A car and working method that can prevent metal punctures to tires

Abstract

This invention relates to a vehicle and its operating method capable of preventing metal punctures to tires. The vehicle includes multiple tires, a front mudguard at the front of each tire, and a rear mudguard at the rear. The front and rear mudguards are fixed to the vehicle body. A front metal detector is fixed to the front mudguard to detect metal objects in front of the tire, and a rear metal detector is fixed to the rear mudguard to detect metal objects behind the tire. Both the front and rear metal detectors are connected to a vehicle controller, which is connected to the instrument cluster and central control screen. Upon detecting a metal object, the front and rear metal detectors send a signal to the vehicle controller, which then controls the instrument cluster and / or central control screen to display a metal object warning signal. This invention prevents metal objects around the tires from puncturing the tires when the vehicle starts.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to a car and its working method that can prevent metal punctures to the tires. Background Technology

[0002] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art.

[0003] Current tire puncture prevention devices for automobiles generally use metal detection radar, which is installed on the front bumper or chassis of the car. However, current metal detection radar installed on the front bumper or chassis can only detect metal objects in front of the car while it is in motion. In existing technology, there are also metal detection radars installed at the front and rear ends of the mudguards, with their transmitters facing the tires to detect whether metal objects are embedded in the tires. This technical solution can only detect metal objects when they are embedded in the tires and cannot prevent metal objects from being embedded in advance.

[0004] When a car starts moving from a stationary state, it is impossible to detect any metallic foreign objects around the tires. When the driver starts the vehicle and it begins to move, the tires will run over the surrounding metallic foreign objects, causing a puncture. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the purpose of this invention is to provide a car and its working method that can prevent metal from puncturing tires. This invention can detect metal foreign objects around the tires when the car is in a static state, preventing tire punctures caused by the tires running over metal foreign objects when the car starts moving.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, embodiments of the present invention provide a car capable of preventing metal punctures to the tires, including multiple tires, a mudguard is provided above the tires, the mudguard is fixed to the vehicle body, a front metal detector is fixed to the front end of the mudguard to detect metal foreign objects in the area in front of the tire, a rear metal detector is fixed to the rear end of the mudguard to detect metal foreign objects in the area behind the tire, both the front and rear metal detectors are connected to the vehicle controller, and the vehicle controller is connected to the instrument panel and the central control screen. After the front and rear metal detectors detect a foreign metal object, they can send a signal to the vehicle controller, which then controls the instrument panel and / or the central control screen to display the foreign metal object warning signal.

[0007] Optionally, the front end of the mudguard extends to the bottom of the vehicle body, and the front metal detector is fixed to the bottom of the outer side of the front end of the mudguard. The front metal detector is located in the first protective cavity provided on the outer side of the front end of the mudguard.

[0008] Optionally, the first protective cavity and the front end of the mudguard are integrally injection molded, or the first protective cavity and the front end of the mudguard are detachably fixedly connected.

[0009] Optionally, the first protective cavity is detachably and fixedly connected to the front end of the mudguard, and a sealing component is provided between the first protective cavity and the front end of the mudguard.

[0010] Optionally, the rear end of the mudguard extends to the bottom of the vehicle body, and the rear metal detector is fixed to the bottom end of the outer side of the rear end of the mudguard. The rear metal detector is located in the second protective cavity provided on the outer side of the rear end of the mudguard.

[0011] Optionally, the second protective cavity is integrally injection molded with the rear end of the mudguard, or the second protective cavity is detachably and fixedly connected with the rear end of the mudguard.

[0012] Optionally, the second protective cavity is detachably and fixedly connected to the rear end of the mudguard, and a sealing component is provided between the second protective cavity and the rear end of the mudguard.

[0013] Optionally, both the front and rear metal detectors use metal detection radar, with the electromagnetic wave emission port of the metal detection radar facing downwards.

[0014] Secondly, embodiments of the present invention provide a method for operating a car capable of preventing metal punctures to the tires, comprising the following steps: After the car is started, the front and rear metal detectors are powered on. The front metal detector detects the area in front of the tires, and the rear metal detector detects the area behind the tires. When neither the current nor the rear metal detector detects a foreign metal object around the tire, it does not send a signal to the vehicle controller. When the current and / or rear metal detectors detect a foreign metal object around the tire, they send a signal to the vehicle controller. The vehicle controller then sends a signal to the instrument panel and / or the central control screen, which in turn issues a foreign metal object warning signal to alert the driver.

[0015] Optionally, the front and / or rear metal detectors detect the presence of a metal foreign object around the tire and send a signal to the vehicle controller. When the vehicle controller sends a signal to the central control screen, the metal foreign object warning signal emitted by the central control screen is an audible signal and a visual signal displayed on the central control screen.

