Tire damage monitoring method and device, electronic equipment and storage medium

Abstract

The invention discloses a tire damage monitoring method and device, electronic equipment and a storage medium, an acceleration sensor is arranged on a tire, and a time domain vibration signal of the tire in each rolling period is obtained through the acceleration sensor; converting the time domain vibration signal into a vibration frequency spectrum curve; obtaining the amplitude and frequency of characteristic wave crests in the vibration spectrum curve, wherein the characteristic wave crests comprise an inherent first-order vibration wave crest and a cavity vibration wave crest; and determining whether the tire is damaged or not according to the variation trend of the amplitude and frequency of the characteristic wave crest in the continuous rolling period. The natural first-order vibration wave crest can represent the damage condition of the surface of the tire, the cavity vibration wave crest can represent the damage condition in the tire, and whether the tire is damaged or not can be determined by combining the amplitude and frequency change trend of the characteristic wave crest in the continuous rolling period. Compared with a tire damage monitoring method for tire pressure change, the tire damage monitoring method can accurately monitor the state of the tire in real time, and the driving safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of tire damage monitoring, and in particular to a tire damage monitoring method, device, electronic equipment and storage medium. Background Art

[0002] With the gradual popularization of tire intelligence, tire damage monitoring has received increasing attention. Tire damage during vehicle driving will affect the comfort and safety of drivers and passengers.

[0003] Existing tire monitoring technology uses tire pressure sensors to test the damage status of tires, and transmits the tire pressure value to the driver through a display screen. The driver judges the damage status of the tire based on the change in the tire pressure value, and then adjusts the driving strategy. However, the existing technology only analyzes and judges the damage status of the tire by monitoring the change in tire pressure, which is prone to false alarms. For example, when the vehicle is at a low speed or driving on a bumpy road, the system may give a false alarm; when the four tires are under-inflated at the same time, for example, due to seasonal temperature changes, the tire pressure generally drops, the system cannot accurately distinguish. In the case of tire slippage, the system may also trigger a false alarm due to the difference in tire speed. When a false alarm is triggered, the driver and passengers cannot accurately and effectively understand the damage status of the tire, which in turn affects the riding experience of the driver and passengers. Summary of the invention

[0004] The present invention provides a tire damage monitoring method to solve the problem that the prior art only analyzes and determines the damage state of the tire by monitoring the tire pressure change, which is prone to false alarms.

[0005] In a first aspect, the present invention provides a tire damage monitoring method, wherein an acceleration sensor is provided on the tire, and the method comprises:

[0006] Obtaining a time domain vibration signal of the tire in each rolling cycle through the acceleration sensor;

[0007] Converting the time-domain vibration signal into a vibration spectrum curve;

[0008] Acquire the amplitude and frequency of characteristic peaks in the vibration spectrum curve, wherein the characteristic peaks include an inherent first-order vibration peak and a cavity vibration peak;

[0009] The vibration signal type is determined based on the changing trend of the amplitude and frequency of the characteristic peak within the continuous rolling cycle to determine whether the tire is damaged. The vibration signal type includes a periodic normal vibration signal that identifies the normal operation of the tire, a periodic abnormal vibration signal after the tire becomes abnormal, and a non-periodic random vibration signal caused by the road condition.

[0010] In a second aspect, the present invention provides a tire damage monitoring device, comprising:

[0011] A data acquisition module, used for obtaining a time domain vibration signal of the tire in each rolling cycle through an acceleration sensor;

[0012] A vibration spectrum curve acquisition module, used for converting the time domain vibration signal into a vibration spectrum curve;

[0013] A characteristic value acquisition module, used to obtain the amplitude and frequency of characteristic peaks in the vibration spectrum curve, wherein the characteristic peaks include an inherent first-order vibration peak and a cavity vibration peak;

[0014] The damage judgment module is used to determine the type of vibration signal according to the changing trend of the amplitude and frequency of the characteristic peak within the continuous rolling cycle to determine whether the tire is damaged. The vibration signal type includes a periodic normal vibration signal that identifies the normal operation of the tire, a periodic abnormal vibration signal after the tire becomes abnormal, and a non-periodic random vibration signal caused by the road condition.

