Tire pressure monitoring device and vehicle
By arranging multiple receivers at the front and rear of the vehicle and employing dual-frequency communication and signal repetition consistency mechanisms, the problem of tire pressure monitoring devices being susceptible to interference has been solved, achieving higher signal reception reliability and accuracy, and improving the vehicle's safety and intelligence level.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- AVATR CO LTD
- Filing Date
- 2025-08-18
- Publication Date
- 2026-07-07
AI Technical Summary
Existing tire pressure monitoring devices are susceptible to interference from in-vehicle electrical appliances and the external environment, leading to signal loss and misjudgment, which affects the normal operation of intelligent assisted driving and reduces user experience.
It adopts a dual-frequency communication method, using radio frequency signals and Bluetooth signals to send and receive tire status information simultaneously. By placing multiple receivers at the front and rear of the vehicle and combining them with a signal repetition consistency mechanism, it can make data judgments to ensure the reliability and accuracy of the signals.
It significantly improves the accuracy and stability of tire pressure monitoring, reduces false alarms, enhances anti-interference capabilities, ensures driving safety, and improves the vehicle's intelligence level.
Smart Images
Figure CN224465588U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle technology, and in particular to a tire pressure monitoring device and a vehicle. Background Technology
[0002] In related technologies, with the increasing maturity of electric vehicle technology and the growing market acceptance, more and more electric vehicles on the market are characterized by larger space, greater intelligence, greater safety, and greater comfort. Intelligent assisted driving is also becoming a standard feature. As a part of intelligent assisted driving that involves safety, the stability and accuracy of the tire pressure monitoring device are related to the safety and stability of intelligent assisted driving.
[0003] Currently, tire pressure monitoring systems (TPMS) in vehicles primarily use a 433.92MHz carrier wave for information transmission. The tire pressure receivers vary depending on the vehicle's size, architecture, placement, and integration method. Some are separate receivers, while others are integrated into the vehicle's control unit. These systems rely on individual signal transmission and reception methods, making them susceptible to interference from in-vehicle electrical systems and external environmental factors during vehicle operation. This can cause abnormal tire pressure loss in one or more tires, leading to misjudgments by the user and affecting the activation or disengagement of intelligent driver assistance systems, significantly impacting the user experience. Utility Model Content
[0004] Therefore, this utility model provides a tire pressure monitoring device that improves the accuracy, stability and safety of tire pressure monitoring.
[0005] To achieve the above objectives, the technical solution of this utility model embodiment is implemented as follows:
[0006] In a first aspect, embodiments of the present invention provide a tire pressure monitoring device, comprising: at least one tire pressure sensor configured to simultaneously transmit tire status information via radio frequency signals and Bluetooth signals; at least two receivers respectively disposed in the front and rear areas of a vehicle, each receiver being configured to receive the radio frequency signals and the Bluetooth signals; and a body controller communicatively connected to the at least two receivers; wherein the body controller is configured to: receive demodulated tire status information from each receiver, and select and use the tire status information to determine tire status based on the number of signal repetitions and a preset receiver signal priority.
[0007] The tire pressure monitoring device of this invention significantly improves the reliability and anti-interference capability of signal reception by setting up dual-frequency communication. By arranging multiple receivers at the front and rear, signals can be received from different positions, reducing the problem of missed reception caused by vehicle body obstruction or signal dead zones, and enhancing signal coverage and positioning capabilities. No additional low-frequency wake-up device is required. False alarms are filtered through a signal repetition consistency mechanism. Only when multiple receivers receive consistent and repeated signals are they determined to be valid data, effectively preventing false alarms caused by occasional noise or interference, thereby improving the accuracy, stability, and safety of tire pressure monitoring.
[0008] In one possible implementation of this utility model, the tire pressure sensor includes: a pressure sensor for detecting tire pressure; a temperature sensor for detecting tire temperature; an acceleration sensor for detecting vehicle motion state; an radio frequency chip for generating radio frequency signals; a Bluetooth chip for generating Bluetooth signals; and a battery for powering the tire pressure sensor. When the acceleration sensor detects an acceleration greater than or equal to 6G, the tire pressure sensor modulates the current pressure value, temperature value, battery information, fault status, and ID information onto the radio frequency signal and the Bluetooth signal and transmits them.