[0016] The beneficial effects of this invention are as follows: The present invention relates to a vehicle and its working method capable of preventing tire punctures caused by metal objects. A front metal detector is installed on the front end of the mudguard, and a rear metal detector is installed on the rear end of the mudguard. The front metal detector detects whether there are any metal objects in the area in front of the tire before the vehicle starts moving, and the rear metal detector detects whether there are any metal objects in the area behind the tire before the vehicle starts moving. Upon detecting a metal object, a signal is sent to the vehicle controller. The vehicle controller can then control the instrument panel and / or the central control screen to issue a metal object warning signal to remind the driver to take timely action. This effectively prevents tire punctures caused by the tire running over metal objects during the vehicle's transition from a stationary state to a moving state, ensuring vehicle safety. Attached Figure Description

[0017] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0018] Figure 1 This is a schematic diagram of the installation of the front and rear metal detectors on the mudguard in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the control principle of the front and rear metal detectors in Embodiment 1 of the present invention; Among them, 1. tire, 2. mudguard, 3. front metal detector, 4. rear metal detector, 5. first protective cavity, and 6. second protective cavity. Detailed Implementation

[0019] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0020] Example 1 This embodiment provides a car capable of preventing tire punctures from metal. The car includes multiple tires 1. In this embodiment, the tires 1 are distributed at the four corners of the car body, and each tire 1 is equipped with a mudguard 2. The mudguard 2 is fixedly connected to the car body and serves to prevent mud and water from splashing. The tire and mudguard 2 can be set using existing technology, and further technical details are not described in detail here. This embodiment is an improvement on the current car structure.

[0021] Both the front and rear ends of the mudguard 2 extend below the ground level of the vehicle body. In this embodiment, as shown... Figure 1As shown, a front metal detector 3 is fixed to the front end of the mudguard 2. The front metal detector 3 is used to detect whether there are any metal foreign objects in the ground area in front of the tire. A rear metal detector 4 is fixed to the rear end of the mudguard 2. The rear metal detector 4 is used to detect whether there are any metal foreign objects in the ground area behind the tire.

[0022] Both the front metal detector 3 and the rear metal detector 4 are electrically connected to the vehicle controller, which is electrically connected to the instrument panel and / or the central control screen. In this embodiment, the vehicle controller is electrically connected to both the instrument panel and the central control screen.

[0023] After the front metal detector 3 and the rear metal detector 4 detect a foreign metal object, they can send a detection signal to the vehicle controller. After receiving the detection signal, the vehicle controller controls the instrument panel and the central control screen to display a foreign metal object warning signal, thereby promptly reminding the driver to pay attention to the presence of a foreign metal object around the tire and avoiding the tire being punctured by the foreign metal object.

[0024] Specifically, the front metal detector 3 is fixed to the bottom of the outer side of the front end of the mudguard 2. That is, the front metal detector 33 is installed on the outer surface of the front end of the mudguard 2 near the ground. The installation height of the front metal detector 3 needs to meet the requirements of the detection area range, which can be determined according to the height of the front end of the mudguard. It will not be described in detail here.

[0025] The front metal detector 3 is installed in the first protective cavity 5 located on the outer side of the front end of the mudguard 2. The first protective cavity 5 provides physical protection for the front metal detector 3, preventing it from being impacted and corroded by external substances such as stones, mud, and debris during vehicle operation, thus ensuring the normal working condition and service life of the front metal detector 3.

[0026] The rear metal detector 4 is fixed to the bottom of the outer side of the rear end of the mudguard 2. That is, the rear metal detector 4 is installed on the outer surface of the rear end of the mudguard, close to the ground. The installation height of the rear metal detector 4 needs to meet the requirements of the detection area range, which can be determined according to the height of the rear end of the mudguard. It will not be described in detail here.

[0027] The rear metal detector 4 is installed in the second protective cavity 6 located on the outer side of the rear end of the mudguard 2. The second protective cavity provides physical protection for the rear metal detector 4, preventing it from being impacted and corroded by external substances such as stones, mud, and debris during vehicle operation, thus ensuring the normal working condition and service life of the rear metal detector 4.

[0028] In this embodiment, both the front metal detector 3 and the rear metal detector 4 are metal detection radars. Existing equipment can be used for metal detection radars, and their structure and working principle will not be described in detail here.

[0029] Since the car has four wheels, each equipped with two metal detection radars, it has eight metal detection radars. The left front wheel corresponds to radar 1 and radar 2, the right front wheel corresponds to radar 3 and radar 4, the left rear wheel corresponds to radar 5 and radar 6, and the right rear wheel corresponds to radar 7 and radar 8.

[0030] Metal detection radar detects the presence of metallic objects on the ground around tires by emitting electromagnetic waves and receiving the reflected echoes. When the electromagnetic waves emitted by the metal detection radar strike a metallic object, the object strongly reflects the waves. After receiving the reflected echo, the metal detection radar analyzes the signal through its built-in signal processing unit to determine whether a metallic object is present in the detection area, and outputs the result to the vehicle's controller in the form of a signal.

[0031] Metal detection radar has advantages such as high detection accuracy, fast response speed, unaffected by light and weather, and strong anti-interference ability, and can reliably complete the task of detecting metal foreign objects in various complex environments.