[0015] In a third aspect, the present invention provides an electronic device, the electronic device comprising:

[0016] at least one processor; and

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the tire damage monitoring method described in the first aspect of the present invention.

[0019] In a fourth aspect, the present invention provides a computer-readable storage medium storing computer instructions, wherein the computer instructions are used to enable a processor to implement the tire damage monitoring method described in the first aspect of the present invention when executed.

[0020] A tire damage monitoring method provided by an embodiment of the present invention comprises an acceleration sensor disposed on the tire, and a time domain vibration signal of the tire in each rolling cycle is obtained through the acceleration sensor; the time domain vibration signal is converted into a vibration spectrum curve; the amplitude and frequency of the characteristic peak are obtained in the vibration spectrum curve, and the characteristic peak includes an inherent first-order vibration peak and a cavity vibration peak; and whether the tire is damaged is determined according to the change trend of the amplitude and frequency of the characteristic peak in a continuous rolling cycle. The inherent first-order vibration peak can indicate the damage on the tire surface, and the cavity vibration peak can indicate the damage inside the tire. Therefore, whether the tire is damaged can be determined in combination with the change trend of the amplitude and frequency of the characteristic peak in a continuous rolling cycle. Compared with implanting a pressure sensor inside the tire to detect tire damage, the method of detecting tire damage by collecting vibration signals through an acceleration sensor is more accurate and faster. The tire damage monitoring method of the present invention can monitor the tire status in real time and accurately, thereby improving driving safety.

[0021] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 is a flow chart of a tire damage monitoring method provided by an embodiment of the present invention;

[0024] Figure 2 It is a schematic diagram of a vibration spectrum curve of a tire in a rolling cycle provided by an embodiment of the present invention;

[0025] Figure 3 is a structural schematic diagram of a tire damage monitoring device provided by an embodiment of the present invention;

[0026] Figure 4 It is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0028] Figure 1 The present invention provides a flowchart of a tire damage monitoring method. The present invention is applicable to tire damage monitoring. The method can be performed by a tire damage monitoring device. The tire damage monitoring device can be implemented in the form of hardware and / or software. The tire damage monitoring device can be configured in an electronic device. An acceleration sensor is provided on the tire, such as Figure 1 As shown, the tire damage monitoring method includes:

[0029] S101. Obtaining a time domain vibration signal of the tire in each rolling cycle through an acceleration sensor.

[0030] The accelerometer is placed at the center of the axle of each tire to collect tire vibration signals, that is, time-domain vibration signals. Compared with implanting pressure sensors inside the tire to detect tire damage, the method of using accelerometers to collect vibration signals to detect tire damage is more accurate and faster.

[0031] A rolling cycle is the time it takes for a tire to roll one circle. The rolling cycle is determined by the tire's rotation speed. Generally speaking, in multiple rolling cycles, if the tire's rotation speed is the same, the rolling cycles are the same. The number of rolling cycles can be set according to actual needs. For example, tire damage detection can be performed every 10 rolling cycles.

[0032] S102, converting the time domain vibration signal into a vibration spectrum curve.

[0033] The horizontal axis of the time domain signal is time and the vertical axis is vibration amplitude. The data can be smoothed first. Specifically, low-pass filters, polynomial fitting, sliding average method and other methods can be used to achieve smooth fitting. The main functions of smooth fitting of data include reducing interference, improving data quality, improving analysis results, and making data easier to analyze and visualize.

[0034] The time domain signal reflects the change process of the signal parameters over time, and the frequency domain signal reflects the frequency components contained in the signal. For tire damage signals, the signal not only changes with time, but also is related to information such as frequency. This requires further analysis of the frequency structure of the signal and description of the signal in the frequency domain. The transformation of dynamic signals from the time domain to the frequency domain is mainly achieved through Fourier series and Fourier transform, and the frequency domain curve is the relationship curve between vibration frequency and vibration amplitude.