[0009] In this way, communication redundancy is achieved, information loss caused by single-band interference is avoided, communication reliability under extreme conditions is improved, bit errors and interference signals are effectively filtered, alarm failure is prevented due to occasional signals, the accuracy of system judgment is improved, driving safety is guaranteed, and the level of vehicle intelligence is enhanced.
[0010] In one possible implementation of this utility model, the receiver includes a first receiver and a second receiver; the first receiver is arranged in the rear area of the vehicle and is used to receive the radio frequency signal and the Bluetooth signal, and to send the demodulated information to the body controller through a first CAN identifier and a second CAN identifier respectively; the second receiver is arranged in the front area of the vehicle and is used to receive the radio frequency signal and the Bluetooth signal, and to send the demodulated information to the body controller through a third CAN identifier and a fourth CAN identifier respectively.
[0011] In this way, by setting up dual receivers at the front and rear, the entire vehicle signal is covered without dead zones, avoiding the shielding effect of wireless signals from the metal body, battery pack, motor, etc., and especially improving the stability of rear wheel signal reception. Each receiver supports dual-frequency reception, that is, each location has dual communication link redundancy, which improves anti-interference capability. Furthermore, under different operating conditions, the data source priority can be dynamically adjusted according to signal quality, thereby improving the adaptive capability of the tire pressure monitoring device.
[0012] In one possible implementation of this utility model, the vehicle body controller is configured to: receive tire status information transmitted via a first CAN identifier, a second CAN identifier, a third CAN identifier, and a fourth CAN identifier; compare the received identical tire status information and count the number of times it appears repeatedly on different CAN identifiers; select the tire status information to use according to the priority of the number of times it appears repeatedly, from high to low, wherein a signal with 3 repetitions has a higher priority than a signal with 2 repetitions, a signal with 2 repetitions has a higher priority than a signal with 1 repetition, and a signal with 1 repetition has a higher priority than a signal with 0 repetitions.
[0013] Thus, hardware-level redundancy verification is achieved through multi-channel consistency comparison, effectively identifying and filtering "false signals" or "erroneous data" caused by electromagnetic interference, signal reflection, and occasional noise, significantly reducing the false alarm rate; based on the priority selection of consistency counts, the most reliable data source is automatically selected without manual intervention, improving the accuracy of judgment.
[0014] In one possible implementation of this utility model, when the number of repetitions is the same, the vehicle body controller selects to use the tire status information according to a preset receiver signal priority order, which is: first CAN identifier > second CAN identifier > third CAN identifier > fourth CAN identifier.
[0015] In one possible implementation of this utility model, the first receiver is disposed on at least one of the vehicle's C-pillar, rear crossbeam, and rear cargo panel.
[0016] In one possible implementation of this utility model, the second receiver is disposed on at least one of the armrest box, the passenger side underbody protection plate, and the dashboard.
[0017] This improves the universality and adaptability of the tire pressure monitoring device to different vehicle platforms, facilitates cross-platform application, and makes it easy to install and remove, thus reducing production and maintenance costs.
[0018] In one possible implementation of this utility model, the tire status information includes at least one of tire pressure status, tire temperature status, battery charge status, and sensor fault status; the body controller is further configured to generate a status judgment result based on the tire status information and send the status judgment result to the vehicle instrument display and / or the body controller.
[0019] In this way, a comprehensive health diagnosis of the tire system is achieved, realizing a closed loop of human-machine interaction. Drivers can be notified of tire abnormalities immediately and take measures such as slowing down or stopping, thus improving active safety.
[0020] In one possible implementation of this utility model, the tire pressure sensor is disposed inside the tire and is interference-fitted with the tire's rim.
[0021] This ensures a secure and reliable connection, preventing the tire pressure sensor from loosening or falling off due to vibration or impact during vehicle operation. It also avoids the risk of air leakage caused by poor sealing, improves the mechanical stability between the tire pressure sensor and the wheel hub, and reduces false triggering or damage caused by shaking. It is suitable for harsh working conditions such as high speed, bumpy roads, and heavy loads.