[0032] As the core control unit of the entire vehicle, the vehicle controller is responsible for receiving detection signals from the front metal detector 3 and the rear metal detector 4, and sending corresponding control commands to the instrument panel and / or the central control screen according to the signal content.

[0033] The instrument panel and central control screen serve as the human-machine interface, responsible for converting the control commands of the vehicle controller into perceptible reminder information for the driver, including visual signals and / or sound signals, so that the driver can be aware of the risk of foreign metal objects around the tires in a timely manner.

[0034] This embodiment achieves comprehensive detection of the ground area in front of and behind the car tires by installing a front metal detector 3 and a rear metal detector 4 on the front and rear of the mudguard, respectively. This eliminates blind spots and allows for pre-detection of the area around the tires before the car starts moving. Compared to the existing technology of installing metal detection radar on the front bumper of the car, this effectively avoids tire punctures caused by the tires running over metal objects during the process of the car starting from a standstill and moving, thus ensuring the safety of the car.

[0035] The first protective cavity and the front end of the mudguard are integrally injection molded, meaning that the first protective cavity and the front end of the mudguard are a single component, formed from the same material in the same injection molding process. The first protective cavity forms an outwardly protruding chamber structure at the bottom of the outer side of the front end of the mudguard. This chamber structure has an opening, through which the front metal detector 3 is installed into the first protective cavity and fixedly connected to the inner wall of the first protective cavity by a fastener, ensuring the front metal detector 3 is securely installed within the first protective cavity.

[0036] Preferably, the front metal detector 3 is fixedly connected to the bracket, and the bracket is fixed inside the first protective cavity by bolts, which reduces the shaking of the front metal detector 3 inside the cavity and improves the installation stability.

[0037] In another embodiment, the front metal detector 3 is fixedly connected to the bracket, which is then bonded to the inside of the first protective cavity with structural adhesive.

[0038] The bottom, top, and side walls of the first protective cavity surround and protect the front metal detector 3, preventing foreign objects from directly impacting the front metal detector 3. At the same time, the first protective cavity has an opening on the side facing the ground for electromagnetic waves to pass through. The opening has a detection window made of a material that is transparent to electromagnetic waves or has low attenuation, so that the electromagnetic waves emitted by the front metal detector 3 can smoothly penetrate the detection window and illuminate the ground, and the echo reflected by the metal foreign objects on the ground can smoothly penetrate the detection window and be received by the front metal detector 3, thereby ensuring the normal operation of the detection function.

[0039] In this embodiment, during actual manufacturing, the front metal detector 3 needs to be installed inside the first protective cavity through the opening first, and then the detection window is installed at the opening.

[0040] Because the first protective cavity and the front end of the mudguard are integrally injection molded, there are no seams between them. The overall structure has good sealing and waterproofing, effectively preventing water, mud, and other liquids from seeping into the cavity through the gaps between the cavity and the mudguard, thus preventing corrosion damage to the front metal detector 3. At the same time, the integral injection molding structure eliminates the number of parts, improves production efficiency, reduces manufacturing costs, and the overall structure has high mechanical strength, enabling it to withstand greater vibration and impact loads during vehicle operation, making the installation of the front metal detector 3 more reliable.

[0041] When the front end of the mudguard is fixedly connected to the vehicle body, the first protective cavity and the front metal detection component are installed in place as a whole with the front end of the mudguard, without the need for additional installation operations, which simplifies the vehicle assembly process.

[0042] This embodiment achieves a high degree of structural integration by integrally injection molding the first protective cavity and the front end of the mudguard. While ensuring the protective performance of the front metal detector 3, it simplifies the component composition, reduces manufacturing and assembly costs, and improves the overall reliability of the system. It is suitable for application scenarios with high requirements for structural compactness and manufacturing cost.

[0043] When the first protective cavity and the front end of the mudguard are integrally injection molded, when the front metal detector 3 needs to be inspected and maintained, the front end of the mudguard needs to be completely removed and broken, and then the front metal detector 3 needs to be replaced, which increases the difficulty and cost of inspection and maintenance.

[0044] Therefore, in another embodiment, the first protective cavity is detachably and fixedly connected to the front end of the mudguard. That is, the first protective cavity is manufactured as an independent part and is installed and fixed to the bottom end of the outer side of the front end of the mudguard via a detachable connection. Specifically, the first protective cavity is fixed to the front end of the mudguard by bolt connection. The bottom end of the outer side of the front end of the mudguard has a mounting surface corresponding to the first protective cavity, and the mounting surface has threaded holes. The edge of the first protective cavity is provided with a flange, and the flange has a connecting hole corresponding to the position of the threaded hole. The bolt passes through the connecting hole of the first protective cavity and is screwed into the threaded hole of the front end of the mudguard, thus fastening the first protective cavity to the front end of the mudguard.