[0035] S103, obtaining the amplitude and frequency of characteristic peaks in the vibration spectrum curve, where the characteristic peaks include inherent first-order vibration peaks and cavity vibration peaks.

[0036] The natural first-order vibration peak is the peak corresponding to the natural first-order frequency. The natural first-order frequency refers to the lowest frequency when the tire vibrates at a fixed end point. In the mechanical field, the natural frequency is also called the resonance frequency. For a tire, when the tire is running, the tire will be affected by various forces, and these forces will cause the tire to vibrate, and the first-order natural frequency is the natural vibration frequency of the tire in this case.

[0037] The cavity vibration peak is the peak corresponding to the frequency of the tire cavity resonance noise. The tire cavity resonance noise is caused by the road excitation to cause the cavity gas between the tire and the wheel to resonate, forming a resonance sound. The rim and the tire form a closed cavity, forming a tubular structure. When the tire is in a free state: at this time, the natural frequency of the compressed air inside the tire is only one, and its frequency is generally 180~250Hz.

[0038] The inherent first-order vibration peak A1 can indicate the damage on the tire surface, and the cavity vibration peak A2 can indicate the damage inside the tire.

[0039] Figure 2 It is a schematic diagram of the vibration spectrum curve of a tire in a rolling cycle, such as Figure 2 As shown, within this rolling period, the frequency of the inherent first-order vibration peak A1 is 85 Hz and the amplitude is 23 db, and the frequency of the cavity vibration peak A2 is 215 Hz and the amplitude is 20 dB.

[0040] S104: Determine the type of vibration signal according to the variation trend of the amplitude and frequency of the characteristic wave peak in the continuous rolling cycle to determine whether the tire is damaged.

[0041] Among them, the vibration signal types include periodic normal vibration signals for identifying normal operation of the tire, periodic abnormal vibration signals after the tire becomes abnormal, and non-periodic random vibration signals caused by road conditions.

[0042] It can be known that, under normal circumstances, the amplitude and frequency of the characteristic peaks of the tire remain relatively unchanged when running, but when the road conditions change or the tire is damaged, the amplitude and frequency of the characteristic peaks of the tire usually change when running. Specifically, when the amplitude and frequency of the inherent first-order vibration peak A1 and the cavity vibration peak A2 in the vibration signal do not change and are periodic, the vibration signal is judged to be a periodic normal vibration signal and the tire is normal.

[0043] When the frequency and amplitude of the inherent first-order vibration peak A1 and the cavity vibration peak A2 in the vibration signal change and are periodic, the tire vibration signal is judged to be a periodic abnormal vibration signal, and the tire is damaged.

[0044] When the frequencies of the inherent first-order vibration peak A1 and the cavity vibration peak A2 in the vibration signal do not change, but the amplitude increases and becomes non-periodic, the vibration signal is judged to be a non-periodic random vibration signal, indicating that the road condition has changed.

[0045] In summary, it can be seen that the vibration signal type can be determined based on the changing trend of the amplitude and frequency of the characteristic peak in a continuous rolling cycle to determine whether the tire is damaged.

[0046] A tire damage monitoring method provided by an embodiment of the present invention comprises an acceleration sensor disposed on the tire, and a time domain vibration signal of the tire in each rolling cycle is obtained through the acceleration sensor; the time domain vibration signal is converted into a vibration spectrum curve; the amplitude and frequency of the characteristic peak are obtained in the vibration spectrum curve, and the characteristic peak includes an inherent first-order vibration peak and a cavity vibration peak; and whether the tire is damaged is determined according to the change trend of the amplitude and frequency of the characteristic peak in a continuous rolling cycle. The inherent first-order vibration peak can indicate the damage on the tire surface, and the cavity vibration peak can indicate the damage inside the tire. Therefore, whether the tire is damaged can be determined in combination with the change trend of the amplitude and frequency of the characteristic peak in a continuous rolling cycle. Compared with implanting a pressure sensor inside the tire to detect tire damage, the method of detecting tire damage by collecting vibration signals through an acceleration sensor is more accurate and faster. The tire damage monitoring method of the present invention can monitor the tire status in real time and accurately, thereby improving driving safety.