[0022] Secondly, this utility model provides a vehicle that includes the tire pressure monitoring device provided in any of the embodiments of the first aspect above.
[0023] This utility model provides a vehicle that includes the tire pressure monitoring device provided in any of the embodiments of the first aspect above. Therefore, it has the same technical effect, namely, by setting up dual-frequency communication, the reliability and anti-interference capability of signal reception are significantly improved. By arranging multiple receivers at the front and rear, signals can be received from different positions, reducing the problem of missed reception caused by vehicle body obstruction or signal dead angles, enhancing signal coverage and positioning capability. No additional low-frequency wake-up device is required. False alarms are filtered through a signal repetition consistency mechanism. Only when multiple receivers receive consistent and repeated signals are they determined to be valid data, effectively preventing false alarms caused by occasional noise or interference, thereby improving the accuracy and stability of tire pressure monitoring, and thus improving vehicle safety. Attached Figure Description
[0024] Figure 1 A schematic diagram of the tire pressure monitoring device provided in this embodiment of the utility model;
[0025] Figure 2 for Figure 1 The diagram shows the setup of the tire pressure monitoring device.
[0026] Figure label:
[0027] 100. Tire pressure monitoring device;
[0028] 1. Tire pressure sensor; 2. First receiver; 3. Second receiver; 4. Body control unit;
[0029] 200. Vehicles. Detailed Implementation
[0030] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the specific technical solutions of this utility model will be further described in detail below with reference to the accompanying drawings of the embodiments of this utility model. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.
[0031] In the embodiments of this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this utility model, unless otherwise stated, "a plurality of" means two or more.
[0032] Furthermore, in this embodiment of the invention, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions of the components shown in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.
[0033] In the embodiments of this utility model, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.
[0034] In embodiments of this invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.
[0035] In this embodiment of the invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this embodiment of the invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.
[0036] In related technologies, with the development of electric vehicle technology and the increase in market acceptance, electric vehicles have made significant progress in terms of space, intelligence, safety, and comfort, with intelligent driver assistance functions gradually becoming standard features. Tire pressure monitoring systems (TPMS), as a key component ensuring driving safety, are crucial for the safe operation of intelligent driver assistance systems due to their stability and accuracy. Currently, TPMS systems used in vehicles primarily rely on a 433.92MHz frequency for signal transmission, but these systems have diverse layouts; some use independent receivers, while others are integrated into the vehicle's control unit. However, regardless of the method, there is a problem of tire pressure information loss due to interference from in-vehicle electrical systems or the external environment. This not only leads to misjudgments by users but may also affect the normal operation of intelligent driver assistance systems, thereby reducing the user experience.
[0037] In view of this, this utility model embodiment provides a tire pressure monitoring device.
[0038] It should be noted that the vehicles or automobiles mentioned in this utility model can refer to large automobiles, small automobiles, special-purpose vehicles, etc. For example, according to the vehicle type, the vehicles or automobiles in this utility model can be sedans, off-road vehicles, multi-purpose vehicles (MPVs), or other types of vehicles.
[0039] The following is for reference. Figures 1-2 A tire pressure monitoring device 100 according to an embodiment of the present utility model is described, comprising: at least one tire pressure sensor 1, at least two receivers and a vehicle body controller 4.
[0040] Specifically, the tire pressure sensor 1 is configured to transmit tire status information simultaneously via radio frequency signal and Bluetooth signal, and is respectively arranged in the front and rear areas of the vehicle 200. Each receiver is configured to receive radio frequency signal and Bluetooth signal and communicate with at least two receivers. The body controller 4 is configured to receive the demodulated tire status information from each receiver and select and use the tire status information to determine the tire status based on the number of signal repetitions and the preset receiver signal priority.
