A data transmission method based on a tire pressure sensor, a vehicle, and a tire pressure sensor.

Abstract

This invention relates to the field of vehicle control, specifically to a data transmission method based on a tire pressure sensor, a vehicle, and a tire pressure sensor. This application uses triggered data transmission based on tire pressure sampling results, uploading built-in status data only when the tire is under pressure or under pressure. This eliminates the need for a low-frequency inductor for periodic data transmission and reception, saving on the hardware procurement and assembly of the inductor and avoiding cost waste from idle components. Secondly, data transmission is initiated in two scenarios: tire inflation and deflation. On-demand transmission is achieved based on operating pressure determination, saving on low-frequency inductor hardware investment and sensor production costs, while only pushing effective data with quality traceability and fault warning capabilities to external devices. Ultimately, production line information uploading can be completed using only the sensor's existing pressure acquisition and data transmission functions, without adding any additional hardware burden.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and more specifically to a data transmission method based on a tire pressure sensor, a vehicle, and a tire pressure sensor. Background Technology

[0002] Currently, Tire Pressure Monitoring Systems (TPMS) are widely used in the automotive industry to monitor tire pressure and temperature in real time to ensure driving safety. In existing TPMS technology, the tire pressure sensor typically integrates a low-frequency inductive receiver. Whether on the tire supplier's (Tire 1) production line or in the original equipment manufacturer's (OEM) production process, when it is necessary to read information stored inside the tire pressure sensor (such as sensor ID, tire pressure value, temperature, etc.), an external device (such as a low-frequency trigger or tooling) emits a low-frequency signal. The low-frequency inductor inside the tire pressure sensor receives this signal, is activated, and then transmits the required data via radio frequency. Triggering based on low-frequency electromagnetic induction has become a standard technique in the industry.

[0003] However, the triggering scheme based on low-frequency inductors has significant shortcomings in practical applications: the low-frequency inductor and its associated receiving circuit are only used to read data from the sensor during product manufacturing or assembly line stages, and are completely unused during normal vehicle use by end users. Therefore, it provides no additional functionality to the vehicle and does not enhance the user's driving experience. Thus, retaining this component in the tire pressure sensor not only increases material costs and assembly complexity but also results in unnecessary resource waste. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a data transmission method based on a tire pressure sensor, a vehicle, and a tire pressure sensor, to solve the problem in the prior art that the use of low-frequency inductors leads to wasted cost of tire pressure sensors and no practical value to end customers.

[0005] In a first aspect, embodiments of the present invention provide a data transmission method based on a tire pressure sensor, the method comprising: The tire pressure is obtained by the tire pressure sensor detecting the tire pressure and the resulting tire pressure sampling result. If the tire pressure sampling result indicates that the tire is under pressure or under negative pressure, the tire pressure sensor is controlled to actively transmit the stored built-in status data.

[0006] Furthermore, the tire pressure monitoring results obtained by the tire pressure sensor include: Obtain the real-time pressure value collected by the tire pressure sensor; The tire pressure sampling results are obtained by comparing the real-time pressure value with the target pressure threshold and the real-time pressure value with the negative pressure determination threshold. The negative pressure determination threshold includes a first negative pressure threshold and a second negative pressure threshold, wherein the first negative pressure threshold is less than the target pressure threshold; if the real-time pressure value is greater than or equal to the target pressure threshold, the tire pressure sampling result is determined to indicate that the tire is under pressure; or, if the real-time pressure value is less than the first negative pressure threshold and greater than or equal to the second negative pressure threshold, the tire pressure sampling result is determined to indicate that the tire is under negative pressure.

[0007] Furthermore, the method also includes: The working condition characteristics of the tire during the inflation process are collected to obtain the corresponding working condition type; Obtain the target pressure threshold corresponding to the operating condition type.

[0008] Furthermore, obtaining the target pressure threshold corresponding to the operating condition type includes: If the operating condition type is a tank-pressurized pre-installation condition, then the first pressure threshold corresponding to the tank-pressurized pre-installation condition is used as the target pressure threshold, wherein the tank-pressurized pre-installation condition is used to characterize the operating condition of a single tire assembly being pressurized in a pressure tank; or... If the working condition type is an inflation calibration working condition, then the second pressure threshold corresponding to the inflation calibration working condition is used as the target pressure threshold, wherein the second pressure threshold is greater than or equal to the first pressure threshold, and the inflation calibration working condition is used to characterize the working condition of the first inflation operation after the tire is assembled into the vehicle.

[0009] Furthermore, the method also includes: Obtain the pressure difference parameters inside and outside the pressure tank cavity and / or the ambient temperature, and use the ambient temperature to obtain appropriate temperature compensation parameters; The first base pressure is adjusted using the internal and external pressure difference parameter and / or the temperature compensation parameter to obtain the first pressure threshold, wherein the first base pressure is the pressure when the pressure tank has no pressure difference and the ambient temperature is at the calibrated temperature.

[0010] Furthermore, the method also includes: Obtain the pressure loss parameters of the inflation pipe connected to the tire and / or the factory tire pressure parameters of the vehicle. The second base pressure is adjusted using the pressure loss parameter and / or the factory tire pressure parameter to obtain the second pressure threshold, wherein the second base pressure is the pressure when the inflation pipe is lossless and the air pressure at both ends of the pipe is consistent.

[0011] Furthermore, after acquiring the real-time pressure value of the tire pressure sensor under the current tire operating conditions, the method further includes: If the detected real-time pressure value is greater than or equal to the first pressure threshold, the tire pressure sensor is triggered to switch to high-frequency message transmission mode to complete the position matching self-learning of each tire pressure sensor and its corresponding tire within a preset driving time.

[0012] Furthermore, after learning the tire pressure sensor positions for each tire within a preset driving time, the method further includes: The system monitors whether external devices issue verification commands for the location binding status; wherein the location binding status is detected by the external devices and is used to characterize whether each tire pressure sensor of the vehicle is properly bound to its corresponding wheel installation position. If a verification pass command is received from the external device, the tire pressure sensor is controlled to exit the high-frequency message transmission mode; if a verification fail command is received from the external device, the high-frequency message transmission mode is maintained until a verification pass command is received from the external device, after which the high-frequency message transmission mode is exited.

[0013] Secondly, a data transmission device based on a tire pressure sensor, the device comprising: The acquisition module is used to acquire the tire pressure sampling results obtained by the tire pressure sensor detecting the tire pressure. The trigger module is used to control the tire pressure sensor to actively transmit the stored built-in status data if the tire pressure sampling result indicates that the tire is under pressure or the tire is under negative pressure.

[0014] Thirdly, embodiments of the present invention provide a vehicle, including: a body, tires, and a tire pressure sensor, wherein the tire pressure sensor is deployed on the tires and is used to perform the method described in the first aspect or any corresponding embodiment thereof.