[0047] In an optional embodiment, determining the vibration signal type according to the change trend of the amplitude and frequency of the characteristic peak in a continuous rolling cycle to determine whether the tire is damaged includes:

[0048] For each type of characteristic peak, the amplitude reference value and frequency reference value of the characteristic peak when the tire is not damaged are obtained, the absolute value of the difference between the amplitude of the characteristic peak in each rolling cycle and the amplitude reference value is calculated to obtain a first difference, and the absolute value of the difference between the frequency of the characteristic peak in each rolling cycle and the frequency reference value is calculated to obtain a second difference. The vibration signal type is determined according to the first difference and the second difference to determine whether the tire is damaged.

[0049] That is, it is determined whether the amplitude and frequency of the characteristic peaks change significantly in each rolling cycle. If there is a significant change, tire damage may occur.

[0050] Specifically, determining the vibration signal type according to the first difference and the second difference to determine whether the tire is damaged includes:

[0051] Determine whether there is a first difference greater than a preset first threshold or a second difference greater than a preset second threshold; if not, determine that the vibration signal is a periodic normal vibration signal and the tire is not damaged; if so, calculate the standard deviation of the amplitude and frequency of each type of characteristic peak in all current rolling cycles, and obtain the amplitude standard deviation and frequency standard deviation of each type of characteristic peak; determine whether the vibration signal is a periodic abnormal vibration signal based on the size relationship between the amplitude standard deviation corresponding to each type of characteristic peak and the preset first standard deviation, and the size relationship between the frequency standard deviation and the preset second standard deviation; when the vibration signal is a periodic abnormal vibration signal, determine that the tire is damaged. Among them, the first threshold and the second threshold can be set according to specific needs, or can be set to equal values.

[0052] When the first difference is greater than the preset first threshold, it means that the amplitude of the characteristic peak in the current scrolling cycle is significantly different from the amplitude reference value, that is, the amplitude has changed significantly. When the second difference is greater than the preset second threshold, it means that the frequency of the characteristic peak in the current scrolling cycle is significantly different from the frequency reference value, that is, the frequency has changed significantly.

[0053] If there is no significant change in the amplitude and frequency (relative to the reference value) in each rolling cycle, it can be determined that the vibration signal is a normal periodic vibration signal and the tire is not damaged. If there is a significant change in the amplitude and frequency in any rolling cycle, in order to distinguish it from the abnormal vibration signal caused by the change in road conditions, the periodicity of the amplitude and frequency changes can be further analyzed. Specifically, the standard deviation of the frequency and amplitude in the continuous rolling cycle is used for analysis. The standard deviation is a statistic that describes the degree of discreteness of the data. When the standard deviation of the frequency or amplitude is small, it means that the values ​​of the frequency or amplitude are more concentrated, that is, they have periodicity. When the standard deviation of the frequency or amplitude is large, it means that the values ​​of the frequency or amplitude are more dispersed, that is, they do not have periodicity. In addition, by analyzing the numerical discreteness of the frequency or amplitude through the standard deviation, it can also avoid the interference of instantaneous peak data on the results. For example, when the frequency or amplitude corresponding to the characteristic peak in a certain rolling cycle is greatly different from that in other rolling cycles, it will not excessively affect the calculation results of the entire frequency or amplitude standard deviation. In addition, before calculating the frequency or amplitude standard deviation, a preset number of maximum and minimum values ​​can be removed to avoid interference from instantaneous noise data.