[0041] Understandably, tire pressure sensors 1 are installed in each tire of the vehicle 200 to collect tire status information such as tire pressure and temperature in real time. They simultaneously transmit data via two wireless signals: radio frequency (RF) and Bluetooth. RF signals are commonly used in traditional tire pressure monitoring, offering strong penetration and long transmission distances. Bluetooth signals are modern short-range communication technology with strong anti-interference capabilities and support for two-way communication. At least two receivers are positioned in the front and rear areas of the vehicle 200, forming a spatial distribution. Each receiver has dual-mode reception capability, meaning it can simultaneously receive RF and Bluetooth signals. All receivers communicate with tire pressure sensors 1 and demodulate the received raw signals. The vehicle body controller 4 receives the demodulated tire status information from each receiver and executes a judgment logic. Information transmitted from the same tire is compared among multiple receivers. If multiple receivers receive the same signal within the same time period and the repetition count reaches a preset threshold, the signal is considered reliable. Priorities are set based on factors such as receiver location, signal strength, and historical stability, and the data from the optimal path is selected for the final judgment.
[0042] The tire pressure monitoring device 100 according to this utility model significantly improves the reliability and anti-interference capability of signal reception by setting up dual-frequency communication. By arranging multiple receivers at the front and rear, signals can be received from different positions, reducing the problem of missed reception caused by vehicle body obstruction or signal dead angles, enhancing signal coverage and positioning capability. No additional low-frequency wake-up device is required. False alarms are filtered through a signal repetition consistency mechanism. Only when multiple receivers receive consistent and repeated signals are they determined to be valid data, effectively preventing false alarms caused by occasional noise or interference, thereby improving the accuracy, stability and safety of tire pressure monitoring.
[0043] Here, preferably, the radio frequency signal is a 433.92MHz radio frequency signal and the Bluetooth signal is a 2.4GHz Bluetooth signal.
[0044] In some embodiments of this utility model, the tire pressure sensor 1 includes: a pressure sensor for detecting tire pressure; a temperature sensor for detecting tire temperature; an acceleration sensor for detecting the motion state of the vehicle 200; an radio frequency chip for generating radio frequency signals; a Bluetooth chip for generating Bluetooth signals; and a battery for powering the tire pressure sensor 1. When the acceleration sensor detects an acceleration greater than or equal to 6G, the tire pressure sensor 1 modulates the current pressure value, temperature value, battery information, fault status, and ID information onto the radio frequency signal and the Bluetooth signal for transmission. This achieves communication redundancy, avoids information loss due to single-band interference, improves communication reliability under extreme conditions, effectively filters bit errors and interference signals, prevents the absence of alarms due to occasional signals, improves system judgment accuracy, ensures driving safety, and enhances the intelligence level of the vehicle 200.
[0045] Understandably, the pressure sensor is used to detect the tire's internal pressure in real time; the temperature sensor monitors the tire's internal temperature, as high temperatures can cause tire pressure to rise, affecting the accuracy of the readings, while temperature data can be used for pressure compensation and overheat warnings; the accelerometer is used to sense the tire's motion, such as vehicle start-up, driving, rapid acceleration, and emergency braking; the radio frequency chip is used to modulate the collected data onto the traditional tire pressure communication frequency band (433.92MHz), ensuring compatibility with existing in-vehicle receiving systems and possessing strong penetration capabilities and long-distance transmission characteristics; the Bluetooth chip supports low-power Bluetooth communication for high-bandwidth, interference-resistant short-range communication, and can connect to in-vehicle gateways or smartphone apps, supporting OTA upgrades, precise positioning, and two-way communication. Thus, communication redundancy is achieved through dual-frequency concurrent transmission, avoiding information loss due to single-band interference, improving communication reliability under extreme conditions, ensuring driving safety, providing stable and reliable tire status input, and improving information delivery rate and overall vehicle intelligence.
[0046] In some embodiments of this utility model, the receiver includes a first receiver 2 and a second receiver 3. The first receiver 2 is arranged in the rear area of the vehicle 200 to receive radio frequency signals and Bluetooth signals, and sends the demodulated information to the body controller 4 through the first CAN identifier and the second CAN identifier, respectively. The second receiver 3 is arranged in the front area of the vehicle 200 to receive radio frequency signals and Bluetooth signals, and sends the demodulated information to the body controller 4 through the third CAN identifier and the fourth CAN identifier, respectively. Thus, by setting up dual receivers at the front and rear, the signal coverage of the entire vehicle without dead zones is achieved, avoiding the shielding effect of wireless signals from the metal body, battery pack, motor, etc., and especially improving the stability of rear wheel signal reception. Each receiver supports dual-frequency reception, that is, each location has dual communication link redundancy, which improves the anti-interference capability. Furthermore, under different operating conditions (such as high-speed driving, urban congestion, underground parking garage), the data source priority can be dynamically adjusted according to the signal quality, thereby improving the adaptive capability of the tire pressure monitoring device 100.
