Tire pressure information data transmission method

Abstract

The invention relates to a tire pressure information data transmission method. The method comprises the following steps: S1, a relay receiver receives tire pressure data sent by a plurality of tire pressure sensors through a wireless channel in a receiving time period; s2, the relay receiver transmits the comprehensive tire pressure information to a tire pressure host through a wired data connection line in the sending time period; s3, the tire pressure host selects a precise display mode or a fuzzy feedback mode to output tire pressure information according to the vehicle state; wherein in the precise display mode, precise pressure values and temperature data of all tires are displayed through a vehicle-mounted display screen preset on a vehicle; and in the fuzzy feedback mode, the tire pressure state information is transmitted through the combination of a tactile feedback device and an LED indicating lamp which are preset on the vehicle. The anti-interference performance and timeliness of tire pressure data transmission can be greatly improved.

Description

Technical Field

[0001] This application relates to the field of tire pressure data processing, and particularly to a method for transmitting tire pressure information data. Background Art

[0002] With the rapid development of automotive electronics technology, the Tire Pressure Monitoring System (TPMS) has become a standard safety configuration for modern vehicles. However, the following prominent problems still exist in the actual application of the existing technology: 1. Electromagnetic interference problem: The traditional 315 / 433 MHz transmission frequency band is vulnerable to electromagnetic interference from in-vehicle devices such as the ignition system (generating transient interference with a peak value of up to 200 V / m) and electric power steering (generating 20 - 100 kHz harmonic interference). Measured data shows that at the moment of engine startup, the bit error rate of the traditional system can reach the order of magnitude of 10 -2 magnitude.

[0003] 2. Transmission conflict problem: When the relay device performs transceiver operations in the same frequency band, co-frequency mutual interference will occur. Experiments show that when the transmit power exceeds 10 dBm, the receive sensitivity will decrease by more than 30%.

[0004] 3. Insufficient feedback effectiveness: Most existing systems use a single visual alarm, with an identification rate of less than 60% in strong light environments, and cannot meet the requirements of multi-modal interaction for autonomous driving systems above L3 level.

[0005] 4. Risk of data integrity: The miss detection rate of the traditional CRC checksum is as high as 0.1% in the case of burst interference scenarios, and the data packet loss rate can reach 5% - 8% in complex electromagnetic environments.

[0006] Chinese Patent No. CN115091901B discloses a tire pressure information transmission method, system and device. The method includes the following steps: wirelessly monitor the tire pressure signals radiated by any one of multiple tire pressure sensors. After receiving the first tire pressure signal, enter the batch processing state; continue to monitor and receive the tire pressure signals radiated by the multiple tire pressure sensors in the batch processing state; after obtaining the tire pressure signals of all the multiple tire pressure sensors, or after the batch processing state terminates, repackage the tire pressure information in each received tire pressure signal into comprehensive tire pressure information; transmit the comprehensive tire pressure information to a tire pressure host for displaying the comprehensive tire pressure information through a data connection line. This method only avoids the interference of wired communication on wireless signals through non-overlapping transmission in time segments, but does not solve the anti-interference problem of wireless transmission itself, cannot cope with complex electromagnetic environments, especially relies on the batch processing mechanism, and needs to wait for a preset duration or the completion of receiving data from all sensors before sending the comprehensive information, resulting in significant response delays in emergency scenarios, and adopting a fixed time window design, the tire pressure transmission timing is unstable, it is easy to have incomplete tire pressure data, and it is easy to cause data update lags at high vehicle speeds.

[0007] Regarding the above related technologies, the inventor believes that the existing tire pressure information transmission methods have problems such as poor anti-interference ability, insufficient real-time performance, and single user interaction. Summary of the Invention

[0008] To solve the above problems, the present application provides a method for transmitting tire pressure information data.

[0009] In a first aspect, the present application provides a method for transmitting tire pressure information data, adopting the following technical solution: A method for transmitting tire pressure information data includes the following steps: S1. A relay receiver receives tire pressure data sent by multiple tire pressure sensors through a wireless channel during a receiving period; S2. The relay receiver transmits comprehensive tire pressure information to a tire pressure host through a wired data connection line during a sending period, and the sending period and the receiving period are non-overlapping in the time dimension and have a protection interval of at least 1 ms; S3. The tire pressure host outputs tire pressure information according to the vehicle state by selecting an accurate display mode or a fuzzy feedback mode; where: In the accurate display mode, the accurate pressure values and temperature data of each tire are presented through a vehicle-mounted display screen preset on the vehicle; In the fuzzy feedback mode, tire pressure status information is transmitted through an interaction device preset on the vehicle.

[0010] Preferably, the receiving period uses a frequency hopping mechanism to perform dynamic frequency switching in the 902 - 928 MHz frequency band.

[0011] Preferably, the receiving period in step S1 adopts a three-dimensional time-division multiplexing control mechanism, specifically including: A1. Time dimension division: The front-wheel sensor and the rear-wheel sensor use staggered time windows for transmission, and the length of the time window is dynamically adjusted according to the vehicle speed; A2. Space dimension control: Each tire sensor is assigned different initial transmission time slots based on its installation position; A3. Frequency dimension coordination: Adjacent tire sensors within the same time window use different communication frequency points.

