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

Abstract

The application relates to the technical field of vehicles and discloses a data transmission method based on a tire pressure sensor, a vehicle and the tire pressure sensor. The tire running state recognition is realized through the acceleration detection function of the tire pressure sensor, the low-frequency inductor does not need to be additionally installed, the production cost caused by redundant hardware is directly reduced, and the hardware resources are avoided from being idle. Meanwhile, the built-in state data is actively transmitted only when the acceleration meets the trigger condition of the tire pressure sensor for data transmission, the reported content is in line with the actual driving conditions of the vehicle, effective monitoring data can be provided for external equipment, the sensor production cost is saved, and the effective monitoring data with practical value can be output, and the problems of cost waste, redundant hardware functions and no practical value in the traditional scheme are solved.

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: When the tire pressure sensor is rotating with the tire, it acquires the acceleration generated by the tire's movement and obtains the acceleration sampling result. If the acceleration sampling result meets the triggering condition for the tire pressure sensor to transmit data, then the tire pressure sensor is controlled to actively transmit the stored built-in status data to the outside.

[0006] Furthermore, the acceleration sampling results include: acceleration obtained from multiple sets of interval sampling, or acceleration continuously sampled within a preset time period, or acceleration sampled in real time during tire movement; The acceleration sampling result satisfies the triggering conditions for data transmission by the tire pressure sensor, including: The accelerations obtained from the multiple sets of interval sampling are all greater than or equal to the target acceleration threshold; or... The acceleration sampled continuously within the preset time period is greater than or equal to the target acceleration threshold; or, Timing begins when the real-time sampled acceleration is first greater than or equal to the target acceleration threshold. From the start of timing, the continuously sampled accelerations are all greater than or equal to the target acceleration threshold, and the cumulative duration reaches the target duration.

[0007] Furthermore, the method also includes: The working condition characteristics of the tire during its movement are obtained to determine the corresponding working condition type; Obtain the target acceleration threshold and target duration corresponding to the operating condition type.

[0008] Furthermore, obtaining the target acceleration threshold and target duration corresponding to the operating condition type includes: If the operating condition type is a tire assembly pre-assembly operating condition, then the first acceleration threshold corresponding to the tire assembly pre-assembly operating condition is used as the target acceleration threshold, and the first duration corresponding to the tire assembly pre-assembly operating condition is used as the target duration, wherein the tire assembly pre-assembly operating condition is used to characterize the operating condition of a single tire assembly rotating under the drive of an acceleration tool; or, If the working condition type is a whole wheel hub detection working condition, then the second acceleration threshold corresponding to the whole wheel hub detection working condition is used as the target acceleration threshold, and the second duration corresponding to the whole wheel hub detection working condition is used as the target duration. The second acceleration threshold is greater than the first acceleration threshold, and the second duration is greater than or equal to the first duration. The whole wheel hub detection working condition is used to characterize the working condition in which the assembled vehicle is detected by rotating the wheels synchronously via a hub rotating device.

[0009] Furthermore, the method also includes: Obtain the tooling rotation speed parameter of the acceleration tool and / or the positioning eccentricity parameter between the acceleration tool and the tire assembly, wherein the positioning eccentricity parameter is used to represent the offset between the geometric center of the tire assembly and the axis of the acceleration tool; The first base duration is obtained by adjusting the tooling rotation speed parameter and / or the positioning eccentricity parameter. The first base duration is the duration when the acceleration tooling is eccentric and the rotational acceleration corresponding to the rotation speed continuously reaches the first acceleration threshold under the pre-assembly condition of the tire assembly.

[0010] Furthermore, the method also includes: Obtain the axle load parameters and / or acceleration response rate of the hub device; The second base duration is obtained by adjusting the axle load parameters and / or the acceleration response rate. The second base duration is the duration when the axle load is within a set range and the acceleration response performance of the hub rotating device is optimal under the whole wheel hub detection condition.

[0011] Furthermore, after acquiring the real-time acceleration of the tire pressure sensor under the current tire operating conditions, the method further includes: If the real-time acceleration is detected to be greater than the third acceleration threshold for the first time, and the real-time acceleration remains greater than the third acceleration threshold for a continuous duration longer than the third duration, 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: Listen to whether external devices send 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 has been successfully 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, embodiments of the present invention provide a data transmission device based on a tire pressure sensor, the device comprising: The acquisition module is used to acquire the acceleration generated by the tire movement when the tire pressure sensor is rotating with the tire, and obtain the acceleration sampling result; The control module is used to control the tire pressure sensor to actively transmit its stored internal status data if the acceleration sampling result meets the triggering condition for data transmission by the tire pressure sensor.

[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. The control unit includes: a storage unit and a processing unit, which are communicatively connected to each other. 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.

[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] The method provided in this application has the following beneficial effects: This application utilizes the acceleration detection function built into the tire pressure sensor to identify tire operating status, eliminating the need for an additional low-frequency inductor and directly reducing production costs associated with redundant hardware, thus avoiding idle hardware resources. Furthermore, the built-in status data is only actively transmitted when the acceleration meets the trigger conditions for data transmission by the tire pressure sensor. The reported content closely reflects the actual driving conditions of the vehicle, providing effective monitoring data for external devices. This approach saves on sensor production costs while outputting practically valuable monitoring data, solving the problems of cost waste, redundant hardware functions, and lack of practical use associated with traditional solutions. 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: When the tire pressure sensor is rotating with the tire, the acceleration generated by the tire movement is acquired, and the acceleration sampling result is obtained.

[0024] In this embodiment, the tire pressure sensor refers to a tire pressure monitoring module integrated with acceleration detection functionality. It is installed inside the tire and can sample its own acceleration generated as the tire rotates in real time, thereby obtaining the acceleration sampling result. It is understood that, as one implementation, the tire pressure sensor can be installed at the tire valve, rotating, bumping, and undergoing centrifugal motion synchronously with the tire. There is no relative displacement between the two; the acceleration detected by the tire pressure sensor originates from the tire's movement, and the acceleration detected by the tire pressure sensor is essentially the acceleration generated during the tire's movement.