[0015] Fourthly, embodiments of the present invention provide a tire pressure sensor, including: a control unit and an acceleration sensor, wherein the control unit includes: a storage unit and a processing unit, the storage unit and the processing unit are communicatively connected to each other, the storage unit stores computer instructions, and the processing unit executes the computer instructions to perform the method of the first aspect or any corresponding embodiment described above.

[0016] Fifthly, embodiments of the present invention provide a computer device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0017] In a sixth aspect, embodiments of the present invention provide a computer-readable storage medium storing computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0018] This application uses tire pressure sampling results for triggered data transmission, uploading built-in status data only when the tire is under pressure or under pressure. This eliminates the need for a low-frequency inductor for periodic data transmission and reception, saving on the hardware procurement and assembly of low-frequency inductors and avoiding cost waste from idle components. Secondly, data transmission is initiated in two scenarios: tire inflation and deflation. On-demand transmission is achieved based on operating pressure determination, saving on low-frequency inductor hardware investment and sensor production costs, while only pushing effective data with quality traceability and fault warning capabilities to external devices. Ultimately, production line information uploading can be completed using only the sensor's existing pressure acquisition and data transmission functions, without adding any additional hardware burden. Attached Figure Description

[0019] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a schematic flowchart of a data transmission method based on a tire pressure sensor according to some embodiments of the present invention; Figure 2 This is a schematic flowchart of another data transmission method based on a tire pressure sensor according to some embodiments of the present invention; Figure 3 This is a schematic flowchart of another data transmission method based on a tire pressure sensor according to some embodiments of the present invention; Figure 4 This is a schematic flowchart of another data transmission method based on a tire pressure sensor according to some embodiments of the present invention; Figure 5 This is a structural block diagram of a data transmission device based on a tire pressure sensor according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] According to embodiments of the present invention, a data transmission method based on a tire pressure sensor, a vehicle, and a tire pressure sensor are provided. It should be noted that the steps shown in the flowcharts in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0023] This embodiment provides a data transmission method based on a tire pressure sensor. Figure 1 This is a flowchart of a data transmission method based on a tire pressure sensor according to an embodiment of the present invention, as shown below. Figure 1 As shown, the process includes the following steps: Step S101: Obtain the tire pressure by the tire pressure sensor and obtain the tire pressure sampling result.

[0024] In this embodiment of the application, the tire pressure sensor monitors the tire pressure, and the obtained tire pressure sampling results include: Step A1: Obtain the real-time pressure value collected by the tire pressure sensor.

[0025] Specifically, the tire pressure sensor is installed inside the tire. The control unit of the tire pressure sensor continuously collects the original pressure sensing signal inside the tire cavity according to a preset fixed sampling frequency, performs analog-to-digital conversion processing on the original pressure sensing signal, and calculates the real-time pressure value.

[0026] Step A2: Compare the real-time pressure value with the target pressure threshold and the real-time pressure value with the negative pressure determination threshold to obtain the tire pressure sampling results.

[0027] Specifically, the negative pressure determination threshold includes a first negative pressure threshold and a second negative pressure threshold, where the first negative pressure threshold is less than the target pressure threshold.

[0028] In one embodiment, if the real-time pressure value is greater than or equal to the target pressure threshold, the tire pressure sampling result is determined to indicate that the tire is under pressure.

[0029] The system is pre-configured with target pressure thresholds that are adapted to different production conditions. These thresholds are set differently based on the tank pressure pre-loading condition and the air filling calibration condition, and are greater than the first negative pressure threshold. This allows the system to form a pressure judgment range that is completely isolated from the negative pressure judgment range, thus avoiding state judgment errors caused by overlapping pressure ranges.

[0030] When the real-time internal tire pressure value collected by the tire pressure sensor is greater than or equal to the target pressure threshold matched to the current operating condition, the tire pressure sampling result generated in this collection is determined to be that the tire is under pressure. This state indicates that the current tire inflation pressure is greater than or equal to the preset standard for this production process. Whether it is the pre-installation pressurization process of the tire assembly in the pressure tank or the factory inflation calibration process after the tire is assembled into the vehicle, only when the tire pressure is greater than or equal to the target pressure threshold can it be proven that the inflation operation has been performed correctly and the tire pressure parameters meet the process calibration requirements. At this time, the tire pressure sensor is triggered to actively transmit the built-in status data to external devices.

[0031] In one embodiment, if the real-time pressure value is less than a first negative pressure threshold and greater than or equal to a second negative pressure threshold, then the tire pressure sampling result is determined to indicate that the tire is in a negative pressure state.

[0032] The negative pressure judgment threshold includes a first negative pressure threshold and a second negative pressure threshold. The first negative pressure threshold is set to 1 standard atmosphere as the upper limit critical value of the negative pressure condition, and the second negative pressure threshold is set to 0 standard atmospheres as the lower limit critical value of the negative pressure condition. Combined with the condition that the first negative pressure threshold is less than the target pressure threshold, the negative pressure range and the qualified pressure range are independent of each other and there is no numerical overlap.

[0033] When the real-time tire pressure value collected by the tire pressure sensor is less than 1 standard atmosphere but greater than or equal to 0 standard atmospheres, the tire is determined to be in a negative pressure state. This pressure range includes both under-pressure fault scenarios caused by slow tire leakage and extreme pressure loss fault scenarios of 0 standard atmospheres due to tire seal failure and complete tire leakage. At this time, the tire pressure sensor is triggered to actively transmit its built-in status data to external devices.

[0034] Step S102: If the tire pressure sampling result indicates that the tire is under pressure or under negative pressure, control the tire pressure sensor to actively transmit the stored built-in status data.

[0035] In this embodiment of the application, when the tire pressure sampling result indicates that the tire is under pressure, it means that the current tire inflation pressure meets the process standards of the tank pressure pre-installation condition or inflation calibration condition, and is in a qualified production state. When the tire pressure sampling result indicates that the tire is under negative pressure, it means that the real-time tire pressure value falls within the range of 0 standard atmospheres to 1 standard atmosphere, which is an abnormal situation.

[0036] Understandably, the pressurized state refers to a pressurized, sealed condition where the pressure inside the tire exceeds the target pressure threshold, corresponding to the tire pressure calibration scenario after inflation on the production line. The negative pressure state refers to a low-pressure condition where the gauge pressure inside the tire is less than one standard atmosphere, corresponding to the initial sensor information collection scenario after tire depressurization.

[0037] At this point, the control unit packages and encapsulates the aforementioned built-in status data according to the communication protocol. It no longer needs to receive reporting commands from external devices; instead, the tire pressure sensor actively initiates the data transmission, transferring the packaged built-in status data to the external device. After transmission, the control unit can choose to shut down the RF module to save power and continue monitoring real-time acceleration to respond to subsequent triggering conditions. This triggering process is completely independent of the low-frequency inductive receiver and is entirely autonomously completed by the acceleration conditions.

[0038] In this embodiment, the built-in status data refers to the status information stored internally or sampled in real time by the tire pressure sensor, including but not limited to sensor identification information ID, current tire pressure value, tire internal temperature value, battery voltage status, sensor fault code, etc.