[0045] A sealing component is provided between the first protective cavity and the flange at the front end of the mudguard. The sealing component is installed between the contact surfaces of the first protective cavity and the front end of the mudguard to fill the contact gap between the first protective cavity and the front end of the mudguard, preventing external impurities such as water, mud, and dust from seeping into the interior of the first protective cavity through the gap in the contact surfaces and causing damage to the front metal detector 3.

[0046] The sealing component can be made of rubber sealing ring, silicone sealing gasket or other elastic material with good elasticity and sealing performance. The shape of the sealing component is in contact with the first protective cavity and the front end of the mudguard. After the bolt is tightened, the sealing component is compressed and deformed, and it fits tightly with the contact surface of the first protective cavity and the front end of the mudguard to form a reliable sealing interface and achieve a waterproof and dustproof sealing effect.

[0047] The first protective cavity and the front end of the mudguard are detachably fixedly connected, allowing the front metal detector 3 to be pre-installed inside the first protective cavity. Then, the integrated structure formed by the first protective cavity and the front metal detector 3 is installed on the front end of the mudguard. The installation of the front metal detector 3 is more convenient and quick. Moreover, the first protective cavity can be disassembled and installed independently of the front end of the mudguard. When the front metal detector 3 malfunctions and needs to be repaired or replaced, the maintenance personnel only need to loosen the bolts and remove the first protective cavity from the front end of the mudguard to easily inspect, repair, or replace the front metal detector 3 without damaging the entire front end of the mudguard. This greatly reduces maintenance costs and difficulty and improves maintenance convenience.

[0048] After the metal detector 3 is replaced, reinstall the front metal detector 3 into the first protective cavity. Check whether the sealing components are intact. If the sealing components are aged, deformed or damaged, they should be replaced at the same time. Then reinstall the first protective cavity back onto the front end of the mudguard and tighten the bolts to the specified torque to ensure that the sealing components are fully compressed and the sealing effect is reliable.

[0049] By designing the first protective cavity and the front end of the mudguard to be detachably fixed and connected, and setting a sealing component between the two, the front metal detector 3 is not only guaranteed to have good sealing and protection performance, but also has good maintainability and upgradeability. This facilitates subsequent maintenance and technical upgrades of the front metal detector 3, reduces usage and maintenance costs, and is suitable for application scenarios with high requirements for maintenance convenience.

[0050] In this embodiment, the second protective cavity and the rear end of the mudguard are integrally injection molded, meaning that the second protective cavity and the rear end of the mudguard are a single component, formed from the same material in the same injection molding process. The second protective cavity has an outwardly protruding chamber structure at the bottom of the outer side of the rear end of the mudguard. This chamber structure has an opening, through which the rear metal detector 4 is installed into the second protective cavity and fixedly connected to the inner wall of the second protective cavity by a fastener, ensuring that the rear metal detector 4 is securely installed within the second protective cavity.

[0051] The rear metal detector 4 is fixedly connected to the bracket, which is then fixed inside the second protective cavity by bolts, reducing the shaking of the rear metal detector 4 inside the second protective cavity and improving installation stability.

[0052] The bottom, top, and side walls of the second protective cavity surround and protect the rear metal detector 4, preventing foreign objects from directly impacting it. At the same time, the opening of the second protective cavity facing the ground is provided with a detection window for electromagnetic waves to pass through. The detection window is made of a material that is transparent to electromagnetic waves or has low attenuation, so that the electromagnetic waves emitted by the rear metal detector 4 can smoothly penetrate the detection window and illuminate the ground, and the echo reflected by the metal foreign objects on the ground can smoothly penetrate the detection window and be received by the rear metal detector 4, thereby ensuring the normal operation of the detection function.

[0053] In actual manufacturing, the metal detector 4 needs to be installed inside the second protective cavity through the opening first, and then the detection window is installed at the opening.

[0054] Because the second protective cavity and the rear end of the mudguard are integrally injection molded, there are no seams between them. The overall structure has good sealing and waterproofing, effectively preventing water, mud, and other liquids from seeping into the cavity through the gaps between the cavity and the mudguard, thus preventing corrosion damage to the rear metal detector 4. The integral injection molding structure eliminates the number of parts, improves production efficiency, reduces manufacturing costs, and the overall structure has high mechanical strength, enabling it to withstand greater vibration and impact loads during vehicle operation, making the installation of the rear metal detector 4 more reliable.

[0055] It is worth noting that the rear end of the mudguard is more susceptible to impact from mud, water, and gravel kicked up by the wheels during vehicle operation compared to the front end. Therefore, the wall thickness and structural strength design of the second protective cavity must fully consider the harsh working conditions at the rear end of the mudguard to ensure that the second protective cavity remains intact during long-term use and continuously provides effective physical protection for the rear metal detector 4. When the rear end of the mudguard is fixedly connected to the vehicle body, the second protective cavity and the rear metal detector 4 are installed together with the rear end of the mudguard, requiring no additional installation operations and simplifying the vehicle assembly process.