[0025] This application embodiment sets up three types of acceleration sampling implementation methods: multi-group interval sampling, continuous sampling within a preset time period, and real-time sampling throughout the tire's motion. These methods can reduce sensor power consumption through time-division discrete sampling, lock motion data under rotational conditions through continuous sampling over a fixed time period, and achieve event-triggered dynamic judgment through real-time sampling throughout the entire process. The acceleration sampling results generated under different sampling methods differ in temporal distribution, sampling start / stop rules, and data storage format, and can all be retained through visualization methods such as log recording and data waveform screenshots. Therefore, the acceleration sampling results include: acceleration obtained from multi-group interval sampling, or acceleration continuously sampled within a preset time period, or acceleration sampled in real-time during tire movement. Specifically, the first method uses multiple sets of interval sampling to obtain acceleration sampling results. As the tire pressure sensor rotates synchronously with the tire, it periodically starts the acceleration sampling action according to the sampling interval. A fixed time interval is set between two adjacent samplings. Multiple sets of independent tire motion acceleration are sampled in sequence, and the acceleration values ​​sampled each time are cached and recorded, ultimately forming multiple sets of time-dispersed and independent interval acceleration sampling results.

[0026] The second method uses continuous sampling within a preset time period to obtain acceleration sampling results. After the tire pressure sensor detects that the tire has entered a rotating state, it starts the preset time period and performs acceleration sampling operation continuously within the preset time period without setting a sampling sleep interval. It continuously samples the acceleration during the tire rotation process and stores it in real time, completely recording all data from the start time to the end time of the monitoring period, thereby obtaining continuous acceleration sampling results within the preset time period.

[0027] The third method uses real-time sampling during tire movement to obtain acceleration sampling results. The tire pressure sensor is always in a real-time standby sampling state throughout the entire process of tire rotation, continuously monitoring the acceleration changes caused by tire movement. There is no fixed sampling interval or pre-defined monitoring start and end time. As long as the tire is in rotation, it continuously samples instantaneous acceleration and caches it in real time, continuously generating time-series real-time acceleration sampling results, waiting for the determination and call of trigger conditions.

[0028] Step S102: If the acceleration sampling result meets the triggering condition for the tire pressure sensor to transmit data, then control the tire pressure sensor to actively transmit the stored built-in state data to the outside.

[0029] In this embodiment of the application, the acceleration sampling result satisfies the triggering condition for the tire pressure sensor to transmit data, including any one of the following: ① The accelerations obtained from multiple sets of interval sampling are all greater than or equal to the target acceleration threshold.

[0030] The tire pressure sensor control unit compares each discrete acceleration sample obtained with a target acceleration threshold. The control unit is configured with valid sampling counting logic. Only when every acceleration value obtained from all intervals is greater than or equal to the target acceleration threshold, the control unit determines that the tire is in a stable and effective rotation condition, thus meeting the data transmission trigger condition.

[0031] If the acceleration of any set of interval samples is lower than the target acceleration threshold, the control unit determines that the verification has failed and will not issue a data transmission command. The control unit will record the results of each threshold comparison in detail and store the operation log. Only after confirming that all discrete sampling data meet the standard will it control the tire pressure sensor to actively transmit the built-in status data to the outside.

[0032] ②The acceleration sampled continuously within the preset time period is greater than or equal to the target acceleration threshold.

[0033] The tire pressure sensor control unit acquires all acceleration sampling data continuously collected throughout a preset monitoring period. It then iterates through each acceleration sampling record within this fixed time window in chronological order, comparing each sampled value with a target acceleration threshold. If the acceleration value at any sampling moment within the preset time period is less than the target acceleration threshold, the control unit terminates the verification process, determining that the transmission trigger condition is not met.

[0034] Only when all sequential acceleration sampling results within the preset monitoring period are greater than or equal to the target acceleration threshold can it be confirmed that the tire is operating smoothly throughout the entire monitoring cycle. The control unit synchronously records the monitoring start and end times, threshold comparison information for each sampling, and keeps a log. Only after the verification is passed will the tire pressure sensor be controlled to actively transmit the built-in status data to the outside.

[0035] ③ When the real-time sampled acceleration is greater than or equal to the target acceleration threshold for the first time, the timing is started. From the start of the timing, the continuously sampled acceleration is greater than or equal to the target acceleration threshold, and the cumulative duration reaches the target duration.

[0036] The tire pressure sensor control unit continuously monitors the acceleration sampling results collected in real time during tire movement. When the real-time sampled acceleration is detected to be greater than or equal to the target acceleration threshold for the first time, the control unit drives the built-in timer to start the duration accumulation operation.

[0037] During the timing operation phase, the control unit continuously performs threshold verification on each real-time continuously sampled acceleration data. Once any sampled value is detected to be lower than the target acceleration threshold, the control unit clears the timer and re-enters the threshold monitoring state.

[0038] Only when all continuous sampling accelerations remain within the target range from the start of timing, and the cumulative timer duration eventually reaches the preset target duration, will the control unit determine that the data transmission trigger condition is met, and then control the tire pressure sensor to actively transmit the built-in status data to the outside.

[0039] 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 identity information ID, current tire pressure value, tire internal temperature value, battery voltage status, sensor fault code, etc.

[0040] 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.

[0041] 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 tire assembly pre-assembly condition, the external device includes at least one of the following: a MES (Manufacturing Execution System), a workstation data acquisition gateway, a vehicle controller, and a receiving terminal of the tire pressure monitoring system. Under the wheel hub inspection 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.

[0042] It should be noted that the target acceleration threshold refers to a pre-set critical acceleration value for the current tire operating condition. This threshold takes different specific values ​​under different operating conditions. For example, it corresponds to the first acceleration threshold (≥1m / s²) in the tire assembly pre-assembly condition, the second acceleration threshold (≥3m / s²) in the whole wheel hub detection condition, and the third acceleration threshold (≥2m / s²) in the position learning condition. The continuous duration refers to the accumulated duration under the condition that the tire pressure sensor maintains a real-time acceleration that is always greater than or equal to the target acceleration threshold. This duration needs to be continuously measured by an internal timer. The detection is considered valid only when the accumulated value of the timer reaches or exceeds the preset target duration (e.g., 2 seconds for the first duration, 2 seconds for the second duration, or 5 seconds for the third duration). During this process, if the real-time acceleration at any sampling moment falls below the target acceleration threshold, the timer resets to zero and starts detecting the start and end times of the next continuous condition fulfillment from zero. This mechanism can effectively filter out brief acceleration fluctuations caused by tire eccentric rotation, hub slippage, or instantaneous road bumps, avoiding false triggering.