[0039] In the embodiments of this application, the active transmission method includes two implementation types. The first is the designated transmission mode, in which the tire pressure sensor sends the built-in status data point-to-point to the external device according to the pre-configured device communication address. The second is the broadcast transmission mode, in which the tire pressure sensor does not restrict the address orientation of the receiving device, and uniformly sends the built-in status data packet to all external devices in the surrounding area that are in the listening state within the current communication frequency band. All external devices in the area that conform to the communication protocol can receive the reported data.

[0040] In this embodiment, the external device refers to the receiving device used to receive data from the tire pressure sensor under the current operating conditions. Specifically, under the tank pressure pre-installation condition, the external device includes at least one of the following: a MES (Manufacturing Execution System), a pressure tank PLC controller, a workstation data acquisition gateway, a vehicle controller, and a receiving terminal of the tire pressure monitoring system. Under the inflation calibration condition, the external device includes at least one of the following: a vehicle manufacturer's MES data acquisition terminal, a vehicle off-line diagnostic device, a production line tooling calibration device, a vehicle controller, and a receiving terminal of the tire pressure monitoring system.

[0041] Figure 2 This is a flowchart of a data transmission method based on a tire pressure sensor according to an embodiment of the present invention, as shown below. Figure 2 As shown, the process includes the following steps: Step S201: Obtain the tire pressure by the tire pressure sensor and obtain the tire pressure sampling result.

[0042] In this embodiment, the tire pressure sensor control unit inside the tire collects the original pressure sensing signal of the tire cavity at a preset sampling frequency, converts it into a real-time pressure value through analog-to-digital conversion, and then compares the real-time pressure value with a target pressure threshold and a negative pressure judgment threshold composed of a first negative pressure threshold (1 standard atmosphere) and a second negative pressure threshold (0 standard atmospheres). The first negative pressure threshold is less than the target pressure threshold for two different working conditions: pre-installation of the tire pressure tank and inflation calibration. This ensures that the pressure ranges corresponding to pressure bearing and negative pressure are independent and do not overlap. When the real-time pressure value is greater than or equal to the target pressure threshold corresponding to the current working condition, the tire is determined to be in a pressure bearing state with adequate inflation. When the real-time pressure value is between 0 and 1 standard atmosphere, the tire is determined to be in a negative pressure state of under-inflation or complete loss of pressure.

[0043] Step S202: Collect the working condition characteristics of the tire during the inflation process to obtain the corresponding working condition type. If the working condition type is the tank pressure pre-installation working condition, then take the first pressure threshold corresponding to the tank pressure pre-installation working condition as the target pressure threshold. The tank pressure pre-installation working condition is used to characterize the working condition of a single tire assembly being placed in a pressure tank for pressurization.

[0044] In this embodiment, the control unit of the tire pressure sensor continuously collects tire cavity pressure change data, extracts pressure change features such as pressure increase rate and continuous pressure increase duration, and matches and compares them with the standard feature curves pre-stored in the unit to identify and obtain the current tire operating condition type, distinguish between the tank pressure pre-filling condition and the inflation calibration condition. The control unit has pre-stored pressure thresholds corresponding to different operating conditions. After identifying the operating condition type, the target pressure threshold matching the operating condition is retrieved.

[0045] This embodiment uses the pre-filling tank condition of a Tier 1 tire production line as a specific example. Under the pre-filling tank condition, the pressure tank is sealed and pressurized, exhibiting a smooth, continuous, and uninterrupted uniform pressure rise curve. This differs from the short-term rapid pulse inflation and slight pressure drop after inflation in the OEM production line inflation calibration condition. The control unit continuously collects multiple sets of raw pressure sampling data and extracts two features: the pressure rise rate and the duration of continuous pressure rise per unit time. The real-time extracted pressure change features are matched and compared with the standard pressure change curve of the pre-filling tank condition stored in the control unit. When the pressure rise rate and duration of continuous pressure rise of multiple rounds of sampling data both match the standard pressure change curve, the current tire operating condition can be determined to be the pre-filling tank condition.

[0046] For example, the standard pressure boost range for the internal pre-storage tank pressure pre-installation condition in the control unit is 3 kPa to 8 kPa per second of pressure boost, and the continuous pressure boost duration is not less than 15 seconds. If during the airtight pressurization stage of the pressure tank, the control unit calculates through continuous sampling 20 times that the pressure boost is 5 kPa per second, and this gentle pressure boost state lasts for 22 seconds, without any phenomena of sudden pressure rise or fall or pressure relief and fallback in the middle, the two characteristic parameters of the pressure boost rate and the continuous pressure boost duration extracted completely fall within the numerical range corresponding to the pre-stored standard curve. On the contrary, in the OEM inflation calibration condition, there will be a rapid pulse pressure boost of more than 20 kPa per second, and the pressure will slightly decrease after the inflation stops, which is different from the current pressure change characteristics. After the control unit performs characteristic matching verification, it can determine that the current condition is the tank pressure pre-installation condition.

[0047] Then, in the case of determining that the current tire operating condition is the tank pressure pre-installation condition, obtain the first pressure threshold corresponding to the tank pressure pre-installation condition, and use the first pressure threshold as the target pressure threshold.

[0048] It should be noted that in the tank pressure pre-installation condition, the tire equipped with the tire pressure sensor is placed as a whole into the airtight pressure tank and the tank body is sealed tightly. The tire valve remains open throughout the process. The pressure tank fills the tank cavity with compressed air, and the air pressure in the tank flows into the tire interior through the valve, making the environmental pressure in the tank and the pressure in the tire interior balanced and stable. Among them, after the tire is placed as a whole into the pressure tank, the tank body is sealed. The pressure tank fills the closed cavity with compressed air, the overall environmental air pressure in the tank increases, and at the same time the tire valve is in an open and conductive state, and the air pressure in the tank will flow into the tire interior. Eventually, the tire internal pressure is equal to the environmental pressure in the tank.

[0049] Step S203, if the real-time pressure value is greater than or equal to the target pressure threshold, then control the tire pressure sensor to actively transmit the stored internal status data outward.

[0050] Specifically, the control unit inside the tire pressure sensor compares the real-time pressure value with the target pressure threshold (the first pressure threshold in this embodiment). If it is greater than or equal to the first pressure threshold, it is determined that the condition is met; then the tire pressure sensor actively transmits the internal status data. The internal status data refers to the status information stored or real-time collected inside the tire pressure sensor (including but not limited to the sensor identity information ID, the current tire air pressure value, the tire internal temperature value, the battery voltage status, the sensor fault code, etc.), and transmits it outward to the external device supporting the Tier1 production line through the radio frequency link. Among them, in the tank pressure pre-installation condition, the external device includes at least one of the following: the MES production execution system, the pressure tank PLC controller, the station data acquisition gateway, and the on-site touch industrial control computer.