[0012] Preferably, the specific method for dynamically adjusting the length of the time window according to the vehicle speed includes: B1. When the vehicle speed < 30 km / h, the receiving window length is 200 ± 50 ms; B2. When 30 km / h ≤ vehicle speed < 80 km / h, the receiving window length is dynamically set through a pre-set receiving window calculation formula, and the receiving window calculation formula is specifically: T = 200 - 1.75V, where T is the receiving window length in ms; V is the vehicle speed value; B3. When the vehicle speed ≥ 80 km / h, the fixed receiving window is 50 ms.

[0013] Preferably, the data transmission in step S1 adopts a PPM-FSK hybrid modulation method, specifically: When the tire pressure fluctuation amplitude < 5 kPa, the FSK modulation method is used; When the tire pressure fluctuation amplitude ≥ 5 kPa, it is switched to the PPM modulation method.

[0014] Preferably, the fuzzy feedback mode can be pre-set according to the application vehicle, specifically including the following steps: Collect the configuration information of the vehicles already on the market to establish a vehicle database; Obtain the VIN code of the application vehicle and retrieve the vehicle database to obtain its configuration information; the configuration information includes vehicle hardware configuration information and hardware control logic configuration information; Generate the fuzzy feedback rules for the application vehicle according to the pre-set matching strategy model based on the configuration information of the application vehicle. Loading the matched fuzzy feedback rules on the application vehicle can complete the pre-setting of the fuzzy feedback mode; the fuzzy feedback rules include the tactile feedback hardware, sound feedback hardware, and / or visual feedback hardware of the vehicle, the fixed trigger logic parameters of the hardware, and the dynamic adjustment strategy of the hardware; the matching strategy model is a deep neural network model obtained through deep learning training with historical data, and the historical data includes vehicle configuration information, the optimal feedback rules set by experts, the strategy effect feedback data, and the industry prior rule data.

[0015] Preferably, the specific steps for generating the fuzzy feedback rule of the application vehicle according to the matching strategy model preset based on the configuration information of the application vehicle are as follows: The matching strategy model determines the feedback hardware that can be enabled by the vehicle and the optimal trigger logic parameters according to the vehicle hardware configuration information of the application vehicle; the feedback hardware that can be enabled includes the primary feedback hardware and the secondary feedback hardware; The matching strategy model determines whether the optimal trigger logic parameters of the primary feedback hardware are occupied by other functions of the application vehicle according to the hardware control logic configuration information of the application vehicle; If not occupied, select the primary feedback hardware, use its optimal trigger logic parameters as the hardware fixed trigger logic parameters, match and generate the hardware dynamic adjustment strategy of the selected hardware through the matching strategy model, and package and output the fuzzy feedback rule of the application vehicle; If occupied, determine whether there is a secondary feedback hardware of the same type based on the feedback type of the occupied primary feedback hardware; If there is, select the secondary feedback hardware of the same type as the occupied primary feedback hardware and other unoccupied primary feedback hardware, use their optimal trigger logic parameters as the hardware fixed trigger logic parameters, match and generate the hardware dynamic adjustment strategy of the selected hardware through the matching strategy model, and package and output the fuzzy feedback rule of the application vehicle; If not, select the idle feedback method of the occupied primary feedback hardware according to the hardware control logic configuration information through the matching strategy model, and make a decision to generate its current optimal trigger logic parameters; Select the current optimal trigger logic parameters of the occupied primary feedback hardware and the optimal trigger logic parameters of other unoccupied primary feedback hardware as the hardware fixed trigger logic parameters, match and generate the hardware dynamic adjustment strategy of the selected hardware through the matching strategy model, and package and output the fuzzy feedback rule of the application vehicle.

[0016] Preferably, the double-check mechanism adopted in the data transmission process of steps S1 and S2 specifically includes: The first check: CRC-8 check is used when transmitting data over the wireless channel; The second check: BCH(15,7) coding check is used when transmitting data over the wired data connection line.

[0017] Preferably, it further includes constructing a multi-vehicle collaborative tire pressure warning network to achieve tire pressure information warning, specifically including the following steps: Construct a tire pressure information sharing network among vehicles, and broadcast the tire pressure status data packet of the application vehicle in real time through the pre-set V2X communication module. The tire pressure status data packet includes vehicle position information, tire pressure status information, and digital signature information; Receive tire pressure status data packets of surrounding vehicles in the tire pressure information sharing network in real time, and calculate the warning risk value R through a preset risk calculation formula. The risk calculation formula is specifically: ; in, is the absolute value of tire pressure deviation of surrounding abnormal vehicles, in kPa; D is the real-time distance between the application vehicle and the abnormal vehicle; a is the tire pressure abnormality weight coefficient, and b is the vehicle distance weight coefficient, both of which are set by the management personnel, and a>b; When the warning risk value R>0.8, it is judged that there is a risk of abnormal tire pressure, and the thermal map of the warning area is projected on the vehicle HUD Preferably, the tire pressure data sent by the tire pressure sensor is transmitted in a data compression manner, which specifically includes the following steps: A lightweight tire pressure prediction model with a size of less than 50KB is run on the tire pressure sensor end, and the pressure / temperature sequence of 10 historical tire pressure sampling points is input to output the prediction value of the next cycle; the lightweight tire pressure prediction model is a lightweight LSTM model, which is trained by historical tire pressure data; The improved CAPS protocol is used for data transmission to determine whether the pressure deviation ΔP or temperature deviation ΔT between the actual measured value and the predicted value of the tire pressure sensor exceeds a preset prediction threshold; the prediction threshold includes a tire pressure error threshold and a temperature error threshold, both of which are set by the management personnel; If it exceeds, it is judged as an abnormal state, and the complete 4-byte differential data is transmitted to the relay receiver, along with a timestamp; If it does not exceed, it is determined to be in a normal state and a 1-byte status code is transmitted to the relay receiver. This status code includes a prediction deviation flag, which is used to characterize the deviation level between the measured data and the predicted data.