[0043] 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: When the tire pressure sensor is rotating with the tire, the acceleration generated by the tire movement is acquired, and the acceleration sampling result is obtained.

[0044] In this embodiment, the tire pressure sensor refers to a tire pressure monitoring module integrated with acceleration detection functionality. It is installed inside the tire and can sample its own acceleration generated as the tire rotates in real time, thereby obtaining the acceleration sampling result. It is understood that, as one implementation, the tire pressure sensor can be installed at the tire valve, rotating, bumping, and undergoing centrifugal motion synchronously with the tire. There is no relative displacement between the two; the acceleration detected by the tire pressure sensor originates from the tire's movement, and the acceleration detected by the tire pressure sensor is essentially the acceleration generated during the tire's movement.

[0045] The tire pressure sensor is always in a real-time standby sampling state throughout the entire process of tire rotation, continuously monitoring the acceleration changes caused by tire movement. There is no fixed sampling interval or pre-defined monitoring start and end time. As long as the tire is in rotation, it continuously samples instantaneous acceleration and caches it in real time, continuously generating time-series real-time acceleration sampling results.

[0046] Step S202: Obtain the working condition characteristics of the tire during the movement process and obtain the corresponding working condition type; if the working condition type is the tire assembly pre-assembly working condition, then the first acceleration threshold corresponding to the tire assembly pre-assembly working condition is used as the target acceleration threshold, and the first duration corresponding to the tire assembly pre-assembly working condition is used as the target duration, wherein the tire assembly pre-assembly working condition is used to characterize the working condition of a single tire assembly rotating under the drive of the acceleration tool.

[0047] In this embodiment, after determining the operating condition type, the target acceleration threshold and target duration corresponding to the operating condition type can be obtained. The operating condition type refers to the operational scenario corresponding to the current production or testing stage of the tire pressure sensor, including at least the tire assembly pre-installation condition (i.e., the scenario where a single tire assembly on the Tire 1 production line rotates under the drive of an acceleration fixture) and the whole vehicle wheel inspection condition (i.e., the scenario where the entire vehicle on the OEM production line rotates synchronously on a wheel rotating device for inspection). The tire assembly pre-installation condition specifically refers to the condition on the tire supplier's (Tire 1) production line where a single tire assembly (including the tire, wheel, and installed tire pressure sensor) is placed on a dedicated acceleration fixture rotary table, and the fixture provides controllable rotational acceleration to read the sensor's internal information. The first acceleration threshold is a preset acceleration critical value under the tire assembly pre-installation condition, with a value of 1 m / s²; the "first duration" is a preset continuous duration requirement under this condition, with a value of 2 seconds. The target acceleration threshold and target duration are parameters selected and assigned from a variety of preset thresholds and durations based on the current operating condition type, and are used for condition judgment in subsequent steps.

[0048] After the tire pressure sensor completes real-time acceleration acquisition, the control unit first reads a condition configuration parameter pre-stored in the sensor's internal non-volatile memory. This configuration parameter is written by an external tool during sensor assembly or production line initialization, or the sensor identifies the current production line by detecting a specific external level signal (such as the state of a pin). The control unit determines the current operating condition type based on this configuration parameter: if it is identified as a tire assembly pre-assembly condition, it reads the first acceleration threshold (1 m / s²) and first duration (2 seconds) corresponding to this condition from the internal configuration table, and writes these two values ​​into the target acceleration threshold variable and target duration variable used in the current process, respectively; if it is identified as another condition (such as a whole wheel hub detection condition), it reads a different threshold and duration accordingly. Subsequently, the comparison and judgment in steps S102 and S103 will directly use these two assigned variables. It should be noted that this condition identification and parameter acquisition process is only executed once at the beginning of this tire operation condition, or only before the sensor acquires acceleration for the first time after power-on, and will not be repeated in subsequent loop judgments to ensure the consistency of the judgment logic.

[0049] As an example, on the Tire 1 production line, a tire assembly to be tested is placed on an acceleration fixture. After the tire pressure sensor is powered on, its control unit reads its internal configuration register and identifies the operating condition type code as "0x01," corresponding to "tire assembly pre-installation condition." The controller then automatically sets the target acceleration threshold to 1 m / s² and the target duration to 2 seconds. Subsequently, when the fixture starts rotating and causes the sensor's real-time acceleration to continuously reach 1 m / s² or higher for 2 seconds, the sensor triggers the transmission of its built-in status data.

[0050] By acquiring the working characteristics of the tire during its movement, the corresponding working condition type can be obtained, enabling the tire pressure sensor to automatically identify the current production or testing stage. This avoids the insufficient applicability caused by using fixed parameters for different scenarios. By acquiring the target acceleration threshold and target duration corresponding to the working condition type, dynamic adaptation of the triggering conditions is achieved. This allows the sensor to use the most suitable acceleration threshold and duration for judgment under different working conditions. Thus, without eliminating the low-frequency inductor, the reliability of information read from the production line is guaranteed, and false triggering or missed triggering caused by improper parameters is avoided.

[0051] If the working condition is a tire assembly pre-assembly condition, then the first acceleration threshold is used as the target acceleration threshold and the first duration is used as the target duration. This allows for triggering with a lower threshold and a shorter duration when a single tire assembly is rotating on the Tire 1 production line, balancing production line cycle time and trigger sensitivity. If the working condition is a whole vehicle wheel hub inspection condition, then the second acceleration threshold is used as the target acceleration threshold and the second duration is used as the target duration. The second acceleration threshold is greater than the first acceleration threshold and the second duration is greater than or equal to the first duration. This allows for the use of a higher threshold and sufficient duration during whole vehicle wheel hub inspection on the OEM production line, effectively overcoming interference such as wheel slippage and load fluctuations, ensuring stable triggering of whole vehicle off-line inspection, and achieving differentiated configurations for different production line scenarios.

[0052] Step S203: If the acceleration sampling result meets the triggering condition for the tire pressure sensor to transmit data, then control the tire pressure sensor to actively transmit the stored built-in state data to the outside.

[0053] In this embodiment, the control unit of the tire pressure sensor continuously monitors the acceleration sampling results collected in real time during tire movement. When the real-time sampled acceleration is first detected to be greater than or equal to the target acceleration threshold, the control unit drives the built-in timer to start the duration accumulation operation.

[0054] During the timing operation phase, the control unit continuously performs threshold verification on each real-time continuously sampled acceleration data. Once any sampled value is detected to be lower than the target acceleration threshold, the control unit clears the timer and re-enters the threshold monitoring state.