[0054] In an optional embodiment, whether the vibration signal is a periodic abnormal vibration signal is determined based on the size relationship between the amplitude standard deviation corresponding to each type of characteristic peak and a preset first standard deviation, and the size relationship between the frequency standard deviation and a preset second standard deviation, including: if the amplitude standard deviation is greater than or equal to the preset first standard deviation and the frequency standard deviation is less than the preset second standard deviation, the vibration signal is determined to be a non-periodic random vibration signal; if there is any type of characteristic peak whose amplitude standard deviation is less than the preset first standard deviation and the frequency standard deviation is less than the preset second standard deviation, the vibration signal is determined to be a periodic abnormal vibration signal.

[0055] If the amplitude standard deviation is less than the preset first standard deviation and the frequency standard deviation is less than the preset second standard deviation, it means that the frequency corresponding to the characteristic peak has not changed, but the amplitude has changed, and the amplitude change is not periodic, then it can be determined that the vibration signal is a non-periodic random vibration signal, that is, the signal changes aperiodically due to changes in road conditions. For example, when the road surface is a bumpy section, the amplitude of the tire will change. Generally, the position of the bumps on the road surface is random, so the change of the tire's amplitude is also irregular, but because the tire itself is relatively intact and undamaged, the vibration frequency inside the tire has not changed.

[0056] If the amplitude standard deviation corresponding to any type of characteristic peaks is less than the preset first standard deviation and the frequency standard deviation is less than the preset second standard deviation, it means that the amplitude and frequency corresponding to a certain type or all of the characteristic peaks have changed, but the changes in amplitude and frequency are still periodic, and the vibration signal of the tire can be determined to be a periodic abnormal vibration signal. For example, a nail is pierced into a tire or the surface is cut (the crack is small), and the nail or crack will affect the frequency and amplitude corresponding to the characteristic peak in the vibration spectrum curve, but the tire as a whole is still relatively stable, so the frequency and amplitude corresponding to the obtained characteristic peaks are still periodic.

[0057] In an optional embodiment, after determining that the tire is damaged, the method further includes: if the amplitude standard deviation corresponding to the inherent first-order vibration peak is less than a preset first standard deviation and the frequency standard deviation is less than a preset second standard deviation, determining that the tire has surface damage; if the amplitude standard deviation corresponding to the cavity vibration peak is less than the preset first standard deviation and the frequency standard deviation is less than the preset second standard deviation, determining that the tire has internal damage.

[0058] The inherent first-order vibration peak A1 can indicate the damage to the tire surface, and the cavity vibration peak A2 can indicate the damage to the tire interior. Specifically, when the tire has external surface damage such as falling blocks and cracks, the frequency and amplitude ratio of the inherent first-order vibration peak A1 in the vibration signal will change; the frequency and amplitude ratio of the cavity vibration peak A2 will remain unchanged. When the tire has internal damage such as bulges and punctures, the frequency and amplitude ratio of the cavity vibration peak A2 in the vibration signal will change; the frequency and amplitude ratio of the inherent first-order vibration peak A1 will remain unchanged.

[0059] In an optional embodiment, before determining whether the tire is damaged, it also includes: determining whether the vibration signals of at least two tires are periodic abnormal vibration signals; if so, determining that the vibration signal is a non-periodic random vibration signal, that is, the vibration signal of the tire is abnormal due to changes in road conditions; if not, determining that the tire is damaged.

[0060] Certain changes in road conditions may also cause the system to misjudge tire damage, for example, when the obstacles on the road are regular obstacles (such as speed bumps). The possibility that the vibration signals of at least two tires are abnormal at the same time is very small. The advantage of this setting is that it can avoid misjudgment caused by changes in road conditions, that is, it can avoid affecting the normal driving of the vehicle.