[0018] In summary, the present application includes at least one of the following beneficial technical effects: 1. Wireless reception and wired transmission are performed in time-sharing through the relay receiver. The receiving period and the sending period do not overlap, which can effectively avoid electromagnetic interference of wired transmission on wireless signals, greatly reduce the bit error rate, and provide different feedback display modes according to the user's vehicle status. When the user's vehicle is parked or driving at a low speed (less than 5km / h), the precise display mode is enabled to provide the user with the precise pressure value and temperature data of each tire. When the user's vehicle is in a medium or high-speed driving scenario, the user is often unable to check the tire pressure data frequently. At this time, through the fuzzy feedback mode, tactile / optical signals are used to transmit information, so that the driver can understand the abnormal tire pressure in real time, greatly shorten the driver's response time, help ensure the driver's safe driving, and can greatly improve the anti-interference performance and timeliness of tire pressure data transmission; 2. Adopt a three-dimensional time-division multiplexing control mechanism. The division of the time dimension can avoid interference from sensors of the same type. The control in the space dimension facilitates the relay receiver to accurately identify the data sent by each sensor. The coordination in the frequency dimension further reduces data transmission conflicts at the frequency level. Through collaborative optimization in the time, space, and frequency dimensions, the reliability, efficiency, and anti-interference ability of tire pressure sensor data transmission are comprehensively improved, providing strong support for the safe and stable operation of vehicles. 3. It can greatly improve the adaptability and effectiveness of the tire pressure information data transmission method to different vehicles. It can generate personalized fuzzy feedback rules through a matching strategy model according to the actual configuration of the vehicle, and can meet the differences in hardware configuration and control logic of different brands and models of vehicles. Whether it is the complex electronic system of high-end luxury cars or the relatively simple configuration of economy cars, good adaptation can be achieved, and accurate fuzzy feedback rules that conform to the actual situation of the application vehicle can be generated. This accuracy ensures that on different vehicles, tire pressure anomalies can be presented to the driver in the most appropriate way, improving the driver's perception efficiency of tire pressure anomalies. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is the system block diagram of the tire pressure information data transmission system in Embodiment 1 of the present application; Figure 2 is the method flowchart of a tire pressure information data transmission method in Embodiment 1 of the present application; Figure 3 is the method flowchart for generating the frequency point sequence of the frequency hopping mechanism in Embodiment 1 of the present application; Figure 4 is the three-dimensional time-division multiplexing timing diagram in Embodiment 1 of the present application; Figure 5 is the method flowchart for presetting the fuzzy feedback mode according to the application vehicle in Embodiment 1 of the present application; Figure 6 is the method flowchart for matching and generating fuzzy feedback rules for the application vehicle in Embodiment 1 of the present application; Figure 7 is the method flowchart for constructing a multi-vehicle collaborative tire pressure warning network to achieve tire pressure information warning in Embodiment 2 of the present application; Figure 8 is the method flowchart for transmitting the tire pressure data sent by the tire pressure sensor in a data compression manner in Embodiment 3 of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The following further elaborates on the present application in conjunction with the attached Figure 1-8 for a more detailed description.