[0055] Only when all continuous sampling accelerations remain within the target range from the start of timing, and the cumulative timer duration eventually reaches the preset target duration, will the control unit determine that the data transmission trigger condition is met, and then control the tire pressure sensor to actively transmit the built-in status data to the outside.

[0056] 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 identity information ID, current tire pressure value, tire internal temperature value, battery voltage status, sensor fault code, etc.

[0057] 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.

[0058] In this embodiment, under the tire assembly pre-assembly condition, the external equipment includes at least one of the following: a MES (Manufacturing Execution System), a workstation data acquisition gateway, a vehicle controller, and a receiving terminal for a tire pressure monitoring system. Under the wheel hub inspection condition, the external equipment 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 for a tire pressure monitoring system.

[0059] In this embodiment of the application, the method further includes: Step A1: Obtain the tooling rotation speed parameters of the acceleration tool and / or the positioning eccentricity parameters between the acceleration tool and the tire assembly, wherein the positioning eccentricity parameters are used to represent the magnitude of the offset between the geometric center of the tire assembly and the axis of the acceleration tool.

[0060] Specifically, the acceleration fixture refers to a specialized piece of equipment used in the tire assembly pre-assembly process (Tire 1 production line) to drive the rotation of a single tire assembly to generate acceleration. It typically consists of a motor, a rotating platform, and fixed fixtures. The fixture rotation speed parameter is a quantified value of the current rotational speed of the acceleration fixture, measured in revolutions per minute (r / min) or radians per second (rad / s). This parameter directly determines the magnitude of the centripetal acceleration generated at the edge of the tire assembly. The positioning eccentricity parameter is a quantified value describing the degree of offset between the geometric center of the tire and the rotation axis of the fixture when the tire assembly is placed on the rotating platform of the acceleration fixture. It is usually expressed in millimeters (mm) or as a percentage. This parameter characterizes the degree of tire mounting eccentricity, which can be caused by factors such as manual or robotic placement deviations, wear of the wheel hub positioning slots, and tire-wheel hub assembly clearances.

[0061] Before or at the moment of starting the tire assembly pre-assembly process, the tire pressure sensor acquires the aforementioned parameters in the following ways: First, the controller of the acceleration fixture (such as a PLC or industrial computer) sends the current fixture rotation speed parameters to the tire pressure sensor via wireless communication (e.g., low-frequency wake-up, although inductor has been eliminated, other short-range wireless methods such as Bluetooth can be used, or pre-written via a wired interface before the sensor is installed); or, before the sensor is installed on the tire assembly, the production line system has written the calibrated rotation speed and estimated eccentricity parameters of this batch of fixtures into the sensor's non-volatile memory via a programming interface. For the positioning eccentricity parameters, since the sensor itself cannot directly measure the eccentricity, this parameter is usually measured by manual inspection or a vision system on the production line and then sent to the rotating tire pressure sensor via a near-field communication interface (such as NFC) on the fixture or via radio frequency broadcast. After receiving these parameters, the control unit inside the sensor temporarily stores them in RAM for subsequent adjustment of the first base duration. It should be noted that the acquisition action should be completed before the acceleration condition detection in order to dynamically calculate the applicable first duration.

[0062] Step A2: Adjust the first basic duration using the tooling speed parameters and / or positioning eccentricity parameters to obtain the first duration. The first basic duration is the duration under the pre-assembly condition of the tire assembly when the acceleration tooling is eccentric and the rotational acceleration corresponding to the speed continuously reaches the first acceleration threshold.

[0063] Specifically, the first base duration refers to the theoretically required continuous timing duration under ideal conditions of the tire assembly pre-assembly (i.e., when the acceleration fixture is eccentric and the rotational acceleration corresponding to the current fixture speed can stably and continuously reach the first acceleration threshold). This duration is a baseline value; for example, under ideal conditions without eccentricity, setting it to 2 seconds is sufficient to meet the triggering condition. The first duration, after adjustment, is the target duration actually used to determine whether the continuous duration meets the standard. Its value is equal to the first base duration plus or multiplied by a correction amount jointly determined by the fixture speed parameter and the positioning eccentricity parameter. Adjustment refers to dynamically extending or shortening the first base duration based on the currently measured degree of eccentricity and speed to offset the interference caused by the periodic drop in acceleration due to eccentric rotation on the continuous timing, ensuring triggering reliability.

[0064] After obtaining the tooling speed parameters and positioning eccentricity parameters, the tire pressure sensor control unit calculates the first duration based on the built-in adjustment algorithm. Specifically, the control unit first calculates the theoretical rotation period T based on the tooling speed parameters (for example, if the speed is 120 r / min, the period is 0.5 seconds); then, based on the positioning eccentricity parameters (offset e, in mm), it estimates the duration ΔT of the "fall window" during which the acceleration is lower than the first acceleration threshold in each rotation period.

[0065] The greater the eccentricity and the higher the rotational speed, the more frequently the drop window appears and the longer the single drop time. The control unit calculates the additional compensation time ΔT_comp (e.g., ΔT_comp = k × e × (1 / rotational speed), where k is an empirical coefficient) using a preset mapping formula or lookup table. Finally, the first base time (e.g., 2000ms) is added to this compensation time to obtain the first time (e.g., 2000ms + 500ms = 2500ms). If the eccentricity parameter is 0 (no eccentricity), the compensation time is 0, and the first time equals the first base time. This first time is then written into the target time variable for determining continuous time. Through this adaptive adjustment, even if the tire's eccentric rotation causes a periodic drop in acceleration, the sensor can still accumulate sufficient continuous effective timing across the drop window because the target time has been appropriately extended, thus avoiding trigger failures caused by frequent zeroing.

[0066] As an example, on the Tire 1 production line, a tire assembly is placed on an acceleration fixture. The fixture controller detects the current rotational speed as R / min, and simultaneously, a laser displacement sensor measures the eccentricity distance Qmm between the tire's geometric center and the fixture's rotation axis. The fixture controller transmits these parameters to the tire pressure sensor via short-range wireless communication. After acquiring the fixture rotational speed and eccentricity parameters, the sensor knows that the first base duration without eccentricity is T0ms. According to a preset algorithm, the rotational speed R / min corresponds to a rotational period of T1 seconds. The eccentricity Qmm causes a drop window of approximately T2ms in each period where the acceleration falls below the first acceleration threshold (1m / s²). The first duration is adjusted to T0 + T2 to overcome the periodic drop in acceleration caused by eccentricity, ensuring that continuous timing can accumulate sufficient effective time across the drop window, ultimately reliably triggering the tire pressure sensor to send its built-in status data.

