: include: When the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and according to the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result; If the vehicle has dual tires, the X-axis acceleration sent by each tire pressure sensor is obtained, and the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire are distinguished according to the X-axis acceleration sent by each tire pressure sensor to obtain a second classification result; During the wheel rotation process, the Z-axis component of gravity acceleration sent by each tire pressure sensor is obtained, and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire is obtained, and the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined according to the Z-axis component of gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, so as to obtain a third classification result; A matching result of the tire pressure sensor of the vehicle is determined according to at least one of the first classification result, the second classification result, and the third classification result.

2. The tire pressure sensor matching method for a vehicle according to claim 1, characterized in that: The step of distinguishing the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire according to the centripetal acceleration sent by each tire pressure sensor to obtain a first classification result includes: Sort the centripetal accelerations sent by each tire pressure sensor in descending order; If the vehicle is in a left-turning state, the IDs of the tire pressure sensors corresponding to the centripetal accelerations of the first preset number are determined as the IDs of the tire pressure sensors corresponding to the right tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the left tires; the preset number is half of the number of the tire pressure sensors; If the vehicle is in a right turn state, the IDs of the tire pressure sensors corresponding to the first preset number of centripetal accelerations are determined as the IDs of the tire pressure sensors corresponding to the left tires, and the IDs of the remaining tire pressure sensors are determined as the IDs of the tire pressure sensors corresponding to the right tires.

3. The tire pressure sensor matching method for a vehicle according to claim 1, characterized in that: The step of distinguishing the ID of the tire pressure sensor corresponding to the outer tire and the ID of the tire pressure sensor corresponding to the inner tire according to the X-axis acceleration sent by each tire pressure sensor to obtain a second classification result includes: Determine the number of positive values ​​and the number of negative values ​​in the X-axis acceleration sent by each tire pressure sensor; If the number of positive values ​​is greater than the number of negative values, the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire; If the number of positive values ​​is less than the number of negative values, the ID of the tire pressure sensor corresponding to the negative X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the inner tire, and the ID of the tire pressure sensor corresponding to the positive X-axis acceleration is determined as the ID of the tire pressure sensor corresponding to the outer tire.

4. The tire pressure sensor matching method for a vehicle according to claim 1, characterized in that: The step of determining the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle according to the Z-axis component of the gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and obtaining the third classification result includes: Obtaining a first tire phase corresponding to each tire pressure sensor according to a Z-axis component of gravity acceleration sent by each tire pressure sensor; Obtaining a second tire phase of each tire according to the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire; According to the first tire phase corresponding to each tire pressure sensor and the second tire phase of each tire, the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle is determined to obtain a third classification result.

5. The tire pressure sensor matching method for a vehicle according to any one of claims 1 to 4, characterized in that: When the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished according to the centripetal acceleration sent by each tire pressure sensor, and before obtaining the first classification result, the tire pressure sensor matching method of the vehicle further includes: Determine whether to enter the self-matching mode of the tire pressure sensor; Accordingly, when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and according to the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result, including: If it is determined that the self-matching mode of the tire pressure sensor has been entered, then when the vehicle is in a turning state, the centripetal acceleration sent by each tire pressure sensor is obtained, and based on the centripetal acceleration sent by each tire pressure sensor, the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire are distinguished to obtain a first classification result.

6. The tire pressure sensor matching method for a vehicle according to claim 5, characterized in that: The determining whether to enter the self-matching mode of the tire pressure sensor includes: Obtaining a power mode and a vehicle speed of the vehicle; If the power mode is the ON mode, the vehicle speed is greater than or equal to the preset vehicle speed, and a matching radio frequency signal sent by the tire pressure sensor is received, it is determined to enter the self-matching mode of the tire pressure sensor.

7. The tire pressure sensor matching method for a vehicle according to claim 6, characterized in that: The tire pressure sensor sends the matching radio frequency signal when detecting that the centripetal acceleration of the corresponding tire is greater than or equal to the preset acceleration.

8. A tire pressure sensor matching device for a vehicle, characterized in that: include: A first classification module, used for obtaining the centripetal acceleration sent by each tire pressure sensor when the vehicle is in a turning state, and distinguishing the ID of the tire pressure sensor corresponding to the left tire and the ID of the tire pressure sensor corresponding to the right tire according to the centripetal acceleration sent by each tire pressure sensor, to obtain a first classification result; a second classification module, for obtaining, if the vehicle has dual tires, an X-axis acceleration sent by each tire pressure sensor, and distinguishing, based on the X-axis acceleration sent by each tire pressure sensor, an ID of a tire pressure sensor corresponding to an outer tire and an ID of a tire pressure sensor corresponding to an inner tire, to obtain a second classification result; A third classification module is used to obtain the Z-axis component of gravity acceleration sent by each tire pressure sensor during wheel rotation, and simultaneously obtain the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, and determine the ID of the tire pressure sensor corresponding to each transmission shaft of the vehicle according to the Z-axis component of gravity acceleration sent by each tire pressure sensor and the number of wheel rotation teeth sent by the vehicle speed sensor corresponding to each tire, so as to obtain a third classification result; A matching module is used to determine a matching result of the tire pressure sensor of the vehicle according to at least one of the first classification result, the second classification result and the third classification result.

9. A vehicle, characterized in that: The invention comprises a controller, wherein the controller comprises a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to execute the tire pressure sensor matching method for a vehicle as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the tire pressure sensor matching method for a vehicle as claimed in any one of claims 1 to 7 are implemented.

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