[0021] Embodiment 1

[0022] The present application embodiment discloses a method for transmitting tire pressure information data. Figure 1 and Figure 2 , a method for transmitting tire pressure information data, comprising the following steps: S1. The relay receiver receives tire pressure data sent by multiple tire pressure sensors through a wireless channel during a receiving period; the relay receiver receives tire pressure data sent by multiple tire pressure sensors through a wireless channel during a predefined receiving period; each tire pressure sensor is installed inside a vehicle tire, periodically collects tire pressure values ​​(unit: kPa) and temperature values ​​(unit: °C), and sends them to the relay receiver through wireless signals; S2. The relay receiver transmits the comprehensive tire pressure information to the tire pressure host through the wired data connection line during the sending period. The sending period and the receiving period are non-overlapping in time dimension and separated by a protection interval of at least 1ms; the protection interval can effectively suppress co-frequency interference. The experimental data of the applicant shows that when the protection interval is 1ms, the bit error rate of the relay receiver is reduced to 10 -5 the following; S3. The tire pressure host selects the precise display mode or the fuzzy feedback mode to output tire pressure information according to the vehicle status; wherein: In the precise display mode, the precise pressure and temperature data of each tire are displayed on the pre-set on-board display screen of the vehicle; it is suitable for scenarios where the vehicle is stationary or driving at low speed; In the fuzzy feedback mode, tire pressure status information is transmitted through the interactive device pre-set on the vehicle. The interactive device includes the vehicle's tactile feedback hardware, sound feedback hardware and visual feedback hardware. This mode is suitable for medium and high-speed driving scenarios to reduce driver distraction. The wireless reception and wired transmission are performed in time-sharing by the relay receiver, and the receiving period and the sending period are non-overlapping, which can effectively avoid the electromagnetic interference of wired transmission on the wireless signal, greatly reduce the bit error rate, and provide different feedback display modes according to the user's vehicle status. When the user's vehicle is parked or at a low speed (less than 5km / h), the precise display mode is enabled to provide the user with the precise pressure value and temperature data of each tire. When the user's vehicle is in a medium and high-speed driving scenario, the user is often unable to frequently distract himself to check the tire pressure data. At this time, through the fuzzy feedback mode, tactile / optical signals are used to transmit information, so that the driver can understand the tire pressure abnormality in real time, greatly shorten the driver's response time, help ensure the driver's safe driving, and can greatly improve the anti-interference performance and timeliness of tire pressure data transmission. In addition, the use of fuzzy feedback mode through multi-mode feedback (touch + vision) can greatly shorten the driver's response time compared to traditional visual feedback, seize the golden reaction time of abnormal tire pressure, and ensure the safety of people on the vehicle.

[0023] In this embodiment, the receiving period in step S1 uses a frequency hopping mechanism to dynamically switch frequencies in the 902-928MHz frequency band. The frequency hopping mechanism dynamically switches frequencies in 1MHz steps, and the frequency hopping sequence is generated by a Hash algorithm. Figure 3 , the specific process is as follows: S11, VIN code input: Generate an initial seed value based on the vehicle's unique identification (such as VIN code); S12, Hash value calculation: input the seed value into the Hash function (such as SHA-256) and output the hash value; S13, output frequency hopping sequence: intercept the last 16 bits of the hash value, convert it to a decimal number, and perform modulus operation to obtain the frequency hopping sequence. Performing frequency hopping operation according to the above process can ensure the randomness and unpredictability of the frequency hopping sequence, effectively avoid external interference sources (such as 200V / m transient interference of the ignition system), and greatly improve the data transmission success rate of the tire pressure sensor. In addition, the frequency hopping sequence generated by Hash is difficult to predict, which prevents malicious signal blocking attacks and improves the security of tire pressure data.

[0024] In order to reduce multi-sensor data transmission conflicts, the receiving period in step S1 adopts a three-dimensional time division multiplexing control mechanism, which specifically includes: A1. Time dimension division: The front wheel sensor and the rear wheel sensor use staggered time window transmission, and the time window length is dynamically adjusted according to the vehicle speed; A2. Spatial dimension control: Each tire sensor is assigned different initial transmission time slots based on the installation position (front left, front right, rear left, rear right); A3. Frequency dimension coordination: Adjacent tire sensors in the same time window use different communication frequencies. Figure 4 , is an example of a three-dimensional time division multiplexing timing diagram. The three-dimensional time division multiplexing control mechanism is adopted. The time dimension division can avoid interference from the same type of sensors. The space dimension control makes it easier for the relay receiver to accurately identify the data sent by each sensor. The frequency dimension coordination further reduces data transmission conflicts from the frequency level. The coordinated optimization in the time, space and frequency dimensions comprehensively improves the reliability, efficiency and anti-interference ability of tire pressure sensor data transmission, providing strong support for the safe and stable operation of vehicles.

[0025] The specific method of dynamically adjusting the time window length according to the vehicle speed includes: B1. When the vehicle speed < 30 km / h, the receiving window length is 200 ± 50 ms; specifically, when the vehicle speed < 30 km / h, the Doppler frequency shift generated by vehicle movement is small, and the specific set value of the receiving window length can be adjusted differently according to the vehicle's specific configuration and antenna model, but the value range is 200 ± 50 ms; at the same time, it can also be adaptively adjusted based on road conditions. When the vehicle speed < 30 km / h, judge the road conditions according to the vehicle acceleration change rate: when the acceleration change rate > 0.5 m / s² (such as in urban road conditions with frequent starts and stops), take the upper limit of the window length of 250 ms to increase the data reception error tolerance rate; when the acceleration change rate ≤ 0.5 m / s² (such as on a highway with slow speed), take the lower limit of the window length of 150 ms to improve the data update frequency; B2. When 30 km / h ≤ vehicle speed < 80 km / h, the receiving window length is dynamically set through a pre-set receiving window calculation formula. The specific receiving window calculation formula is: T = 200 - 1.75V, where T is the receiving window length in ms; V is the vehicle speed value; B3. When the vehicle speed ≥ 80 km / h, the fixed receiving window is 50 ms. Dynamically adjust the receiving window to increase the data update frequency as the vehicle speed increases. When the vehicle is at a low speed, the risk of abnormal tire pressure is low at this time, and the driver has sufficient time to react. Extend the window to improve the weak signal reception rate and ensure stable data reception; when the vehicle is driving at a high speed, the risk of abnormal tire pressure is relatively high, and the driver's reaction time is greatly shortened. Shorten the window to ensure data timeliness, and cooperate with the fuzzy feedback mode to ensure that the driver can respond to abnormal tire pressure immediately and make a reaction efficiently, greatly improving the driving safety of the vehicle.