[0056] By integrally injection molding the second protective cavity with the rear end of the mudguard, the protective performance of the rear metal detector 4 is ensured while simplifying the component composition, reducing manufacturing and assembly costs, and improving overall reliability. It is suitable for application scenarios with high requirements for structural compactness and manufacturing cost.

[0057] When the second protective cavity is integrally injection molded with the rear end of the mudguard, when the rear metal detector 4 needs to be inspected and maintained, the rear end of the mudguard needs to be damaged to remove and take out the rear metal detector 4, which greatly increases the inspection and maintenance cost.

[0058] Therefore, in another embodiment, the second protective cavity is detachably and fixedly connected to the rear end of the mudguard. That is, the second protective cavity is manufactured as an independent part and is installed and fixed to the bottom end of the outer side of the rear end of the mudguard via a detachable connection. Specifically, the second protective cavity is fixed to the rear end of the mudguard by bolts. The bottom end of the outer side of the rear end of the mudguard has a mounting surface corresponding to the second protective cavity, and threaded holes are provided on the mounting surface. The edge of the second protective cavity has a flange, and the flange has connecting holes corresponding to the threaded holes. Bolts pass through the connecting holes of the flange of the second protective cavity and are screwed into the threaded holes at the rear end of the mudguard, thus fastening the second protective cavity to the rear end of the mudguard.

[0059] A sealing component is provided between the second protective cavity and the rear end of the mudguard. The sealing component is installed between the contact surfaces of the second protective cavity and the rear end of the mudguard to fill the contact gap between the second protective cavity and the rear end of the mudguard, preventing external impurities such as water, mud, and dust from seeping into the interior of the second protective cavity through the gap in the contact surfaces and causing damage to the rear metal detector 4.

[0060] The sealing component can be made of rubber sealing ring, silicone sealing gasket or other elastic material with good elasticity and sealing performance. The shape of the sealing component matches the flange of the second protective cavity and the contact surface of the rear end of the mudguard. After the bolts are tightened, the sealing component is compressed and deformed, and it fits tightly with the contact surface of the second protective cavity and the rear end of the mudguard to form a reliable sealing interface and achieve a waterproof and dustproof sealing effect.

[0061] Because the rear end of the mudguard is more susceptible to impact and erosion from mud, water, stones, etc., during vehicle operation, the protective function of the sealing components in this location is particularly important. During daily use, the condition of the sealing components should be checked regularly. If aging, cracking, decreased elasticity, or deformation is found, the components should be replaced promptly to ensure the continued effectiveness of the sealing protection within the second protective cavity and prevent moisture damage to the rear metal detector 4 due to seal failure.

[0062] The second protective cavity is detachably fixed to the rear end of the mudguard, allowing the second protective cavity to be disassembled and installed independently of the rear end of the mudguard. When the rear metal detector 4 malfunctions and needs to be repaired or replaced, the maintenance personnel only need to loosen the bolts and remove the second protective cavity from the rear end of the mudguard to easily inspect, repair or replace the rear metal detector 4 without having to replace the entire rear end of the mudguard, which greatly reduces maintenance costs and difficulty.

[0063] This embodiment designs the second protective cavity and the rear end of the mudguard to be detachably and fixedly connected, and sets a sealing component between them. This ensures good sealing and protection performance of the rear metal detector 4, while also making the rear metal detector 4 highly maintainable. This facilitates subsequent maintenance, upkeep and technical upgrades of the rear metal detector 4, and reduces the cost of use and maintenance.

[0064] The cables of the front metal detector 3 and the rear metal detector 4 are connected to the vehicle controller. The cable of the front metal detector 3 passes through the first protective cavity, and the cable of the rear metal detector 4 passes through the second protective cavity. After passing through the second protective cavity, the cable is routed inside the vehicle body and connected to the vehicle controller. The portion of the cable located outside the vehicle body and outside the protective cavity is provided with a protective cover. The protective cover is fixed to the vehicle body and the protective cavity by bolts or adhesive.

[0065] The wiring method inside the vehicle body can be set according to the specific situation of the components inside the vehicle body, and will not be described in detail here.

[0066] Example 2 This embodiment provides a method for a car to prevent tires from being punctured by metal, including the following steps: Step 1: Start the car, and the front metal detector 3 and the rear metal detector 4 are powered on.

[0067] When the driver starts the car, the vehicle's electrical system powers on, and the front metal detector 3 and rear metal detector 4 power on and start synchronously, entering normal operating mode. The front metal detector 3 begins continuous scanning of the ground area in front of the tires, while the rear metal detector 4 begins continuous scanning of the ground area behind the tires. A front metal detector 3 is installed on the front end of the mudguard corresponding to each tire, and a rear metal detector 4 is installed on the rear end of the mudguard corresponding to each tire. All front and rear metal detectors 3 and 4 are electrically connected to the vehicle controller, which in turn is electrically connected to the instrument cluster and central control screen, forming a complete detection and alerting loop.