[0051] It should be noted that, under the pre-installation condition of the tank pressure in Tier 1 production lines, the tire pressure sensor is triggered by the pressure value to send its built-in status data. This eliminates the need for additional low-frequency triggers and matching low-frequency inductors to complete the production line data reading. This solves the core problems of traditional solutions, such as the need for additional low-frequency inductors, the fact that these devices only function during the production stage, and the lack of practical value throughout the vehicle's final use, leading to unnecessary waste of component and assembly costs. This embodiment relies on the sensor's built-in pressure acquisition function. By identifying the gradual and continuous pressure increase characteristics of the pre-installation tank pressure condition and matching the working condition, it retrieves the corresponding target pressure threshold. After the tire's internal pressure stabilizes and meets the standard, it directly transmits data through the inherent radio frequency channel, eliminating the need for a low-frequency wake-up and simplifying the tire pressure sensor hardware design. This reduces production, material, and assembly costs associated with redundant components, while not affecting the vehicle's regular tire pressure monitoring function after it is on the road. This eliminates the cost losses caused by useless components while meeting the information acquisition process requirements of Tier 1 production lines.

[0052] In this embodiment of the application, the method further includes: Step B1: Obtain the pressure difference parameters inside and outside the pressure tank cavity and / or the ambient temperature, and use the ambient temperature to obtain the appropriate temperature compensation parameters.

[0053] Specifically, the external detection components collect the internal air pressure of the pressure tank cavity and the atmospheric pressure of the workshop environment to calculate the pressure difference parameters inside and outside the cavity, and / or collect the real-time ambient temperature around the pressure tank. The external detection components continuously transmit the calculated pressure difference parameters and the original ambient temperature values ​​to the internal control unit of the tire pressure sensor through a communication link. After receiving the ambient temperature, the control unit retrieves the internally stored temperature compensation parameter mapping table and matches the appropriate temperature compensation parameters that correspond one-to-one with the current ambient temperature, thus completing the process of receiving pressure difference and temperature data and matching compensation parameters. The pressure difference parameters and ambient temperature are transmitted unidirectionally to the sensor control unit through the communication link of the external detection hardware on the production line.

[0054] Step B2: Adjust the first base pressure using the internal and external pressure difference parameters and / or temperature compensation parameters to obtain the first pressure threshold, wherein the first base pressure is the pressure when the pressure tank has no pressure difference and the ambient temperature is at the calibrated temperature.

[0055] Specifically, the internal control unit of the tire pressure sensor reads the pressure difference parameter inside and outside the cavity and the matched temperature compensation parameter, and retrieves the preset first base pressure. This first base pressure is the standard pressure value set when there is no pressure difference between the pressure tank cavity and the outside and the ambient temperature is equal to the factory calibration temperature of 30°C. The control unit first corrects the temperature drift of the first base pressure through the temperature compensation parameter, and / or introduces the pressure difference parameter inside and outside the cavity to perform cavity pressure equalization compensation calculation on the corrected pressure value to offset the measurement deviation caused by the pressure difference between the inside and outside of the tank. After two steps of superimposed adjustment calculation, the first pressure threshold adapted to the current field conditions is output.

[0056] It should be noted that the external detection component can collect only the internal and external pressure difference parameters of the pressure tank cavity, collect only the ambient temperature and match the corresponding temperature compensation parameters, or collect both types of parameters at the same time and transmit the relevant data to the internal control unit of the tire pressure sensor. The first base pressure can be corrected based solely on the internal and external pressure difference parameters and solely on the temperature compensation parameters, or the first base pressure can be corrected by combining the two types of parameters to finally obtain the first pressure threshold.

[0057] As an example, the first base pressure is set as X1 (kPa), and the calibration temperature is T0℃. The production line testing equipment measures the workshop ambient temperature T1℃ and the pressure difference X2 (kPa) inside and outside the pressure tank cavity. These two parameters are transmitted to the sensor control unit via wired lines. The control unit matches the corresponding temperature compensation parameter X3 (kPa) according to T1℃. First, the first base pressure is corrected with the temperature compensation parameter, and then the internal and external pressure difference X2 is added to complete the compensation calculation. Finally, the first pressure threshold effective under the current working condition is calculated. The sensor will subsequently use this dynamically adjusted threshold as the pressure trigger judgment standard for the tank pressure pre-loading working condition.

[0058] It should be noted that by combining the pressure difference between inside and outside the tank collected from the production line and the ambient temperature to dynamically correct the first basic pressure to obtain the first pressure threshold, the measurement error caused by temperature drift and tank cavity pressure difference can be eliminated, the pressure triggering accuracy of the tank pressure pre-installation working condition can be improved, no manual adjustment of the threshold is required, it can adapt to the changing workshop environment, and at the same time, the pressure self-triggering scheme eliminates the need for low frequency inductors, reducing hardware costs.

[0059] Figure 3 This is a flowchart of a data transmission method based on a tire pressure sensor according to an embodiment of the present invention, as shown below. Figure 3 As shown, the process includes the following steps: Step S301: Obtain the real-time pressure value of the tire pressure sensor under the current tire operating conditions.

[0060] In this embodiment, the tire pressure sensor control unit inside the tire collects the original pressure sensing signal of the tire cavity at a preset sampling frequency, converts it into a real-time pressure value through analog-to-digital conversion, and then compares the real-time pressure value with a target pressure threshold and a negative pressure judgment threshold composed of a first negative pressure threshold (1 standard atmosphere) and a second negative pressure threshold (0 standard atmospheres). The first negative pressure threshold is less than the target pressure threshold for two different working conditions: pre-installation of the tire pressure tank and inflation calibration. This ensures that the pressure ranges corresponding to pressure bearing and negative pressure are independent and do not overlap. When the real-time pressure value is greater than or equal to the target pressure threshold corresponding to the current working condition, the tire is determined to be in a pressure bearing state with adequate inflation. When the real-time pressure value is between 0 and 1 standard atmosphere, the tire is determined to be in a negative pressure state of under-inflation or complete loss of pressure.

[0061] Step S302: Collect the working condition characteristics of the tire during the inflation process to obtain the corresponding working condition type. If the working condition type is the inflation calibration working condition, then the second pressure threshold corresponding to the inflation calibration working condition is used as the target pressure threshold. The second pressure threshold is greater than or equal to the first pressure threshold. The inflation calibration working condition is used to characterize the working condition of the first inflation operation after the tire is assembled into the vehicle.

[0062] In this embodiment, the control unit of the tire pressure sensor continuously collects tire cavity pressure change data, extracts pressure change characteristics such as pressure increase rate and duration of continuous pressure increase, and compares them with pre-stored standard characteristic curves to identify and obtain the current tire operating condition type, distinguishing between pre-filled tire pressure condition and inflation calibration condition. The control unit pre-stores pressure thresholds corresponding to different operating conditions. When the current tire operating condition is determined to be pre-filled tire pressure condition, a second pressure threshold corresponding to the pre-filled tire pressure condition is obtained, and this second pressure threshold is used as the target pressure threshold.