[0026] In addition, the data transmission in step S1 adopts a PPM-FSK hybrid modulation method. Specifically: When the tire pressure fluctuation amplitude < 5 kPa, use the FSK modulation method; When the tire pressure fluctuation amplitude ≥ 5 kPa, switch to the PPM modulation method. When the tire pressure fluctuates slightly, the FSK modulation method is adopted. Its low-power consumption characteristic is suitable for stable state transmission. And when the tire pressure fluctuation amplitude ≥ 5 kPa: switch to PPM modulation to improve the transmission rate and transmission range (FSK is only 30 m, PPM is 50 m) to cope with the emergency state. Through hybrid modulation, the energy consumption of the tire pressure monitoring system can be greatly reduced.

[0027] Refer to Figure 5 , the fuzzy feedback mode can be pre-set according to the application vehicle, and specifically includes the following steps: C1. Establish a vehicle database: Collect the configuration information of vehicles already on the market to establish a vehicle database; C2. Obtain vehicle configuration information: Retrieve the vehicle database using the VIN code of the application vehicle to obtain its configuration information; the configuration information includes vehicle hardware configuration information and hardware control logic configuration information; C3. Generate and load fuzzy feedback rules: Generate the fuzzy feedback rules for the application vehicle according to the matching strategy model preset based on the configuration information of the application vehicle. After the application vehicle loads the matched fuzzy feedback rules, the presetting of the fuzzy feedback mode can be completed; the fuzzy feedback rules include the tactile feedback hardware, sound feedback hardware, and / or visual feedback hardware of the vehicle, hardware fixed trigger logic parameters, and hardware dynamic adjustment strategies; the matching strategy model is a deep neural network model obtained through deep learning training using historical data, and the historical data includes vehicle configuration information, the optimal feedback rules set by experts, strategy effect feedback data, and industry prior rule data. It should be noted that the specific training steps of the deep neural network model are prior art and will not be elaborated here. Through the above steps, the adaptability and effectiveness of the tire pressure information data transmission method to different vehicles can be greatly improved. Personalized fuzzy feedback rules can be generated according to the actual configuration of the vehicle through the matching strategy model, which can meet the differences in hardware configuration and control logic of different brands and models of vehicles. Whether it is the complex electronic system of high-end luxury cars or the relatively simple configuration of economy cars, good adaptation can be achieved, and accurate fuzzy feedback rules that conform to the actual situation of the application vehicle can be generated. This accuracy ensures that on different vehicles, tire pressure abnormalities can be presented to the driver in the most appropriate way, improving the driver's perception efficiency of tire pressure abnormalities.

[0028] For example, after a certain application vehicle loads the fuzzy feedback rules, when the pressure is insufficient: a 2Hz intermittent vibration is generated on the driver's left seat + the amber indicator light flashes; When the pressure is too high: a 3Hz continuous vibration is generated in the steering wheel area + the red indicator light is always on; When the temperature is abnormal: a tactile pulse feedback is generated on the accelerator pedal + the two-color indicator light flashes alternately.

[0029] At the same time, it also sets the hardware dynamic adjustment strategy, which specifically includes: Strong light environment: Enhance the LED brightness (the brightness is increased by 50% when > 1000 lux); High noise environment (> 75 dB): Automatically increase the tactile feedback intensity by 1 gear; Support night mode (the LED brightness is automatically reduced to 30 nits) to avoid dazzling the driver.