[0067] By acquiring the tooling speed parameters of the acceleration tool and / or the positioning eccentricity parameters between the acceleration tool and the tire assembly, the degree and speed characteristics of tire eccentricity rotation can be quantified, providing a basis for duration adjustment. By adjusting the first base duration using the tooling speed parameters and / or positioning eccentricity parameters, the first duration can be obtained. This allows for adaptive extension of continuous timing requirements when tire eccentricity rotation causes periodic drops in acceleration, avoiding timing reset and trigger failure due to acceleration briefly falling below the threshold. Thus, without increasing hardware costs, the trigger success rate of the Tire1 production line under eccentricity conditions caused by tooling wear or assembly deviations is improved.

[0068] 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: When the tire pressure sensor is rotating with the tire, the acceleration generated by the tire movement is acquired, and the acceleration sampling result is obtained.

[0069] In this embodiment, the tire pressure sensor refers to a tire pressure monitoring module integrated with acceleration detection functionality. It is installed inside the tire and can sample its own acceleration generated as the tire rotates in real time, thereby obtaining the acceleration sampling result. It is understood that, as one implementation, the tire pressure sensor can be installed at the tire valve, rotating, bumping, and undergoing centrifugal motion synchronously with the tire. There is no relative displacement between the two; the acceleration detected by the tire pressure sensor originates from the tire's movement, and the acceleration detected by the tire pressure sensor is essentially the acceleration generated during the tire's movement.

[0070] The tire pressure sensor is always in a real-time standby sampling state throughout the entire process of tire rotation, continuously monitoring the acceleration changes caused by tire movement. There is no fixed sampling interval or pre-defined monitoring start and end time. As long as the tire is in rotation, it continuously samples instantaneous acceleration and caches it in real time, continuously generating time-series real-time acceleration sampling results.

[0071] Step S302: Obtain the working condition characteristics of the tire during the movement process and obtain the corresponding working condition type; if the working condition type is the whole wheel hub detection working condition, then the second acceleration threshold corresponding to the whole wheel hub detection working condition is used as the target acceleration threshold, and the second duration corresponding to the whole wheel hub detection working condition is used as the target duration, wherein the second acceleration threshold is greater than the first acceleration threshold, and the second duration is greater than or equal to the first duration. The whole wheel hub detection working condition is used to characterize the working condition of the assembled vehicle being detected by the wheel synchronous rotation driven by the hub rotating device.

[0072] Specifically, after acquiring real-time acceleration, the tire pressure sensor first identifies the current operating condition through its internal configuration register or external signal. If it identifies the wheel hub detection condition (e.g., the sensor determines it is currently in the OEM production line hub detection stage through a specific pin level or pre-written flag), it reads the second acceleration threshold (3 m / s²) and the second duration (2 seconds) corresponding to this condition from the internal configuration table and writes these two values ​​into the target acceleration threshold variable and the target duration variable, respectively. Subsequently, the sensor compares the real-time acceleration with the target acceleration threshold (3 m / s²) in each sampling cycle: if the real-time acceleration is greater than or equal to 3 m / s², it starts or increments the continuous duration counter; if the real-time acceleration is less than 3 m / s², the counter is reset to zero. Since the hub start-up process may experience momentary slippage due to large axle load or slow acceleration climb due to low acceleration response rate, the sensor needs to continuously detect that the real-time acceleration is stably maintained above 3 m / s² and the cumulative time reaches 2 seconds before determining that the condition is met and triggering data transmission. This process effectively avoids misjudgments caused by a momentary drop in acceleration due to brief slippage between the hub and the wheel.

[0073] Step S203: If the real-time acceleration is greater than or equal to the target acceleration threshold, then detect the duration for which the real-time acceleration remains greater than or equal to the target acceleration threshold.

[0074] After acquiring a new real-time acceleration, the tire pressure sensor control unit compares it with the target acceleration threshold corresponding to the current operating condition. If the real-time acceleration is less than the target acceleration threshold, the internal continuous duration counter of the control unit is cleared and waits for the next sampling. If the real-time acceleration is greater than or equal to the target acceleration threshold, the control unit starts or continues to increment a dedicated timer (e.g., using an internal timer interrupt, incrementing by 1 every millisecond). This timer starts counting from the first time the threshold condition is met and checks whether the current acceleration still meets the condition in each sampling cycle. The detection is considered valid only when the accumulated value of the timer reaches or exceeds the preset target duration (e.g., 2 seconds for the first duration, 2 seconds for the second duration, or 5 seconds for the third duration). During this process, if the real-time acceleration at any sampling moment falls below the target acceleration threshold, the timer is reset to zero, and the detection starts again from zero to detect the start and end times of the next continuous condition meeting.

[0075] As an example, on an OEM production line, a completed vehicle is pushed onto a wheel hub testing bench. The tire pressure sensors on all four wheels are pre-configured for wheel hub testing, with a target acceleration threshold automatically set to 3 m / s² and a target duration of 2 seconds. After the hub starts, as the roller speed increases, the real-time acceleration measured by the sensor on the right front wheel gradually rises from 0. When the acceleration first reaches 3.1 m / s², the sensor's internal timer starts counting. In the following 2 seconds, due to good road surface adhesion, the acceleration stabilizes between 3.0 and 3.3 m / s². After the timer accumulates for 2 seconds, the sensor triggers its built-in status data (such as sensor ID and tire pressure value) to be transmitted via radio frequency to a receiver next to the hub equipment and uploaded to the MES system for binding and recording. If, at 1.5 seconds, the acceleration suddenly drops to 2.8 m / s² due to momentary slippage, the timer is reset to zero, and the 2-second count restarts only after the acceleration rises back above 3 m / s².

[0076] Step S303: If the acceleration sampling result meets the triggering condition for the tire pressure sensor to transmit data, then control the tire pressure sensor to actively transmit the stored built-in state data to the outside.

[0077] In this embodiment, the control unit of the tire pressure sensor continuously monitors the acceleration sampling results collected in real time during tire movement. When the real-time sampled acceleration is first detected to be greater than or equal to the target acceleration threshold, the control unit drives the built-in timer to start the duration accumulation operation.