[0063] This embodiment uses the inflation calibration condition of an OEM production line as a specific example. The inflation calibration condition of the OEM production line relies on the air gun to directly connect to the tire valve for single-point inflation, which will form a short-term rapid pulse pressure rise curve. This is significantly different from the smooth and uniform pressure rise characteristics of the pre-filled tank pressure condition. During the inflation phase, the pressure rise per unit time is large and the continuous inflation time is short. After the air gun is disconnected and inflation stops, the internal pressure of the tire will drop slightly. The control unit continuously collects multiple sets of original pressure sampling data of the tire cavity, extracts two features: the pressure rise rate per unit time and the duration of pressure rise. The real-time extracted pressure change features are matched and compared with the standard pressure change curve of the inflation calibration condition pre-stored in the control unit. When the pressure rise rate and pressure rise duration of multiple consecutive samplings fall within the preset range of the inflation calibration condition, and the pressure drop feature after the end of inflation is collected, the control unit can determine that the current tire operation condition is the inflation calibration condition.

[0064] For example, the control unit has a pre-stored standard pressure increase range for inflation calibration conditions, which is 20kPa to 40kPa per second with a continuous pressure increase duration of only 2 to 6 seconds. After inflation, there is a pressure drop range of 2kPa to 5kPa. During inflation operations on the OEM production line, the control unit continuously sampled and calculated 28kPa per second, and the rapid pressure increase state was maintained for only 4 seconds. After the inflation gun was removed from the valve, the pressure in the tire cavity dropped by 3kPa. There was no long-term smooth pressure stabilization process. The extracted pressure increase rate, pressure increase duration, and pressure drop characteristics completely matched the pre-stored standard curve range for inflation calibration conditions. This was significantly different from the characteristics of the pre-filled tank pressure condition, which was 3kPa to 8kPa per second with a continuous pressure increase of more than 15 seconds. After the control unit completed multiple rounds of feature matching verification, it determined that the current condition was the inflation calibration condition.

[0065] Step S303: If the real-time pressure value is greater than or equal to the target pressure threshold, control the tire pressure sensor to actively transmit the stored built-in status data.

[0066] Specifically, the control unit inside the tire pressure sensor compares the real-time pressure value with the target pressure threshold (the second pressure threshold in this embodiment). If the value is greater than or equal to the second pressure threshold, the condition is deemed met. Then, the tire pressure sensor actively transmits its built-in status data. The built-in status data refers to the status information stored internally or collected in real time by the tire pressure sensor (including but not limited to sensor ID, current tire pressure value, tire internal temperature value, battery voltage status, sensor fault code, etc.). This data is then transmitted to external devices through its own radio frequency communication link. Under inflation calibration conditions, the external devices include at least one of the following: vehicle manufacturer MES data acquisition terminal, vehicle off-line diagnostic equipment, production line tooling calibration equipment, vehicle controller, and tire pressure monitoring system receiving terminal.

[0067] It should be noted that, under the inflation calibration conditions of the OEM production line, the tire pressure sensor is automatically triggered to send its built-in status data when the tire's internal pressure is greater than or equal to the second pressure threshold. This eliminates the need for additional low-frequency triggers on the production line and avoids relying on the low-frequency inductors within the tire pressure sensor, which are only used for production wake-up and are completely useless during normal vehicle operation. This directly addresses the shortcomings of traditional technologies that require low-frequency inductors, leading to redundant components and unnecessary waste in material procurement and assembly costs. This solution relies solely on the sensor's native pressure acquisition, condition identification, and RF transmission functions to upload and bind data to the MES system. It autonomously identifies the inflation calibration conditions based on the unique pulse-like pressure increase characteristic of the inflation process, and dynamically calculates the second pressure threshold as the trigger condition by combining pipeline losses and the vehicle's factory tire pressure parameters. This stably completes sensor encoding and tire pressure data association and archiving. While fully meeting the OEM's requirements for initial tire inflation calibration and information entry into the MES system, it eliminates the need for a complete low-frequency wake-up hardware structure, simplifies sensor hardware design, and reduces the overall cost losses caused by redundant components.

[0068] In this embodiment of the application, the method further includes: Step C1: Obtain the pressure loss parameters of the inflation pipes connected to the tires and / or the factory tire pressure parameters of the entire vehicle.

[0069] Specifically, the OEM production line's inflation calibration station is equipped with a pipeline pressure acquisition component and a vehicle information reading and writing terminal. The pipeline pressure acquisition component collects the air pressure at the output end of the inflation equipment and the air pressure at the input end of the tire valve in real time, calculating the pressure difference between the two sections as a pressure loss parameter for the inflation pipeline. The vehicle information reading and writing terminal reads the vehicle model file to be assembled and retrieves the factory-set tire pressure parameters for that model. These two parameters are not indirectly derived from the tire's internal pressure sensor signal, but are actively transmitted to the internal control unit of the tire pressure sensor by the production line's wireless radio frequency transmission equipment.

[0070] The control unit continuously monitors the wireless parameters sent from the workstation. After fully receiving the pressure loss parameters and the vehicle's factory tire pressure parameters, it adds inflation calibration condition identifiers to the two sets of parameters and writes them into the local storage area for retention. Throughout the process, it continuously receives and updates real-time pipeline loss and vehicle tire pressure standards to ensure that the parameters used for subsequent pressure threshold adjustments are real-time. The entire parameter transmission process is independent of the pressure sampling process and is not affected by tire cavity pressure fluctuations.

[0071] Step C2: Adjust the second base pressure using pressure loss parameters and / or factory tire pressure parameters to obtain the second pressure threshold, wherein the second base pressure is the pressure when the inflation pipe is lossless and the air pressure at both ends of the pipe is consistent.

[0072] Specifically, the internal control unit of the tire pressure sensor retrieves pressure loss parameters and vehicle factory tire pressure parameters, and at the same time reads the internally fixed second base pressure. This second base pressure is the reference pressure value set under the theoretical condition that there is no gas leakage in the inflation pipeline and the air pressure at the beginning and end of the pipeline is completely equal.

[0073] The control unit first uses the vehicle's factory tire pressure parameters to perform a benchmark correction on the second base pressure, ensuring that the benchmark pressure matches the vehicle's factory standard tire pressure requirements. Then, it introduces inflation pipeline pressure loss parameters for positive compensation calculations to offset the pressure drop deviation caused by pipeline leakage and airflow resistance during inflation. All dual parameter adjustment calculations are completed by the internal calculation circuit of the control unit without the need for external equipment to participate in the calculation. After the calculation is completed, a second pressure threshold adapted to the current vehicle model and the on-site inflation pipeline loss conditions is generated. In subsequent inflation calibration conditions, the control unit will continuously compare the real-time tire pressure with the dynamically calculated second pressure threshold, using this as the basis for determining whether to trigger the built-in status data transmission.