[0030] Refer to Figure 6 The generation of the fuzzy feedback rules for the application vehicle according to the matching strategy model preset based on the configuration information of the application vehicle specifically includes the following steps: D1. Determine the feedback hardware that can be enabled for the vehicle and the optimal trigger logic parameters: The matching strategy model determines the feedback hardware that can be enabled for the vehicle and the optimal trigger logic parameters according to the vehicle hardware configuration information of the application vehicle; the feedback hardware that can be enabled includes the primary feedback hardware and the secondary feedback hardware; D2. Determine whether the primary feedback hardware is occupied: The matching strategy model determines whether the optimal trigger logic parameters of the primary feedback hardware are occupied by other functions of the application vehicle according to the hardware control logic configuration information of the application vehicle; D3. Select the primary feedback hardware and output the fuzzy feedback rule: If it is not occupied, select the primary feedback hardware, use its optimal trigger logic parameters as the hardware fixed trigger logic parameters, generate the hardware dynamic adjustment strategy of the selected hardware through the matching strategy model, and package and output the fuzzy feedback rule of the application vehicle; D4. Determine whether there is a secondary feedback hardware of the same type: If it is occupied, determine whether there is a secondary feedback hardware of the same type based on the feedback type of the occupied primary feedback hardware; D5. Select the secondary feedback hardware of the same type as the occupied primary feedback hardware and other unoccupied primary feedback hardware, and output the fuzzy feedback rule: If there is, select the secondary feedback hardware of the same type as the occupied primary feedback hardware and other unoccupied primary feedback hardware, use their optimal trigger logic parameters as the hardware fixed trigger logic parameters, generate the hardware dynamic adjustment strategy of the selected hardware through the matching strategy model, and package and output the fuzzy feedback rule of the application vehicle; D6. Decide and generate the current optimal trigger logic parameters of the occupied primary feedback hardware: If not, select the idle feedback method of the occupied primary feedback hardware through the matching strategy model according to the hardware control logic configuration information, and decide and generate its current optimal trigger logic parameters; D7. Generate the hardware dynamic adjustment strategy and output the fuzzy feedback rule: Select the current optimal trigger logic parameters of the occupied primary feedback hardware and the optimal trigger logic parameters of other unoccupied primary feedback hardware as the hardware fixed trigger logic parameters, generate the hardware dynamic adjustment strategy of the selected hardware through the matching strategy model, and package and output the fuzzy feedback rule of the application vehicle. Through the above steps, not only can the fuzzy feedback rule be accurately adapted to the vehicle hardware, giving full play to the hardware performance and improving the feedback effect, but also it can effectively handle hardware conflicts, avoiding the failure of the feedback function caused by hardware conflicts, ensuring that the tire pressure feedback can still work normally and efficiently in a complex vehicle hardware usage environment. In addition, generating the hardware dynamic adjustment strategy with the help of the matching strategy model based on the selected hardware can dynamically optimize the fuzzy feedback rule according to the vehicle's real-time state and hardware usage situation, providing the most appropriate and timely tire pressure abnormality feedback for the driver, improving driving safety and user experience.

[0031] The above steps S1 and S2 adopt a double-check mechanism during data transmission, which specifically includes: The first check: CRC-8 check is adopted when transmitting data over the wireless channel; The second check: BCH(15,7) coding check is adopted when transmitting data over the wired data connection line. CRC-8 check can quickly detect errors caused by common reasons such as noise interference and signal attenuation during wireless channel transmission. BCH(15,7) coding check has strong error correction ability, which can not only detect errors but also correct a certain number of errors during the transmission process of the wired data connection line. Through the double-check, the undetected error rate is greatly reduced, providing multi-level guarantee for data accuracy and reliability.

[0032] Embodiment 2

[0033] The difference between this embodiment and Embodiment 1 is that, referring to Figure 7 , a method for transmitting tire pressure information data further includes constructing a multi-vehicle collaborative tire pressure warning network to achieve tire pressure information warning, which specifically includes the following steps: E1. Construct a tire pressure information sharing network among vehicles, and broadcast the tire pressure status data packet of the application vehicle in real time through a pre-set V2X communication module. The tire pressure status data packet includes vehicle position information, tire pressure status information, and digital signature information; E2. Receive the tire pressure status data packets of surrounding vehicles under the tire pressure information sharing network among vehicles in real time, and calculate the warning risk value R through a pre-set risk calculation formula. The specific risk calculation formula is: ; Wherein, is the absolute value of the tire pressure deviation of surrounding abnormal vehicles, in kPa; D is the real-time distance between the application vehicle and the abnormal vehicle; a is the tire pressure abnormality weight coefficient, and b is the vehicle distance weight coefficient, both of which are set by the management personnel, and a > b; E3. When the warning risk value R > 0.8, it is determined that there is a tire pressure abnormality risk, and a warning area heat map is projected on the in-vehicle HUD. Through the above steps, by constructing a tire pressure information sharing network among vehicles, the application vehicle can obtain the tire pressure status data packets of surrounding vehicles in real time. When the tire pressure of surrounding vehicles is abnormal, the application vehicle can calculate the warning risk value with the help of the risk calculation formula. Once the warning risk value R > 0.8, it is immediately determined that there is a tire pressure abnormality risk, and a warning area heat map is projected on the in-vehicle HUD. This enables the driver to be aware of potential risk areas in advance, and in complex road conditions, especially on highways, there is enough time to take preventive measures such as decelerating and changing lanes, avoiding accidents caused by abnormal tire pressure of surrounding vehicles, and greatly improving driving safety.

[0034] Meanwhile, a heat map of the warning area is projected on the in-vehicle HUD, visually showing the risk areas of abnormal tire pressure of surrounding vehicles to the driver. Compared with simple text or voice prompts, the heat map enables the driver to more quickly and clearly understand the location and scope of the risk, facilitating more reasonable decision-making during driving.