[0068] After the car is started but before it begins to move, the front metal detector 3 and the rear metal detector 4 are already in working order. They can detect the ground area around the tires even when the vehicle is stationary, enabling early prediction of potential tire puncture risks. In existing technologies, tire pressure sensors are used to detect punctures. However, tire pressure sensors can only detect changes in tire pressure during vehicle movement. When tire pressure becomes abnormal, a puncture has often already occurred, which is a reactive detection. In contrast, the front metal detector 3 and the rear metal detector 4 in this embodiment can actively detect the area around the tires immediately after the vehicle starts, which is a proactive prediction. They can detect potential risks and alert the driver before the vehicle begins to move, fundamentally avoiding driving safety hazards caused by tire punctures.

[0069] In the prior art, some vehicles have metal detectors mounted on the front bumper, which can only detect metal objects in the area in front of the vehicle. This is suitable for detecting metal objects while the vehicle is in motion. In this embodiment, the front metal detector 3 and the rear metal detector 4 detect the area around the tires. Compared with placing the metal detectors on the front bumper, this method can detect metal objects when the car is started and before it starts moving. This effectively avoids tire punctures caused by the tires running over metal objects during the process of the car starting from a standstill and moving, thus ensuring the safety of the vehicle.

[0070] Step 2: The front metal detector 3 and the rear metal detector 4 continuously scan and detect the detection areas they are responsible for.

[0071] The front metal detector 3 uses a metal detection radar, which scans the ground area in front of the tire by emitting electromagnetic waves and receiving the echoes reflected from targets. The electromagnetic waves emitted by the metal detection radar form a detection coverage area in front of the tire. When a metallic object is present within the detection coverage area, the object reflects the electromagnetic waves, and the metal detection radar receives the reflected echo. By analyzing the characteristics of the echo signal, it determines whether a metallic object is present. The rear metal detector 4 also uses a metal detection radar, scanning the ground area behind the tire using the same working principle.

[0072] Metal detection radar can cover the ground area that the tire may run over in the normal driving direction, ensuring that the road area the tire will pass over when the car starts moving is within the detection range. The front metal detector 3 is installed at the bottom of the outer side of the front of the mudguard, and its detection direction is towards the ground in front of the tire. The detection coverage area includes the ground area directly in front of the tire and a certain range in front of both sides. The rear metal detector 4 is installed at the bottom of the outer side of the rear of the mudguard, and its detection direction is towards the ground behind the tire. The detection coverage area includes the ground area directly behind the tire and a certain range in front of both sides.

[0073] The detection coverage of the front metal detector 3 and the rear metal detector 4 complement each other, together achieving comprehensive coverage detection of the ground area around the car tires.

[0074] Step 3: The vehicle controller processes and judges the detection signals from the front metal detector 3 and the rear metal detector 4.

[0075] The front metal detector 3 and the rear metal detector 4 transmit their respective detection results to the vehicle controller in real time in the form of electrical signals.

[0076] When neither the front metal detector 3 nor the rear metal detector 4 detects any metal foreign objects around the tire, the front metal detector 3 and the rear metal detector 4 do not send abnormal signals to the vehicle controller. The vehicle controller determines that there is no risk of metal foreign objects around the tire and does not send a metal foreign object warning command to the instrument panel and the central control screen. The instrument panel and the central control screen maintain normal display status and do not display a metal foreign object warning signal. The driver can drive the vehicle normally without needing to pay extra attention to the risk of metal foreign objects around the tire.

[0077] When the front metal detector 3 and / or the rear metal detector 4 detects a foreign metal object around the tire, the front metal detector 3 and / or the rear metal detector 4 that detected the foreign metal object send an abnormal signal to the vehicle controller. After receiving the abnormal signal, the vehicle controller sends a reminder control command to the instrument panel and / or the central control screen. The instrument panel and / or the central control screen respond to the control command and issue a foreign metal object reminder signal to remind the driver that there is a foreign metal object around the tire and to get out of the vehicle to remove the foreign metal object in time to prevent the tire from being punctured by the foreign metal object.

[0078] Step 4: The instrument panel and / or central control screen emits a metal foreign object warning signal to alert the driver.

[0079] The instrument cluster and central control screen serve as the human-machine interface, translating the vehicle controller's alerts and control commands into perceptible information for the driver. The instrument cluster can issue warning signals for foreign metal objects by illuminating corresponding warning lights or displaying relevant text messages, allowing the driver to intuitively understand the risk of foreign metal objects near the tires.

[0080] The metal foreign object warning signal emitted by the central control screen consists of both an audio signal and a visual signal displayed on the screen. That is, when the central control screen issues a warning, it simultaneously emits an audio warning (such as a prompt tone or voice broadcast) through the speaker and displays corresponding visual warning information (such as a pop-up prompt box, warning text, or icon) on the central control screen's display interface. By conveying the metal foreign object risk warning information to the driver through both audio and visual channels, it ensures that the driver can receive the warning information in a timely and accurate manner. Especially when the driver's attention is focused in other directions, the audio signal can effectively attract the driver's attention, improving the effectiveness and timeliness of the warning.