[0061] In an optional embodiment, the tire damage monitoring method further includes: sending the tire evaluation result to the vehicle's human-computer interaction terminal. Specifically, the vehicle may be provided with a vehicle computer (human-computer interaction product), and when the evaluation result is tire damage, timely feedback to the driver on the current working status of the tire is provided so that the driver can adjust the driving strategy in time, such as reminding the user to slow down when the road conditions change, and providing the user with a parking inspection when the tire has internal damage, thereby improving driving safety. The human-computer interaction terminal may also be a mobile phone APP connected to the vehicle controller.

[0062] In an optional embodiment, corresponding to the tire damage monitoring method of the present invention, the present invention further provides a tire damage monitoring device, Figure 3 A schematic diagram of the structure of a tire damage monitoring device provided by an embodiment of the present invention. Figure 3 As shown, the tire damage monitoring device comprises:

[0063] The data acquisition module 301 is used to obtain the time domain vibration signal of the tire in each rolling cycle through the acceleration sensor;

[0064] A vibration spectrum curve acquisition module 302 is used to convert the time domain vibration signal into a vibration spectrum curve;

[0065] A characteristic value acquisition module 303 is used to obtain the amplitude and frequency of characteristic peaks in the vibration spectrum curve, wherein the characteristic peaks include the inherent first-order vibration peaks and the cavity vibration peaks;

[0066] The damage judgment module 304 is used to determine the type of vibration signal according to the changing trend of the amplitude and frequency of the characteristic peak within the continuous rolling cycle to determine whether the tire is damaged. The vibration signal type includes a periodic normal vibration signal that identifies the normal operation of the tire, a periodic abnormal vibration signal after the tire becomes abnormal, and a non-periodic random vibration signal caused by the road condition environment.

[0067] Optionally, the damage judgment module 304 includes:

[0068] A reference value acquisition submodule, used for acquiring, for each type of the characteristic wave peak, an amplitude reference value and a frequency reference value of the characteristic wave peak when the tire is not damaged;

[0069] A first difference calculation submodule, used for calculating the absolute value of the difference between the amplitude of the characteristic peak in each rolling period and the amplitude reference value, to obtain a first difference;

[0070] A second difference calculation submodule, used for calculating the absolute value of the difference between the frequency of the characteristic peak in each rolling period and the frequency reference value to obtain a second difference;

[0071] The damage judgment submodule is used to determine the type of the vibration signal according to the first difference and the second difference to determine whether the tire is damaged.

[0072] Optionally, the damage judgment submodule includes:

[0073] A difference judgment unit is used to judge whether the first difference is greater than a preset first threshold or the second difference is greater than a preset second threshold; if not, the content of the first unit is executed; if so, the content of the second unit is executed.

[0074] The first unit is used to determine that the vibration signal is a periodic normal vibration signal and the tire is not damaged;

[0075] The second unit is used to calculate the standard deviation of the amplitude and frequency of each type of the characteristic peak in all the current rolling cycles, and obtain the amplitude standard deviation and frequency standard deviation corresponding to each type of the characteristic peak;

[0076] A damage signal determination unit, used to determine whether the vibration signal is a periodic abnormal vibration signal according to the size relationship between the amplitude standard deviation corresponding to each type of the characteristic peak and a preset first standard deviation, and the size relationship between the frequency standard deviation and a preset second standard deviation;

[0077] The damage determination unit is used to determine that the tire is damaged when the vibration signal is a periodic abnormal vibration signal.

[0078] Optionally, the damage signal determination unit includes:

[0079] A first analysis component, configured to determine that the vibration signal is a non-periodic random vibration signal if the amplitude standard deviations are all greater than or equal to a preset first standard deviation and the frequency standard deviations are all less than a preset second standard deviation;

[0080] The second analysis component is used to determine that the vibration signal is a periodic abnormal vibration signal if the amplitude standard deviation corresponding to any type of the characteristic peaks is smaller than a preset first standard deviation and the frequency standard deviation is smaller than a preset second standard deviation.