[0035] Embodiment 3

[0036] The difference between this embodiment and Embodiment 2 is that, referring to Figure 8 , the tire pressure data sent by the tire pressure sensor is transmitted in a data compression manner, which specifically includes the following steps: F1. Predict the detected value of the tire pressure sensor: Run a lightweight tire pressure prediction model with a volume less than 50KB at the tire pressure sensor end, input the pressure / temperature sequence of the historical 10 tire pressure sampling points, and output the predicted value for the next cycle; the lightweight tire pressure prediction model is a lightweight LSTM model, which is trained through historical tire pressure data; it should be noted that the lightweight LSTM model with a volume less than 50KB belongs to the prior art, and the specific training steps of the lightweight LSTM model are the prior art and will not be elaborated here; F2. Use the improved CAPS protocol for data transmission, and determine whether the pressure deviation ΔP or temperature deviation ΔT between the measured value and the predicted value of the tire pressure sensor exceeds the preset prediction threshold; the prediction threshold includes a tire pressure error threshold and a temperature error threshold, both of which are set by the management personnel; in this embodiment, the prediction threshold is preferably ΔP > 2kPa and ΔT > 1°C; F3. If it exceeds, it is determined to be in an abnormal state, and 4-byte complete differential data is transmitted to the relay receiver, along with a timestamp; F4. If it does not exceed, it is determined to be in a normal state and a 1-byte status code is transmitted to the relay receiver. This status code covers a prediction deviation flag bit, which is used to characterize the deviation level between the measured data and the predicted data. By predicting the tire pressure value for the next cycle through the lightweight LSTM model, only when the pressure deviation ΔP or temperature deviation ΔT between the measured value and the predicted value exceeds the preset threshold (such as ΔP > 2kPa and ΔT > 1°C), 4-byte complete differential data is transmitted. In most normal cases, only a 1-byte status code is transmitted, greatly reducing the data transmission volume. During vehicle driving, the tire pressure data is usually relatively stable. This mechanism avoids the transmission of a large amount of repetitive and redundant data, effectively saves wireless channel resources, improves data transmission efficiency, and reduces transmission delay. The dynamic strategy can better adapt to different tire pressure states, ensuring efficient data transmission without affecting data accuracy, and guaranteeing that the tire pressure information can be transmitted to the relay receiver in a timely and stable manner.

[0037] Moreover, once the deviation exceeds the threshold in the above steps, the complete differential data and timestamp are immediately transmitted, providing detailed abnormal information for the relay receiver. This enables the vehicle's tire pressure monitoring system to promptly detect potential safety hazards, such as tire air leakage and the risk of tire explosion caused by excessive temperature, etc., buying time for the driver to take corresponding measures and improving driving safety.

[0038] It should be noted that Embodiment 3 can be preferably applied to ordinary passenger cars, household cars, etc. according to actual needs to increase the sensor battery life and reduce the transmission load. For high-performance vehicles such as racing cars, the data compression method of this embodiment is not recommended.

[0039] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than limiting the protection scope of the invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on these embodiments, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those of ordinary skill in the art can still, without conflict, make combinations, additions, deletions, or other adjustments to the features in the various embodiments of the present invention without creative efforts according to the situation, so as to obtain different technical solutions that essentially do not deviate from the concept of the present invention, and these technical solutions also belong to the scope of protection of the present invention.

Claims

1. A method for transmitting tire pressure information data, characterized in that: The following steps are involved: S1, the relay receiver receives tire pressure data sent by multiple tire pressure sensors through a wireless channel during a receiving period; S2, the relay receiver transmits the comprehensive tire pressure information to the tire pressure host through the wired data connection line during the sending period, and the sending period and the receiving period are non-overlapping in time dimension and separated by a protection interval of at least 1 ms; S3. The tire pressure host selects the precise display mode or the fuzzy feedback mode to output tire pressure information according to the vehicle status; wherein: In the precise display mode, the precise pressure and temperature data of each tire are displayed through the pre-set on-board display screen of the vehicle; In fuzzy feedback mode, tire pressure status information is transmitted through the interactive device pre-set on the vehicle.

2. A method for transmitting tire pressure information data according to claim 1, characterized in that: The receiving period uses a frequency hopping mechanism to perform dynamic frequency switching in the 902-928 MHz frequency band.

3. The method for transmitting tire pressure information data according to claim 1, characterized in that: The receiving period in step S1 adopts a three-dimensional time division multiplexing control mechanism, which specifically includes: A1. Time dimension division: The front wheel sensor and the rear wheel sensor use staggered time window transmission, and the time window length is dynamically adjusted according to the vehicle speed; A2. Spatial dimension control: Each tire sensor is assigned different initial transmission time slots based on the installation location; A3. Frequency dimension coordination: Adjacent tire sensors in the same time window use different communication frequencies.

4. The method for transmitting tire pressure information data according to claim 3, characterized in that: The specific method of dynamically adjusting the time window length according to the vehicle speed includes: B1. When the vehicle speed is less than 30km / h, the receiving window length is 200±50ms; B2. When 30km / h≤vehicle speed<80km / h, dynamically set the receiving window length through the preset receiving window calculation formula, the receiving window calculation formula is specifically: T=200-1.75V, where T is the receiving window length, in ms; V is the vehicle speed value; B3. When the vehicle speed is ≥80km / h, the fixed receiving window is 50ms.

5. The method for transmitting tire pressure information data according to claim 1, characterized in that: The data transmission in step S1 adopts a PPM-FSK hybrid modulation method, specifically: When the tire pressure fluctuation is less than 5kPa, FSK modulation is used; When the tire pressure fluctuation amplitude is ≥5kPa, switch to PPM modulation mode.