[0047] Understandably, the receiver includes a first receiver 2 and a second receiver 3. The first receiver 2 is located in the rear area of the vehicle 200. The first receiver 2 is used to receive 433.92MHz radio frequency signals and 2.4GHz Bluetooth signals from the four tires, and demodulates and analyzes the 433.92MHz radio frequency signals and 2.4GHz Bluetooth signals to extract information such as pressure, temperature, ID, and battery status. Then, the demodulated 433.92MHz data is sent to the body controller 4 through the first CAN identifier, and the demodulated Bluetooth data is sent to the body controller 4 through the second CAN identifier. This can cover the rear tire signals and reduce signal attenuation caused by the vehicle body obstructing the signal. The second receiver 3 is located in the front area of the vehicle 200. The second receiver 3 is used to receive 433.92MHz radio frequency signals and 2.4GHz Bluetooth signals from the four tires, and demodulates and analyzes the 433.92MHz radio frequency signals and 2.4GHz Bluetooth signals to extract information such as pressure, temperature, ID, and battery status. Then, the demodulated 433.92MHz data is sent to the body controller 4 through the third CAN identifier, and the demodulated Bluetooth data is sent to the body controller 4 through the fourth CAN identifier. This can cover the rear tire signals and reduce signal attenuation caused by the vehicle body obstructing the signal.
[0048] In some embodiments of this invention, the vehicle body controller 4 is configured to: receive tire status information transmitted via a first CAN identifier, a second CAN identifier, a third CAN identifier, and a fourth CAN identifier; compare the received identical tire status information and count the number of times it appears repeatedly on different CAN identifiers; select tire status information to use according to the priority of the number of times it appears repeatedly, from high to low, wherein a signal with 3 repetitions has a higher priority than a signal with 2 repetitions, a signal with 2 repetitions has a higher priority than a signal with 1 repetition, and a signal with 1 repetition has a higher priority than a signal with 0 repetitions. Thus, hardware-level redundancy verification is achieved through multi-channel consistency comparison, effectively identifying and filtering "false signals" or "erroneous data" caused by electromagnetic interference, signal reflection, and occasional noise, significantly reducing the false alarm rate; based on the priority selection of the number of consistency occurrences, the most reliable data source is automatically selected without manual intervention, improving the accuracy of judgment.
[0049] Understandably, the controller performs cross-channel comparisons of identical information (such as the pressure value of the same tire at the same time) sent by tire sensors with the same ID. It checks whether the information appears in multiple channels across the four CAN channels and counts the number of times it is repeated and consistent, i.e., how many independent channels successfully received data packets with identical content. The priority selection strategy based on the number of times the tire status information is repeated and consistent determines the credibility of the information. For example, a repeat consistency count of 3 or 4 indicates multi-channel verification, a very high probability of authenticity and validity, and strong anti-interference capability; a repeat consistency count of 2 indicates dual-channel verification, with relatively high credibility; a repeat consistency count of 1 indicates single-channel reception, which may have the risk of bit errors or interference; and a repeat consistency count of 0 indicates no receipt or no consistency, and is considered invalid.
[0050] In some embodiments of this invention, when the number of repetitions is the same, the vehicle body controller 4 selects the tire status information according to a preset receiver signal priority order. The preset receiver signal priority order is: first CAN identifier > second CAN identifier > third CAN identifier > fourth CAN identifier. It can be understood that data from the first CAN identifier has the highest priority, followed by the second CAN identifier, then the third CAN identifier, and the fourth CAN identifier has the lowest priority. This avoids the controller hesitating among multiple equivalent paths, improves decision-making speed and certainty, and meets the functional safety requirements for predictability.