[0081] Optionally, the damage judgment submodule further includes:

[0082] The tire signal abnormality number determination unit is used to determine whether the vibration signals of at least two tires are periodic abnormal vibration signals; if so, the content of the random vibration signal determination unit is executed; if not, the content of the damage determination unit is executed;

[0083] The random vibration signal determination unit is used to determine whether the vibration signal is a non-periodic random vibration signal.

[0084] Optionally, the damage judgment submodule further includes:

[0085] A first damage determination unit, configured to determine that the tire has surface damage if the amplitude standard deviation corresponding to the inherent first-order vibration peak is smaller than a preset first standard deviation and the frequency standard deviation is smaller than a preset second standard deviation;

[0086] The second damage determination unit is used to determine that the tire has internal damage if the amplitude standard deviation corresponding to the cavity vibration peak is less than a preset first standard deviation and the frequency standard deviation is less than a preset second standard deviation.

[0087] Optionally, the tire damage monitoring device further includes:

[0088] The evaluation result sending module is used to send the tire evaluation result to the human-computer interaction terminal of the vehicle.

[0089] The tire damage monitoring device provided in the embodiment of the present invention can execute the tire damage monitoring method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0090] Figure 4 A schematic diagram of an electronic device 40 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0091] like Figure 4 As shown, the electronic device 40 includes at least one processor 41, and a memory connected to the at least one processor 41, such as a read-only memory (ROM) 42, a random access memory (RAM) 43, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 41 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 42 or the computer program loaded from the storage unit 48 to the random access memory (RAM) 43. In the RAM 43, various programs and data required for the operation of the electronic device 40 can also be stored. The processor 41, the ROM 42, and the RAM 43 are connected to each other through a bus 44. An input / output (I / O) interface 45 is also connected to the bus 44.

[0092] A number of components in the electronic device 40 are connected to the I / O interface 45, including: an input unit 46, such as a keyboard, a mouse, etc.; an output unit 47, such as various types of displays, speakers, etc.; a storage unit 48, such as a disk, an optical disk, etc.; and a communication unit 49, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 49 allows the electronic device 40 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0093] The processor 41 may be a variety of general and / or dedicated processing components with processing and computing capabilities. Some examples of the processor 41 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 41 executes the various methods and processes described above, such as a tire damage monitoring method.

[0094] In some embodiments, the tire damage monitoring method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 48. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 40 via the ROM 42 and / or the communication unit 49. When the computer program is loaded into the RAM 43 and executed by the processor 41, one or more steps of the tire damage monitoring method described above may be performed. Alternatively, in other embodiments, the processor 41 may be configured to perform the tire damage monitoring method in any other appropriate manner (e.g., by means of firmware).

[0095] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0096] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0097] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0098] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0099] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0100] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0101] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0102] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A tire damage monitoring method, characterized in that: An acceleration sensor is provided on the tire, and the method comprises: Obtaining a time domain vibration signal of the tire in each rolling cycle through the acceleration sensor; Converting the time-domain vibration signal into a vibration spectrum curve; Acquire the amplitude and frequency of characteristic peaks in the vibration spectrum curve, wherein the characteristic peaks include an inherent first-order vibration peak and a cavity vibration peak; The vibration signal type is determined based on the changing trend of the amplitude and frequency of the characteristic peak within the continuous rolling cycle to determine whether the tire is damaged. The vibration signal type includes a periodic normal vibration signal that identifies the normal operation of the tire, a periodic abnormal vibration signal after the tire becomes abnormal, and a non-periodic random vibration signal caused by the road condition.

2. The tire damage monitoring method according to claim 1, characterized in that: Determining the vibration signal type according to the change trend of the amplitude and frequency of the characteristic wave peak in the continuous rolling cycle to determine whether the tire is damaged includes: For each type of characteristic wave peak, obtaining an amplitude reference value and a frequency reference value of the characteristic wave peak when the tire is not damaged; Calculating the absolute value of the difference between the amplitude of the characteristic peak in each rolling period and the amplitude reference value to obtain a first difference; Calculate the absolute value of the difference between the frequency of the characteristic peak in each rolling period and the frequency reference value to obtain a second difference; The vibration signal type is determined according to the first difference and the second difference to determine whether the tire is damaged.