6. The method for transmitting tire pressure information data according to claim 1, characterized in that: The fuzzy feedback mode can be preset according to the application vehicle and specifically includes the following steps: Collect the configuration information of vehicles sold in the market to establish a vehicle database; Obtain the VIN code of the application vehicle and search the vehicle database to obtain its configuration information; the configuration information includes vehicle hardware configuration information and hardware control logic configuration information; A fuzzy feedback rule for the application vehicle is generated according to a matching strategy model preset based on the configuration information of the application vehicle, and the fuzzy feedback mode pre-setting can be completed by loading the matched fuzzy feedback rule on the application vehicle; the fuzzy feedback rule includes the vehicle's tactile feedback hardware, sound feedback hardware and / or visual feedback hardware, hardware fixed trigger logic parameters and hardware dynamic adjustment strategy; the matching strategy model is a deep neural network model obtained by deep learning training based on historical data, and the historical data includes vehicle configuration information, optimal feedback rules set by experts, strategy effect feedback data and industry prior rule data.

7. The method for transmitting tire pressure information data according to claim 6, characterized in that: The method of generating the fuzzy feedback rules of the application vehicle according to the matching strategy model preset according to the configuration information of the application vehicle specifically includes the following steps: The matching strategy model determines the feedback hardware that can be enabled in the vehicle and the optimal trigger logic parameters according to the vehicle hardware configuration information of the application vehicle; the enabled feedback hardware includes priority feedback hardware and second priority feedback hardware; The matching strategy model determines whether the optimal trigger logic parameters of the priority feedback hardware are occupied by other functions of the application vehicle according to the hardware control logic configuration information of the application vehicle; If it is not occupied, the priority feedback hardware is selected, and its optimal trigger logic parameters are used as the hardware fixed trigger logic parameters. The hardware dynamic adjustment strategy of the selected hardware is generated through matching strategy model matching, and the fuzzy feedback rules of the application vehicle are packaged and output; If occupied, determine whether there is a second priority feedback hardware of the same type based on the feedback type of the occupied priority feedback hardware; If it exists, select the same type of second priority feedback hardware of the occupied priority feedback hardware and other unoccupied priority feedback hardware, use their optimal trigger logic parameters as the hardware fixed trigger logic parameters, generate the hardware dynamic adjustment strategy of the selected hardware through matching strategy model matching, and package and output the fuzzy feedback rules of the application vehicle; If it does not exist, the idle feedback mode of the occupied priority feedback hardware is selected according to the hardware control logic configuration information through the matching strategy model, and the decision is made to generate its current optimal trigger logic parameters; The current optimal trigger logic parameters of the occupied priority feedback hardware and the optimal trigger logic parameters of other unoccupied priority feedback hardware are selected as hardware fixed trigger logic parameters, and the hardware dynamic adjustment strategy of the selected hardware is generated through matching strategy model matching, and the fuzzy feedback rules of the application vehicle are packaged and output.

8. The method for transmitting tire pressure information data according to claim 1, characterized in that: Steps S1 and S2 use a double check mechanism during data transmission, specifically including: First check: CRC-8 check is used when transmitting data in wireless channels; Second check: BCH (15,7) coding check is used when transmitting data on the wired data connection line.

9. The method for transmitting tire pressure information data according to claim 1, characterized in that: It also includes building a multi-vehicle collaborative tire pressure warning network to realize tire pressure information warning, which specifically includes the following steps: Build a tire pressure information sharing network between vehicles, and broadcast the tire pressure status data packet of the application vehicle in real time through the pre-set V2X communication module. The tire pressure status data packet includes vehicle location information, tire pressure status information and digital signature information; Receive tire pressure status data packets of surrounding vehicles in the tire pressure information sharing network in real time, and calculate the warning risk value R through a preset risk calculation formula. The risk calculation formula is specifically: ； in, is the absolute value of tire pressure deviation of surrounding abnormal vehicles, in kPa; D is the real-time distance between the application vehicle and the abnormal vehicle; a is the tire pressure abnormality weight coefficient, and b is the vehicle distance weight coefficient, both of which are set by the management personnel, and a>b; When the warning risk value R>0.8, it is judged that there is a risk of abnormal tire pressure, and a heat map of the warning area is projected on the vehicle's HUD.

10. The method for transmitting tire pressure information data according to claim 1, characterized in that: The tire pressure data sent by the tire pressure sensor is transmitted in a data compression manner, which specifically includes the following steps: A lightweight tire pressure prediction model with a size of less than 50KB is run on the tire pressure sensor end, and the pressure / temperature sequence of 10 historical tire pressure sampling points is input to output the prediction value of the next cycle; the lightweight tire pressure prediction model is a lightweight LSTM model, which is trained by historical tire pressure data; The improved CAPS protocol is used for data transmission to determine whether the pressure deviation ΔP or temperature deviation ΔT between the actual measured value and the predicted value of the tire pressure sensor exceeds a preset prediction threshold; the prediction threshold includes a tire pressure error threshold and a temperature error threshold, both of which are set by the management personnel; If it exceeds, it is judged as an abnormal state, and the complete 4-byte differential data is transmitted to the relay receiver, along with a timestamp; If it does not exceed, it is determined to be in a normal state and a 1-byte status code is transmitted to the relay receiver. This status code includes a prediction deviation flag, which is used to characterize the deviation level between the measured data and the predicted data.

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