[0074] It should be noted that either or both of the following parameters are obtained: the pressure loss parameter of the inflation pipeline is obtained through the pipeline pressure acquisition component, and the tire pressure parameter of the vehicle is obtained through the vehicle information reading and writing terminal. Both types of parameters are transmitted to the internal control unit of the tire pressure sensor via the production line wireless radio frequency. The parameter transmission is independent of the tire cavity pressure sampling process. Subsequently, the pressure loss parameter, the tire pressure parameter of the vehicle is used alone, or the two parameters are combined to correct the second base pressure and obtain the second pressure threshold.

[0075] As an example, the tire pressure parameter of the vehicle at the factory is Y1 (kPa). The pipeline pressure acquisition component of the inflation station on the OEM production line detects that the air pressure at the output end of the inflation equipment is higher than the air pressure at the input end of the tire valve, and calculates the pressure loss parameter as Y2 (kPa). The two sets of parameters are sent to the tire pressure sensor control unit and cached through the production line wireless radio frequency transmission equipment. The second base pressure solidified inside the sensor is Y1 (kPa) when the inflation pipeline is lossless and the air pressure at both ends is consistent. The control unit first uses the vehicle's factory tire pressure parameter of Y1 (kPa) to complete the benchmark calibration of the second base pressure, and then adds the pressure loss parameter of Y2 (kPa) for compensation calculation. Finally, the second pressure threshold corresponding to the inflation calibration condition is calculated. During the inflation operation, the control unit continuously collects the real-time tire pressure inside the tire cavity and compares it with the second pressure threshold. When the real-time tire pressure is stable and greater than or equal to the threshold, the sensor encapsulates the built-in status data and transmits it to the MES system terminal through the radio frequency link to complete the information binding and archiving.

[0076] It should be noted that the system collects pipeline pressure loss and vehicle tire pressure data from the production line equipment and wirelessly transmits them to the sensors. The control unit then dynamically corrects the data to obtain a second pressure threshold, which offsets pipeline pressure loss and matches the standard tire pressure for each vehicle model. This improves the accuracy of pressure trigger judgment during inflation calibration. Parameter transmission is not affected by tire pressure sampling, making it suitable for mixed production lines of multiple vehicle models. It also eliminates the need for low-frequency wake-up hardware, saving on production materials and equipment costs.

[0077] Furthermore, Tier 1 production lines rely on a sealed pressure tank for overall balanced pressurization. The air pressure inside the tank and the air pressure inside the tire cavity have no airflow loss or pressure decay in the pipeline. Therefore, the first base pressure of 310 kPa at the calibration temperature with no pressure difference is used as the first pressure threshold. On the other hand, OEM production lines inflate tires through an air gun and an inflation pipeline. The airflow through the pipeline will generate a fixed pressure loss due to resistance and slight leakage. There is a difference between the output pressure of the inflation equipment and the actual tire pressure inside the tire. In order to ensure that the tire cavity is ultimately stable at more than or equal to the vehicle's factory standard of 310 kPa, it is necessary to add pipeline pressure loss parameters to the second base pressure to generate a second pressure threshold. The compensated second pressure threshold will be superimposed with the pipeline loss value. Therefore, the second pressure threshold used by OEM production lines to trigger sensor data upload is greater than or equal to the first pressure threshold in the Tier 1 production line scenario with no pipeline loss.

[0078] In this embodiment of the application, after obtaining the real-time pressure obtained by the tire pressure sensor from detecting the tire pressure, the method further includes: if the real-time pressure is greater than a first pressure threshold, triggering the tire pressure sensor to switch to a high-frequency message transmission mode, so as to complete the position matching self-learning of each tire pressure sensor and its corresponding tire within a preset driving time.

[0079] Understandably, when the real-time pressure is greater than or equal to the first pressure threshold, the tire pressure sensor is triggered to switch to high-frequency message transmission mode. High-frequency message transmission mode involves the tire pressure sensor shortening the data packet transmission interval and continuously sending data packets containing sensor ID, tire pressure, temperature, and other information to the external device (in this embodiment, the tire pressure monitoring system) at a high frequency.

[0080] The tire pressure monitoring system (TPMS) receiving terminal receives data packets broadcast at high frequencies from the tire pressure sensors at the four wheel locations in real time. It performs demodulation, decoding, and data verification on the data packets. The raw data extracted from the packets includes, but is not limited to, the tire pressure sensor's ID, received signal strength, current tire pressure, and tire cavity temperature. This parsed raw data is then uploaded to the vehicle controller in real time via the vehicle's CAN bus. The vehicle controller aggregates all data packets corresponding to all wheels within a preset time window. Based on the timing of data packet reception from different sensors, the differences in received signal strength, and the vehicle's wheel speed information, it distinguishes the installation positions of the four wheels (left front, right front, left rear, and right rear). A one-to-one mapping relationship is established between each sensor's unique ID and its wheel installation position, generating a position binding data table and storing it locally. This completes the matching and binding of all tire pressure sensors with their corresponding wheel installation positions, enabling the tire pressure sensors to learn their wheel positions independently.

[0081] It should be noted that when the real-time pressure detected by the tire pressure sensor is greater than or equal to the first pressure threshold, it automatically switches to the high-frequency message transmission mode. The principle of this mode is to compress the tire pressure sensor message transmission cycle to tens of milliseconds, and accumulate massive and continuous sensor sampling data within a short driving distance through high-frequency continuous data broadcasting. Unlike the traditional fixed low-frequency transmission scheme, which requires the vehicle to drive more than ten laps to collect sufficient effective data to complete position matching due to the scarcity of sampling points per unit mileage, this application relies on millisecond-level high-frequency message output. During a single lap, the built-in status data of each wheel sensor can be continuously collected. The tire pressure monitoring system demodulates, decodes, and verifies the high-frequency message and then uploads it to the vehicle controller. Based on sufficient built-in status data, combined with message reception timing, signal strength difference, and vehicle wheel speed characteristics, the vehicle controller accurately distinguishes the installation positions of the four wheels and establishes a one-to-one binding relationship between sensor ID and wheel position. The position self-learning calibration of all tire pressure sensors in the vehicle can be completed quickly and completely in just one lap.

[0082] In this embodiment of the application, after completing the self-learning of position matching between each tire pressure sensor and its corresponding tire within a preset driving time, such as Figure 4 As shown, the method also includes: Step S401: Listen to whether the external device sends a verification command for the position binding status; wherein, the position binding status is detected by the external device, and the position binding status is used to characterize whether each tire pressure sensor of the vehicle has been bound to its respective tire installation position.

[0083] Specifically, after entering the high-frequency message transmission mode, the control unit inside the tire pressure sensor continuously listens for position binding status verification commands issued by external devices consisting of the vehicle controller or the tire pressure monitoring system receiving terminal within a preset 2-minute driving time window. The position binding status is detected by the external device and is used to characterize whether the unique ID of each tire pressure sensor in the vehicle is bound to the installation position of the left front, right front, left rear, and right rear tires. For example, when the vehicle controller successfully matches the four sets of tire pressure sensor IDs to the four wheel positions and generates a complete position binding data table, the external device determines that the position binding status is complete. Conversely, if one or more tire pressure sensor messages are missing or the position mapping matching cannot be completed, the external device determines that the position binding status is incomplete. The control unit continuously identifies the downlink command type and waits to receive the verification result command to execute the subsequent working mode switching operation.