3. The tire damage monitoring method according to claim 2, characterized in that: The step of determining the vibration signal type according to the first difference and the second difference to determine whether the tire is damaged includes: Determine whether the first difference is greater than a preset first threshold or the second difference is greater than a preset second threshold; If not, it is determined that the vibration signal is a periodic normal vibration signal and the tire is not damaged; If so, respectively calculate the standard deviation of the amplitude and frequency of each type of the characteristic peak in all the current rolling cycles to obtain the amplitude standard deviation and frequency standard deviation corresponding to each type of the characteristic peak; Determine whether the vibration signal is a periodic abnormal vibration signal according to the magnitude relationship between the amplitude standard deviation corresponding to each type of the characteristic wave peak and a preset first standard deviation, and the magnitude relationship between the frequency standard deviation and a preset second standard deviation; When the vibration signal is a periodic abnormal vibration signal, it is determined that the tire is damaged.

4. The tire damage monitoring method according to claim 3, characterized in that: The determining whether the vibration signal is a periodic abnormal vibration signal according to the magnitude relationship between the amplitude standard deviation corresponding to each type of the characteristic peak and a preset first standard deviation, and the magnitude relationship between the frequency standard deviation and a preset second standard deviation, includes: If the amplitude standard deviations are all greater than or equal to a preset first standard deviation and the frequency standard deviations are all less than a preset second standard deviation, it is determined that the vibration signal is a non-periodic random vibration signal; If there exists any type of characteristic wave peaks whose amplitude standard deviation corresponding to the characteristic wave peaks is smaller than a preset first standard deviation and whose frequency standard deviation is smaller than a preset second standard deviation, it is determined that the vibration signal is a periodic abnormal vibration signal.

5. The tire damage monitoring method according to claim 3, characterized in that: Before determining whether the tire is damaged, the method further includes: Determining whether vibration signals of at least two tires are periodic abnormal vibration signals; If so, determine that the vibration signal is a non-periodic random vibration signal; If not, determine if the tire is damaged.

6. The tire damage monitoring method according to claim 3, characterized in that: After determining that the tire is damaged, the method further includes: If the amplitude standard deviation corresponding to the inherent first-order vibration peak is smaller than a preset first standard deviation and the frequency standard deviation is smaller than a preset second standard deviation, it is determined that the tire has surface damage; If the amplitude standard deviation corresponding to the cavity vibration wave peak is smaller than a preset first standard deviation and the frequency standard deviation is smaller than a preset second standard deviation, it is determined that the tire has internal damage.

7. The tire damage monitoring method according to any one of claims 1 to 6, characterized in that: Also includes: The tire evaluation results are sent to the vehicle's human-computer interaction terminal.

8. A tire damage monitoring device, characterized in that: include: A data acquisition module, used for obtaining a time domain vibration signal of the tire in each rolling cycle through an acceleration sensor; A vibration spectrum curve acquisition module, used for converting the time domain vibration signal into a vibration spectrum curve; A characteristic value acquisition module, used to obtain the amplitude and frequency of characteristic peaks in the vibration spectrum curve, wherein the characteristic peaks include an inherent first-order vibration peak and a cavity vibration peak; The damage judgment module is used to determine the type of vibration signal according to the changing trend of the amplitude and frequency of the characteristic peak within the continuous rolling cycle to determine whether the tire is damaged. The vibration signal type includes a periodic normal vibration signal that identifies the normal operation of the tire, a periodic abnormal vibration signal after the tire becomes abnormal, and a non-periodic random vibration signal caused by the road condition.

9. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the tire damage monitoring method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the tire damage monitoring method according to any one of claims 1 to 7 when executed.

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