[0078] During the timing operation phase, the control unit continuously performs threshold verification on each real-time continuously sampled acceleration data. Once any sampled value is detected to be lower than the target acceleration threshold, the control unit clears the timer and re-enters the threshold monitoring state.

[0079] Only when all continuous sampling accelerations remain within the target range from the start of timing, and the cumulative timer duration eventually reaches the preset target duration, will the control unit determine that the data transmission trigger condition is met, and then control the tire pressure sensor to actively transmit the built-in status data to the outside.

[0080] 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.

[0081] 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.

[0082] In this embodiment of the application, under the condition of whole wheel hub inspection, the external equipment includes at least one of the following: vehicle manufacturer MES data acquisition terminal, whole vehicle off-line diagnostic equipment, production line tooling calibration equipment, vehicle controller, and tire pressure monitoring system receiving terminal.

[0083] This application uses real-time acceleration as the judgment criterion. The verification process covers acceleration across the entire time interval and the full range. Data transmission is triggered by identifying the duration of sustained acceleration compliance, eliminating the need for an external low-frequency trigger to send a wake-up signal. In existing technologies, low-frequency inductors are only briefly activated during tire mass production data sampling. They do not participate in tire pressure monitoring during normal driving after vehicle delivery. Eliminating this component saves on component procurement, surface mount welding, and other production costs. The system can complete condition determination and data reporting solely based on the sensor's built-in acceleration detection module, without requiring additional hardware. This satisfies the production line's requirement to sample and read the sensor's built-in status data while avoiding hardware redundancy and additional costs associated with configuring a low-frequency inductor.

[0084] In this embodiment of the application, the method further includes: Step B1: Obtain the axle load parameters and / or acceleration response rate of the hub device.

[0085] Specifically, a rotary drum machine refers to a roller-type test bench used on the production line of an OEM (Original Equipment Manufacturer) to synchronously rotate the wheels of a vehicle for off-line testing. Axle load parameter refers to the quantified value of the vehicle's weight distributed among each wheel when the vehicle is placed on the rotary drum machine, usually expressed in kilograms (kg) or Newtons (N). Heavy-duty SUVs, pickup trucks, and vans have higher axle loads, while smaller passenger cars have lower axle loads. This parameter directly affects the friction between the wheels and the rotary drum rollers and the probability of slippage. Acceleration response rate refers to how quickly the rotary drum machine can reach a stable output acceleration threshold (such as the second acceleration threshold of 3 m / s²) from a standstill, expressed in m / s³. When the machine's motor is aging or has large transmission clearances, the acceleration response rate is low, and the acceleration climbs slowly. When the machine is properly calibrated and the motor has excellent performance, the acceleration response rate is high, and the target acceleration can be output quickly and stably.

[0086] Before or during the wheel hub inspection, the tire pressure sensors acquire the aforementioned parameters in the following ways: First, the controller of the wheel hub rotating equipment (such as a PLC or industrial computer) monitors or stores the axle load parameters of the current test vehicle in real time. These parameters can be obtained through the vehicle weighing system, suspension height sensor, or manual input, and are sent to the tire pressure sensors in each wheel via short-range wireless communication (such as a 2.4GHz proprietary protocol or low-frequency auxiliary communication, used here only for parameter transmission rather than sensor wake-up) or via the vehicle gateway or diagnostic interface. Simultaneously, the wheel hub controller sends its currently calibrated or real-time measured acceleration response rate value. If the sensors cannot communicate directly, these parameters can be pre-written into the sensor's non-volatile memory by the production line MES system using an RF writing tool before the vehicle enters the wheel hub station. Upon receiving the axle load parameters (e.g., 500kg) and acceleration response rate (e.g., 2.5 m / s³), the control unit temporarily stores them in RAM. It should be noted that the acquisition action should be completed before or at the beginning of the acceleration condition detection, so as to dynamically calculate the target duration that adapts to the current vehicle load and the state of the rotating equipment.

[0087] Step B2: Adjust the second base duration using axle load parameters and / or acceleration response rate to obtain the second duration, wherein the second base duration is the duration when the axle load is within a set range and the acceleration response performance of the hub rotating device is optimal under the whole wheel hub detection condition.

[0088] Specifically, the second base duration refers to the theoretically required continuous timing duration under ideal conditions of whole-vehicle wheel hub inspection (i.e., when the axle load is in the set light load range and the acceleration response performance of the hub rotating equipment is optimal). This duration is a baseline value, for example, set to 2 seconds under optimal conditions. The second duration is the target duration actually used to judge whether the continuous duration meets the standard after adjustment. Its value is equal to the second base duration plus or multiplied by a correction amount determined by the axle load parameter and the acceleration response rate. Adjustment refers to dynamically extending or shortening the second base duration according to the actual axle load of the current vehicle and the actual acceleration response capability of the hub rotating equipment: when the axle load is larger or the acceleration response rate is lower, the wheel is more likely to slip and the acceleration is more likely to drop instantaneously. Therefore, it is necessary to appropriately increase the second duration to tolerate short-term drops and ensure that the continuous timing can accumulate to meet the standard. Conversely, when the axle load is small and the acceleration response rate is high, the second duration can be appropriately shortened to improve the production line inspection cycle.

[0089] It should be noted that the optimal acceleration response performance of the wheel hub equipment refers to the shortest time taken for the wheel hub equipment to stabilize at the set speed from start-up acceleration under the test conditions of whole wheel hub inspection and vehicle axle load in the light load range. The speed rise curve is smooth without obvious fluctuations, and there are no acceleration lags, sudden increases or decreases in speed, or slippage between the roller and the tire. The acceleration output by the equipment can be quickly and stably maintained above the target acceleration threshold without instantaneous drops or repeated fluctuations in acceleration. This allows the tire pressure sensor to sample continuous and stable acceleration without the need to extend the timing duration to avoid instantaneous disturbances. At this time, the acceleration control accuracy and power output stability of the equipment are at their best. The continuous timing duration calibrated under this condition is the second basic timing duration.

[0090] The light load range is a pre-defined standard range of vehicle axle load. During whole-wheel hub testing, only when the vehicle's actual axle load falls within this smaller load range is it considered a light load condition. For example, a single axle load of 0.5 to 1.2 tons can be set as the light load range. Under this condition, the overall vehicle weight is low, and the pressure of the tires on the hub is moderate. This avoids the problem of the hub struggling to accelerate and the tires slipping due to excessive vehicle weight, while also preventing the wheels from spinning freely due to too light a load. The set speed is the target stable operating speed that the operator pre-sets for the hub rotating equipment.