[0084] In step S402, if a verification pass command is received from an external device, the tire pressure sensor is controlled to exit the high-frequency message transmission mode; if a verification fail command is received from an external device, the high-frequency message transmission mode is maintained until a verification pass command is received from an external device, after which the high-frequency message transmission mode is exited.

[0085] Specifically, the control unit inside the tire pressure sensor parses and identifies the location binding status verification command sent by the external device. For example, when it receives the verification pass command forwarded by the vehicle controller through the tire pressure monitoring system receiving terminal, the control unit controls the tire pressure sensor to exit the high-frequency message transmission mode and switch back to the low-frequency, low-power message transmission mode, thereby reducing the power consumption caused by continuous high-frequency radio frequency transmission.

[0086] If the received command indicates a verification failure, such as when a wireless data packet from the corresponding tire pressure sensor is not collected at a certain wheel position or when a mapping relationship between the sensor ID and the wheel position cannot be established, the control unit maintains the current high-frequency message transmission mode and continuously broadcasts wireless data packets carrying information such as the sensor's unique ID, current tire pressure value, and tire cavity temperature value. At the same time, it continuously listens for position binding status verification commands sent by external devices and executes the mode determination logic in a loop until a verification pass command is successfully received from the external device. Only then does it control the tire pressure sensor to exit the high-frequency message transmission mode.

[0087] In one embodiment of this application, after the vehicle is officially delivered to the user, during normal driving, the vehicle's infotainment system, acting as an external device, automatically sends tire pressure data collection commands according to a preset low-frequency cycle. This wakes up the tire pressure sensors of each tire to collect real-time tire pressure, temperature, device status, and other built-in data, which are then transmitted back to the vehicle's infotainment system. When the user actively triggers operations such as tire pressure query, tire pressure reset, or tire pressure self-check on the vehicle's touchscreen or in-vehicle voice system, the infotainment system generates data collection commands and sends them to all tire pressure sensors. Upon receiving the commands, the tire pressure sensors collect and report their built-in status data.

[0088] Meanwhile, the abnormal active transmission mechanism is retained. If the tire pressure sensor detects abnormal conditions such as excessively high or low tire pressure, air leakage, or abnormal temperature during driving, it will actively switch to high-frequency transmission mode to report the abnormal data without the need for vehicle system instructions. The vehicle will then receive the report and promptly display an alarm and notify the user.

[0089] In addition to tire pressure monitoring and fault alarms, the built-in status data uploaded by the sensors can also record tire pressure and temperature changes for each trip. The vehicle's infotainment system can combine this historical data to determine if there are any hidden dangers of slow tire leaks, allowing users to detect problems that are not easily noticed, such as tire aging or valve stem leaks. At the same time, based on the sensor's battery data, it can predict when the sensor will run out of power, allowing users to replace parts nearby before the sensor completely fails, avoiding sudden failure of the tire pressure monitoring function. In addition, these tire condition records during driving can also serve as reference data related to driving safety in the event of a tire blowout accident, assisting in the analysis of the accident's cause.

[0090] In one embodiment of this application, in after-sales scenarios such as vehicle maintenance, repair, fault diagnosis, parts replacement, and tire pressure matching calibration at a 4S store, the 4S store repair personnel establish a communication connection between the diagnostic tool and the vehicle through the vehicle's OBD interface. As an external device, the diagnostic tool can manually issue maintenance commands, including commands such as full collection of tire pressure data, sensor status reading, position rematching, threshold parameter reset, fault data retrieval, and sensor activation test. After receiving the commands from the diagnostic tool, the vehicle forwards them to the corresponding tire pressure sensor. The tire pressure sensor responds to the commands, collects all built-in data such as real-time pressure, position binding status, and threshold parameters, and uploads them to the diagnostic device at high frequency, allowing repair personnel to view the real-time tire pressure status, troubleshoot sensor faults, complete sensor position self-learning after tire replacement, and calibrate tire pressure parameters.

[0091] For maintenance scenarios such as tire pressure sensor failure and abnormal signal, the diagnostic tool can issue forced wake-up and forced message sending commands to force the sensor to output data. It also supports issuing verification commands after maintenance to complete the verification of the sensor's working status.

[0092] In addition to fault diagnosis, location matching, and parameter calibration, maintenance personnel can rely on historical fault codes and long-term tire pressure and temperature operation records uploaded by sensors to trace the time and frequency of fault occurrences, distinguishing between intermittent signal interference and permanent sensor hardware damage, thus avoiding waste caused by blindly replacing parts. They can also read the sensor's factory calibration parameters and compare them with the current operating parameters to determine whether the vehicle's tire pressure system has been modified without authorization. At the same time, the built-in status data collected during this maintenance is archived, making it convenient for longitudinal comparison during the vehicle's next maintenance visit to determine the wear and tear of the tires and tire pressure sensors, and to provide maintenance recommendations such as tire rotation and sensor repair or replacement.

[0093] This embodiment also provides a data transmission device based on a tire pressure sensor, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0094] This embodiment provides a data transmission device based on a tire pressure sensor, such as... Figure 5 As shown, it includes: The acquisition module 501 is used to acquire the tire pressure sampling results obtained by the tire pressure sensor detecting the tire pressure. The trigger module 502 is used to control the tire pressure sensor to actively transmit the stored built-in status data if the tire pressure sampling result indicates that the tire is under pressure or the tire is under negative pressure.

[0095] In this embodiment of the application, the acquisition module 501 is used to acquire the real-time pressure value collected by the tire pressure sensor; compare the real-time pressure value with the target pressure threshold and the real-time pressure value with the negative pressure determination threshold to obtain the tire pressure sampling result; wherein, the negative pressure determination threshold includes a first negative pressure threshold and a second negative pressure threshold, the first negative pressure threshold being less than the target pressure threshold; if the real-time pressure value is greater than or equal to the target pressure threshold, it is determined that the tire pressure sampling result indicates that the tire is under pressure; or, if the real-time pressure value is less than the first negative pressure threshold and greater than or equal to the second negative pressure threshold, it is determined that the tire pressure sampling result indicates that the tire is under negative pressure.

[0096] In this embodiment of the application, the device further includes: a query module, used to collect the working condition characteristics of the tire during the inflation process to obtain the corresponding working condition type; and to obtain the target pressure threshold corresponding to the working condition type.

[0097] In this embodiment of the application, the acquisition module 501 is used to, if the working condition type is a tank pressure pre-installation working condition, use the first pressure threshold corresponding to the tank pressure pre-installation working condition as the target pressure threshold, wherein the tank pressure pre-installation working condition is used to characterize the working condition of a single tire assembly being placed in a pressure tank for pressurization; or, if the working condition type is an inflation calibration working condition, use the second pressure threshold corresponding to the inflation calibration working condition as the target pressure threshold, wherein the second pressure threshold is greater than or equal to the first pressure threshold, and the inflation calibration working condition is used to characterize the working condition of the first inflation operation after the tire is assembled into the vehicle.