[0081] After receiving a warning signal for a foreign metal object, the driver should stop driving, get out of the vehicle to check the ground around the tires, confirm and remove the foreign metal object, and then drive the vehicle again. This will prevent the tires from being punctured by the foreign metal object and avoid breakdowns and safety accidents caused by tire leaks while driving.

[0082] Step 5: The vehicle controller receives a stop detection command from the driver via the central control screen or other means. Alternatively, the vehicle is started and the vehicle speed reaches the set value, at which point the vehicle controller sends a stop detection command to the metal detector.

[0083] The working method of this embodiment is to activate the front metal detector 3 and the rear metal detector 4 immediately after the car is started, so as to realize the active and early detection of metal foreign objects around the tires. The detection results are transmitted to the instrument panel and the central control screen in a timely manner through the car controller, and the driver is alerted in both sound and visual ways, forming a complete "detection-judgment-alert" closed-loop workflow.

[0084] This working method can detect potential tire puncture risks from metal objects before the vehicle starts moving, eliminating the risk before the car starts driving. Compared with the passive protection method of the prior art that only detects tire pressure when the vehicle is in motion, it has significant technological progress. It can effectively reduce the driving safety risks caused by tire punctures caused by metal foreign objects, protect the personal safety of drivers and passengers as well as the safety of vehicle property. At the same time, compared with installing metal detectors on the front bumper, it can detect metal foreign objects when the vehicle is started, preventing tire punctures when the car is started.

[0085] In this embodiment, the front metal detector 3 and the rear metal detector 4 are respectively installed at the bottom of the outer side of the front and rear mudguards of each tire. They continuously emit electromagnetic waves towards the ground area in front of and behind the tire, and simultaneously receive the echo signals reflected back from the target. The signal acquisition units built into the front metal detector 3 and the rear metal detector 4 convert the received echo signals into analog electrical signals, and then perform analog-to-digital conversion to convert the analog electrical signals into digital electrical signals for subsequent digital processing.

[0086] After conversion, the digital electrical signal is transmitted to the vehicle controller in real time through the electrical connection path between the front metal detector 3 and the rear metal detector 4 and the vehicle controller.

[0087] Each tire of the car is equipped with a front metal detector 3 and a rear metal detector 4 on the front and rear of the mudguard. All metal detectors are electrically connected to the car controller. The car controller can synchronously receive signal inputs from multiple metal detectors to achieve parallel synchronous acquisition of the area around all tires of the car, ensuring the real-time and comprehensiveness of the detection.

[0088] After receiving the raw digital electrical signals from the front metal detector 3 and the rear metal detector 4, the vehicle controller first preprocesses the raw signals to improve signal quality and lay the foundation for subsequent feature extraction. The preprocessing stage mainly includes three steps: filtering, signal enhancement, and normalization.

[0089] Filtering, signal enhancement, and normalization can be performed using existing technologies. Specifically: During the filtering process, the vehicle controller uses a built-in digital filtering algorithm to filter the original signal, removing environmental noise interference. In actual driving environments, the echo signals received by the front metal detector 3 and the rear metal detector 4 inevitably contain noise components from various sources, such as engine vibration, wind noise, and electromagnetic interference from the vehicle's electrical system. If these noise components are not removed, they will seriously affect the accuracy of subsequent feature extraction, leading to misjudgments or missed detections. By applying filtering processing to the original signal, the vehicle controller effectively suppresses interference components in the noise frequency band, retaining the effective components of the true echo signal, thereby obtaining a high-quality filtered signal.

[0090] The vehicle controller performs amplitude enhancement processing on the filtered signal to improve the signal-to-noise ratio of the effective echo signal relative to the background noise, enabling subsequent processing stages to more accurately identify the echo characteristics of the real target. Signal enhancement processing can effectively improve the problem of low echo signal amplitude when the detection distance is long or the target's reflective cross-section is small, thereby improving the system's detection sensitivity in complex environments.

[0091] The vehicle controller maps the amplified signal amplitude to a uniform numerical range for normalization, eliminating inconsistencies in signal amplitude dimensions caused by individual differences in detectors, installation positions, and detection distances. This makes the signals from different front and rear metal detectors (3 and 4) comparable, facilitating subsequent unified processing and judgment. After filtering, signal amplification, and normalization, the original signal is transformed into a stable, amplitude-standardized preprocessed signal, providing high-quality data input for the feature extraction stage.

[0092] The vehicle controller extracts features from the preprocessed signal, extracting feature information that can effectively characterize the physical properties of the target being detected.

[0093] The vehicle controller extracts the amplitude, time-domain, and frequency-domain features of the preprocessed signal, and uses these features to identify metallic foreign objects.

[0094] This method can be achieved using existing technology and will not be described in detail here.