[0091] After acquiring the axle load parameters and acceleration response rate, the tire pressure sensor control unit calculates the second duration based on its built-in adjustment algorithm. Specifically, the control unit first acquires a pre-stored second base duration. Then, it calculates the load correction coefficient based on the axle load parameters using a table or formula: the larger the load, the larger the correction coefficient. For example, a reference load value is set, and a fixed compensation amount is added for every W (kg) increase in the actual load. Simultaneously, a rate correction coefficient is calculated based on the acceleration response rate: a lower response rate indicates a slower acceleration climb, requiring more time for the wheel to maintain a stable acceleration above 3 m / s², thus requiring additional compensation. For example, a reference response rate is set, and a compensation amount is added for every P (m / s³) decrease in the actual response rate. Finally, the control unit adds the second base duration to the two compensation amounts to obtain the final second duration. If the axle load is within the set range and the response rate is optimal, the second duration equals the second base duration. This adaptive adjustment ensures reliable triggering of the tire pressure sensor under different vehicle loads and aging of the rotating equipment, while also considering detection efficiency.

[0092] By acquiring the axle load parameters and / or acceleration response rate of the rotating drum equipment, the impact of the vehicle load and the aging degree of the rotating drum equipment on acceleration stability can be quantified. By adjusting the second base duration using the axle load parameters and / or acceleration response rate, a second duration can be obtained. This allows for an adaptive extension of the continuous timing requirement to tolerate short-term acceleration drops on heavy-load vehicles or aging rotating drums with slow acceleration response, while the duration can be shortened on light-load vehicles or high-performance rotating drums to improve the off-line cycle time. This optimizes production line inspection efficiency while ensuring trigger reliability, achieving a dynamic balance between reliability and efficiency.

[0093] In this embodiment of the application, after obtaining the real-time acceleration of the tire pressure sensor under the current tire operating condition, the method further includes: if the real-time acceleration is detected to be greater than the third acceleration threshold for the first time, and the duration of the real-time acceleration being greater than the third acceleration threshold is greater than the third duration, then the tire pressure sensor is triggered to switch to a high-frequency message transmission mode. The high-frequency message transmission mode is that the tire pressure sensor shortens the data packet transmission interval and continuously sends 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.

[0094] Specifically, the third acceleration threshold refers to the critical acceleration value used to trigger the tire pressure sensor position learning mode, which is 2 m / s²; the third duration refers to the required continuous duration under this triggering condition, which is 5 seconds; the first detection means that after the vehicle starts moving from a standstill, the tire pressure sensor detects for the first time that the real-time acceleration meets the above conditions, and thereafter it will not be triggered again for a period of time to avoid entering the learning mode multiple times; the high-frequency message transmission mode, also known as the chip fast transmission mode, means that the tire pressure sensor switches to a radio frequency data transmission state with a higher frequency than the normal transmission frequency, so as to send messages containing sensor identifiers (IDs) multiple times in a short period of time, so that the vehicle receiving module can complete the corresponding binding learning of the sensors of the four tires and the wheel installation positions; the preset driving time is the driving time window allowed to complete the position learning, which is 2 minutes.

[0095] During the initial driving after vehicle production or the position learning process after tire replacement, the tire pressure sensor continuously acquires real-time acceleration. When the control unit detects that the real-time acceleration changes from below 2 m / s² to above 2 m / s², it marks it as "first detection" and starts a continuous duration timer. If the real-time acceleration remains at or above 2 m / s² for more than 5 consecutive seconds (e.g., the acceleration continuously meets the condition from vehicle start-up to stable driving), the control unit determines that the vehicle has entered a stable driving condition and then triggers the sensor to switch from the normal low-power mode to a high-frequency message transmission mode. In this mode, the sensor's radio frequency transmission interval is significantly shortened (e.g., from once every 60 seconds to once every 1 second), and it continuously broadcasts messages containing the sensor's unique identifier ID, air pressure, temperature, and other data for a preset driving time (2 minutes).

[0096] 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.

[0097] It should be noted that when the real-time acceleration detected by the tire pressure sensor exceeds the third acceleration 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 messages before uploading them 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 IDs and wheel positions. The position self-learning calibration of all tire pressure sensors in the vehicle can be completed quickly and completely in just one lap.

[0098] In this embodiment of the application, after learning the tire pressure sensor positions of each tire within a preset driving time, as follows: 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.

[0099] Specifically, after entering the high-frequency message transmission mode, the control unit inside the tire pressure sensor continuously listens for the position binding status verification command issued by the external device consisting of the vehicle controller and the tire pressure monitoring system receiving terminal within the entire 2-minute preset 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 has been successfully 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.

[0100] 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.

[0101] 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.

[0102] If the received command indicates a verification failure, such as when a wireless data packet from the corresponding tire pressure sensor is never sampled 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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 acceleration generated by the tire movement when the tire pressure sensor is rotating with the tire, and obtain the acceleration sampling result; The control module 502 is used to control the tire pressure sensor to actively transmit the stored built-in status data if the acceleration sampling result meets the triggering condition for the tire pressure sensor to transmit data.

[0111] In this embodiment of the application, the acceleration sampling results include: acceleration obtained by multiple sets of interval sampling, or acceleration continuously sampled within a preset time period, or acceleration sampled in real time during tire movement; The acceleration sampling results meet the trigger conditions for data transmission from the tire pressure sensor, including: The accelerations obtained from multiple sets of interval sampling are all greater than or equal to the target acceleration threshold; or, The acceleration sampled continuously within the preset time period is greater than or equal to the target acceleration threshold; or, Timing starts when the real-time sampled acceleration is first greater than or equal to the target acceleration threshold. From the start of timing, the continuously sampled acceleration is always greater than or equal to the target acceleration threshold, and the cumulative duration reaches the target duration.

[0112] In this embodiment of the application, the device further includes: a retrieval module, used to acquire the working condition characteristics of the tire during the movement process, and obtain the corresponding working condition type; and acquire the target acceleration threshold and target duration corresponding to the working condition type.