[0098] In this embodiment of the application, the device further includes: a first correction module, used to obtain the internal and external pressure difference parameters of the pressure tank cavity and / or the ambient temperature, and to obtain the appropriate temperature compensation parameters using the ambient temperature; and to adjust the first base pressure using the internal and external pressure difference parameters and / or the temperature compensation parameters to obtain a first pressure threshold, wherein the first base pressure is the pressure when the pressure tank has no pressure difference and the ambient temperature is at the calibrated temperature.

[0099] In this embodiment of the application, the device further includes: a second correction module, used to obtain the pressure loss parameters of the inflation pipe connected to the tire and / or the factory tire pressure parameters of the vehicle; and to adjust the second base pressure using the pressure loss parameters and / or the factory tire pressure parameters to obtain a second pressure threshold, wherein the second base pressure is the pressure when the inflation pipe has no loss and the air pressure at both ends of the pipe is consistent.

[0100] In this embodiment of the application, the device further includes: a control module, which is used to trigger the tire pressure sensor to switch to a high-frequency message transmission mode when a real-time pressure value is detected to be greater than or equal to a first pressure threshold, so as to complete the position matching self-learning of each tire pressure sensor and its respective tire within a preset driving time.

[0101] In this embodiment, the device further includes: a monitoring module, used to monitor whether an external device sends a verification command for the position binding status; wherein, the position binding status is detected by the external device, and the position binding status is used to characterize whether each tire pressure sensor of the vehicle is properly bound to its respective tire installation position; if a verification pass command is received from the external device, the tire pressure sensor is controlled to exit the high-frequency message transmission mode; if a verification fail command is received from the external device, the high-frequency message transmission mode is maintained until a verification pass command is received from the external device, after which the high-frequency message transmission mode is exited.

[0102] This invention provides a vehicle, including: a body, tires, and a tire pressure sensor, wherein the tire pressure sensor is deployed on the tires and is used to perform the method described in the first aspect or any corresponding embodiment thereof.

[0103] This invention provides a tire pressure sensor, including a control unit and an acceleration sensor. The control unit includes a storage unit and a processing unit, which are communicatively connected. The storage unit stores computer instructions, and the processing unit executes the computer instructions to perform the method described in the first aspect or any corresponding embodiment.

[0104] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 6 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system).

[0105] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0106] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0107] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device as shown by a landing page for an app. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transient memory, such as at least one disk storage device, flash memory device, or other non-transient solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0108] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include combinations of the above types of memory. The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0109] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0110] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A data transmission method based on a tire pressure sensor, characterized in that, The method includes: The tire pressure is obtained by the tire pressure sensor detecting the tire pressure and the resulting tire pressure sampling result. If the tire pressure sampling result indicates that the tire is under pressure or under negative pressure, the tire pressure sensor is controlled to actively transmit the stored built-in status data.

2. The method according to claim 1, characterized in that, The tire pressure monitoring results obtained by the tire pressure sensor include: Obtain the real-time pressure value collected by the tire pressure sensor; The tire pressure sampling results are obtained by comparing the real-time pressure value with the target pressure threshold and the real-time pressure value with the negative pressure determination threshold. The negative pressure determination threshold includes a first negative pressure threshold and a second negative pressure threshold, wherein the first negative pressure threshold is less than the target pressure threshold; if the real-time pressure value is greater than or equal to the target pressure threshold, the tire pressure sampling result is determined to indicate that the tire is under pressure; or, if the real-time pressure value is less than the first negative pressure threshold and greater than or equal to the second negative pressure threshold, the tire pressure sampling result is determined to indicate that the tire is under negative pressure.

3. The method according to claim 2, characterized in that, The method further includes: The working condition characteristics of the tire during the inflation process are collected to obtain the corresponding working condition type; Obtain the target pressure threshold corresponding to the operating condition type.

4. The method according to claim 3, characterized in that, The step of obtaining the target pressure threshold corresponding to the operating condition type includes: If the operating condition type is a tank-pressurized pre-installation condition, then the first pressure threshold corresponding to the tank-pressurized pre-installation condition is used as the target pressure threshold, wherein the tank-pressurized pre-installation condition is used to characterize the operating condition of a single tire assembly being pressurized in a pressure tank; or... If the working condition type is an inflation calibration working condition, then the second pressure threshold corresponding to the inflation calibration working condition is used as the target pressure threshold, wherein the second pressure threshold is greater than or equal to the first pressure threshold, and the inflation calibration working condition is used to characterize the working condition of the first inflation operation after the tire is assembled into the vehicle.

5. The method according to claim 4, characterized in that, The method further includes: Obtain the pressure difference parameters inside and outside the pressure tank cavity and / or the ambient temperature, and use the ambient temperature to obtain appropriate temperature compensation parameters; The first base pressure is adjusted using the internal and external pressure difference parameter and / or the temperature compensation parameter to obtain the first pressure threshold, wherein the first base pressure is the pressure when the pressure tank has no pressure difference and the ambient temperature is at the calibrated temperature.

6. The method according to claim 4, characterized in that, The method further includes: Obtain the pressure loss parameters of the inflation pipe connected to the tire and / or the factory tire pressure parameters of the vehicle. The second base pressure is adjusted using the pressure loss parameter and / or the factory tire pressure parameter to obtain the second pressure threshold, wherein the second base pressure is the pressure when the inflation pipe is lossless and the air pressure at both ends of the pipe is consistent.

7. The method according to claim 1, characterized in that, After acquiring the real-time pressure value of the tire pressure sensor under the current tire operating conditions, the method further includes: If the detected real-time pressure value is greater than or equal to the first pressure threshold, the tire pressure sensor is triggered to switch to high-frequency message transmission mode to complete the position matching self-learning of each tire pressure sensor and its corresponding tire within a preset driving time.

8. The method according to claim 7, characterized in that, After completing the tire pressure sensor position learning for each tire within a preset driving time, the method further includes: The system monitors whether external devices issue verification commands for the location binding status; wherein the location binding status is detected by the external devices and is used to characterize whether each tire pressure sensor of the vehicle is properly bound to its corresponding wheel installation position. If a verification pass command is received from the external device, the tire pressure sensor is controlled to exit the high-frequency message transmission mode; if a verification fail command is received from the external device, the high-frequency message transmission mode is maintained until a verification pass command is received from the external device, after which the high-frequency message transmission mode is exited.

9. A vehicle, characterized in that, include: A vehicle body, tires, and a tire pressure sensor, the tire pressure sensor being deployed on the tires, the tire pressure sensor being used to perform the method of any one of claims 1 to 8.

10. A tire pressure sensor, characterized in that, include: The control unit and the acceleration sensor, the control unit comprising: a storage unit and a processing unit, the storage unit and the processing unit being communicatively connected to each other, the storage unit storing computer instructions, the processing unit executing the computer instructions to perform the method of any one of claims 1 to 8.

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