[0095] When the processing results of all front metal detectors 3 and rear metal detectors 4 indicate that there are no dangerous metal foreign objects in the current detection area, the vehicle controller determines that there is no risk of metal puncturing the tire around the tire. The vehicle controller makes a decision not to send a warning signal and does not send warning control commands to the instrument panel and central control screen. The system maintains normal monitoring status, and the driver does not need to pay extra attention to the risk of metal foreign objects around the tire and can drive the vehicle normally.

[0096] When the processing results of any one or more front metal detectors 3 and / or rear metal detectors 4 indicate the presence of a dangerous metallic foreign object within their corresponding detection area, the vehicle controller determines that there is a risk of a metal object puncturing the tire and decides to send a warning signal. The vehicle controller records the detector number that triggered the warning decision and its corresponding tire position information so that when sending warning control commands to the instrument panel and central control screen, the specific risk location information can be transmitted along with the warning, enabling the driver to accurately determine which tire is at risk of a metallic foreign object and to conduct targeted inspections and actions.

[0097] When the decision result is to send a warning signal, the vehicle controller sends a warning control command to the instrument panel. The instrument panel responds by illuminating the corresponding warning indicator light or displaying relevant text prompts to provide a visual warning signal to the driver. Simultaneously, the vehicle controller sends a warning control command to the central control screen. The central control screen responds by simultaneously emitting an audible warning signal (such as a prompt tone or voice broadcast) through the speaker and displaying corresponding visual warning information on the central control screen's display interface, such as a pop-up notification box, warning text, or icon. This combination of visual and audible warnings from the instrument panel and the central control screen ensures that the driver receives timely and accurate warnings about the risk of foreign objects in metal objects. The warning information includes corresponding tire information, allowing the driver to intuitively identify which tire has a foreign object nearby, facilitating quick location and risk management.

[0098] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A car capable of preventing tire punctures from metal, comprising multiple tires, with mudguards mounted above the tires and fixed to the vehicle body, characterized in that, A front metal detector is fixed to the front end of the mudguard to detect metal foreign objects in the area in front of the tire, and a rear metal detector is fixed to the rear end of the mudguard to detect metal foreign objects in the area behind the tire. Both the front and rear metal detectors are connected to the vehicle controller, which is connected to the instrument panel and the central control screen. After the front and rear metal detectors detect a foreign metal object, they can send a signal to the vehicle controller, which then controls the instrument panel and / or the central control screen to display the foreign metal object warning signal.

2. A car capable of preventing tire punctures by metal, as described in claim 1, characterized in that, The front end of the mudguard extends to the bottom of the vehicle body, and the front metal detector is fixed to the bottom of the outer side of the front end of the mudguard. The front metal detector is located in the first protective cavity set on the outer side of the front end of the mudguard.

3. A car capable of preventing tire punctures by metal, as described in claim 2, characterized in that, The first protective cavity is integrally injection molded with the front end of the mudguard, or the first protective cavity is detachably and fixedly connected with the front end of the mudguard.

4. A car capable of preventing tire punctures by metal, as described in claim 3, characterized in that, The first protective cavity is detachably and fixedly connected to the front end of the mudguard, and a sealing component is provided between the first protective cavity and the front end of the mudguard.

5. A car capable of preventing tire punctures by metal as described in claim 1, characterized in that, The rear end of the mudguard extends to the bottom of the vehicle body. The rear metal detector is fixed to the bottom end of the outer side of the rear end of the mudguard. The rear metal detector is located in the second protective cavity set on the outer side of the rear end of the mudguard.

6. A car capable of preventing tire punctures by metal, as described in claim 5, characterized in that, The second protective cavity is integrally injection molded with the rear end of the mudguard, or the second protective cavity is detachably and fixedly connected with the rear end of the mudguard.

7. A car capable of preventing tire punctures by metal as described in claim 6, characterized in that, The second protective cavity is detachably and fixedly connected to the rear end of the mudguard, and a sealing component is provided between the second protective cavity and the rear end of the mudguard.

8. A car capable of preventing tire punctures by metal as described in claim 1, characterized in that, Both the front and rear metal detectors use metal detection radar, with the electromagnetic wave emission port of the metal detection radar facing downwards.

9. A method for protecting a car from metal punctures to the tire, characterized in that, Includes the following steps: After the car is started, the front and rear metal detectors are powered on. The front metal detector detects the area in front of the tires, and the rear metal detector detects the area behind the tires. When neither the current nor the rear metal detector detects a foreign metal object around the tire, it does not send a signal to the vehicle controller. When the current and / or rear metal detectors detect a foreign metal object around the tire, they send a signal to the vehicle controller. The vehicle controller then sends a signal to the instrument panel and / or the central control screen, which in turn issues a foreign metal object warning signal to alert the driver.

10. The working method of a car capable of preventing metal punctures to the tire as described in claim 9, characterized in that, When the front and / or rear metal detectors detect a foreign metal object around the tire, they send a signal to the vehicle controller. When the vehicle controller sends a signal to the central control screen, the foreign metal object warning signal emitted by the central control screen is an audible signal and a visual signal displayed on the central control screen.

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