[0113] In this embodiment, the retrieval module is specifically used to, if the working condition type is a tire assembly pre-assembly working condition, use the first acceleration threshold corresponding to the tire assembly pre-assembly working condition as the target acceleration threshold and the first duration corresponding to the tire assembly pre-assembly working condition as the target duration, wherein the tire assembly pre-assembly working condition is used to characterize the working condition of a single tire assembly rotating under the drive of the acceleration fixture; or, if the working condition type is a whole wheel hub detection working condition, use the second acceleration threshold corresponding to the whole wheel hub detection working condition as the target acceleration threshold and the second duration corresponding to the whole wheel hub detection working condition as the target duration, wherein the second acceleration threshold is greater than the first acceleration threshold and the second duration is greater than or equal to the first duration, wherein the whole wheel hub detection working condition is used to characterize the working condition of the assembled vehicle being synchronously rotated and detected by the wheel rotating device.

[0114] In this embodiment of the application, the device further includes: a first adjustment module, used to obtain the tooling rotation speed parameter of the acceleration tool and / or the positioning eccentricity parameter between the acceleration tool and the tire assembly, wherein the positioning eccentricity parameter is used to represent the offset between the geometric center of the tire assembly and the axis of the acceleration tool; and to adjust the first basic duration using the tooling rotation speed parameter and / or the positioning eccentricity parameter to obtain the first duration, wherein the first basic duration is the duration when the acceleration tool is eccentric and the rotational acceleration corresponding to the rotation speed continuously reaches the first acceleration threshold under the pre-installation condition of the tire assembly.

[0115] In this embodiment of the application, the device further includes: a second adjustment module, used to obtain the axle load parameters and / or acceleration response rate of the hub device; and to adjust the second base duration using the axle load parameters and / or acceleration response rate to obtain a second duration, wherein the second base duration is the duration when the axle load is in a set range and the acceleration response performance of the hub device is optimal under the whole wheel hub detection condition.

[0116] In this embodiment of the application, the device further includes: a triggering module, which is used to trigger the tire pressure sensor to switch to a high-frequency message transmission mode if the real-time acceleration is detected to be greater than a third acceleration threshold for the first time, and the real-time acceleration is maintained at a value greater than the third acceleration threshold for a continuous duration greater than a third duration, so as to complete the position matching self-learning of each tire pressure sensor and its respective tire within a preset driving time.

[0117] In this embodiment, the device further includes: a verification 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 is used to characterize whether each tire pressure sensor of the vehicle is successfully 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.

[0118] 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.

[0119] 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.

[0120] 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 6As 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).

[0121] 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 (GPA), or any combination thereof.

[0122] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0123] 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.

[0124] 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 a combination of the above types of memory.

[0125] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0126] 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.

[0127] 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: When the tire pressure sensor is rotating with the tire, it acquires the acceleration generated by the tire's movement and obtains the acceleration sampling result. If the acceleration sampling result meets the triggering condition for the tire pressure sensor to transmit data, then the tire pressure sensor is controlled to actively transmit the stored built-in state data to the outside. The acceleration sampling result meeting the triggering condition includes: the acceleration is greater than or equal to the target acceleration threshold, and the target acceleration threshold is set according to the tire assembly pre-installation condition or the whole wheel hub detection condition.

2. The method according to claim 1, characterized in that, The acceleration sampling results include: acceleration obtained from multiple interval samplings, or acceleration continuously sampled within a preset time period, or acceleration sampled in real time during tire movement; The acceleration sampling result satisfies the triggering conditions for data transmission by the tire pressure sensor, including: The accelerations obtained from the multiple sets of interval sampling are all greater than or equal to the target acceleration threshold; or... The acceleration sampled continuously within the preset time period is greater than or equal to the target acceleration threshold; or, Timing begins when the real-time sampled acceleration is first greater than or equal to the target acceleration threshold. From the start of timing, the continuously sampled accelerations are all greater than or equal to the target acceleration threshold, and the cumulative duration reaches the target duration.

3. The method according to claim 2, characterized in that, The method further includes: The working condition characteristics of the tire during its movement are obtained to determine the corresponding working condition type; Obtain the target acceleration threshold and target duration corresponding to the operating condition type.

4. The method according to claim 3, characterized in that, The step of obtaining the target acceleration threshold and target duration corresponding to the working condition type includes: If the operating condition type is a tire assembly pre-assembly operating condition, then the first acceleration threshold corresponding to the tire assembly pre-assembly operating condition is used as the target acceleration threshold, and the first duration corresponding to the tire assembly pre-assembly operating condition is used as the target duration, wherein the tire assembly pre-assembly operating condition is used to characterize the operating condition of a single tire assembly rotating under the drive of an acceleration tool; or, If the working condition type is a whole wheel hub detection working condition, then the second acceleration threshold corresponding to the whole wheel hub detection working condition is used as the target acceleration threshold, and the second duration corresponding to the whole wheel hub detection working condition is used as the target duration. The second acceleration threshold is greater than the first acceleration threshold, and the second duration is greater than or equal to the first duration. The whole wheel hub detection working condition is used to characterize the working condition in which the assembled vehicle is detected by rotating the wheels synchronously via a hub rotating device.

5. The method according to claim 4, characterized in that, The method further includes: Obtain the tooling rotation speed parameter of the acceleration tool and / or the positioning eccentricity parameter between the acceleration tool and the tire assembly, wherein the positioning eccentricity parameter is used to represent the offset between the geometric center of the tire assembly and the axis of the acceleration tool; The first base duration is obtained by adjusting the tooling rotation speed parameter and / or the positioning eccentricity parameter. The first base duration is the duration when the acceleration tooling is eccentric and the rotational acceleration corresponding to the rotation speed continuously reaches the first acceleration threshold under the pre-assembly condition of the tire assembly.

6. The method according to claim 4, characterized in that, The method further includes: Obtain the axle load parameters and / or acceleration response rate of the hub device; The second base duration is obtained by adjusting the axle load parameters and / or the acceleration response rate. The second base duration is the duration when the axle load is within a set range and the acceleration response performance of the hub rotating device is optimal under the whole wheel hub detection condition.

7. The method according to claim 1, characterized in that, After acquiring the real-time acceleration of the tire pressure sensor under the current tire operating conditions, the method further includes: If the real-time acceleration is detected to be greater than the third acceleration threshold for the first time, and the real-time acceleration remains greater than the third acceleration threshold for a continuous duration longer than the third duration, 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: Listen to whether external devices send 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 has been successfully 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.

Images