[0051] In some embodiments of this utility model, the first receiver 2 is disposed on at least one of the C-pillar, rear crossbeam, or rear cargo panel of the vehicle. It is understood that placing the first receiver 2 on the C-pillar near the rear tires shortens the wireless signal transmission distance, reduces metal obstruction (especially on the outer side), facilitates antenna placement, improves signal reception sensitivity, and allows for sharing wiring harnesses with rear lights and sensors. Placing the first receiver 2 on the rear crossbeam near the vehicle's centerline facilitates balanced reception of signals from the left and right rear wheels, provides structural stability and good vibration resistance, and can be used in conjunction with a bottom antenna design to reduce in-vehicle interference. Placing the first receiver 2 on the rear cargo panel provides ample installation space, facilitating module fixation and maintenance, and keeps it away from strong interference sources such as the engine and motor, allowing for concealed wiring, a neat and aesthetically pleasing appearance, and suitability for integration into the interior. Therefore, the tire pressure monitoring device 100 is improved in its universality and adaptability to different vehicle platforms, facilitating cross-platform application, and is easy to install and remove, reducing production and maintenance costs.
[0052] In some embodiments of this utility model, the second receiver 3 is disposed on at least one of the armrest box, the passenger side underbody panel, or the dashboard. It is understood that placing the second receiver 3 in the armrest box, centered but slightly forward, facilitates balanced reception of signals from all four tires, provides a stable internal environment, offers good dust and water resistance, facilitates concealed wiring, maintains a neat and aesthetically pleasing appearance, and keeps it away from the high temperatures and vibrations of the engine compartment. Placing the second receiver 3 on the passenger side underbody panel near the left front wheel shortens the signal transmission distance, facilitates antenna placement along the floor or A-pillar, makes installation convenient, is suitable for modular assembly, and avoids the densely populated electronic areas of the dashboard. Placing the second receiver 3 on the dashboard provides a wide field of vision, minimizes wireless signal obstruction, and, being close to the front wheel, ensures high signal strength. It can share power and CAN network with T-Box, gateway, BCM, etc., and is suitable for integrating the antenna into the windshield or dashboard frame. Therefore, the universality and adaptability of the tire pressure monitoring device 100 to different vehicle platforms are improved, facilitating cross-platform application, and facilitating easy installation and removal, thus reducing production and maintenance costs.
[0053] In some embodiments of this invention, the tire status information includes at least one of tire pressure status, tire temperature status, battery charge status, and sensor fault status. The body controller 4 is further configured to generate a status judgment result based on the tire status information and send the status judgment result to the vehicle 200 instrument display and / or the body controller 4. This enables comprehensive health diagnosis of the tire system, achieves a closed-loop human-machine interaction, and allows the driver to be aware of tire abnormalities immediately, taking measures such as deceleration and stopping, thus improving active safety.
[0054] In some embodiments of this utility model, the tire pressure sensor 1 is disposed inside the tire and is interference-fitted with the tire rim. It is understood that the tire pressure sensor 1 directly contacts the internal air pressure and temperature environment of the tire, providing accurate, reliable, and fast-responding measurement data. It is unaffected by external environmental factors such as wind speed, rain, and dust, and can monitor the tire's actual working condition in real time (e.g., high-speed heating, load changes). The interference fit between the tire pressure sensor 1 and the rim ensures a secure and reliable connection, preventing the sensor from loosening or falling off due to vibration or impact during vehicle operation. This avoids the risk of air leakage due to poor sealing, improves the mechanical stability between the tire pressure sensor 1 and the rim, and reduces false triggering or damage caused by shaking. It is suitable for harsh working conditions such as high speed, bumpy roads, and heavy loads.
[0055] In some embodiments, the body controller 4 sends the signal status to the instrument panel, thereby enabling real-time display of the signal status. For example... Figure 2 As shown, METER is a real-time numerical measurement display of the signal status.
[0056] Secondly, this utility model provides a vehicle 200, including the tire pressure monitoring device 100 provided in any of the embodiments of the first aspect above.
[0057] This utility model provides a vehicle 200 that includes the tire pressure monitoring device 100 provided in any of the first aspects of the above-described embodiments. Therefore, it has the same technical effect: by setting up dual-frequency communication, the reliability and anti-interference capability of signal reception are significantly improved. By arranging multiple receivers at the front and rear, signals can be received from different positions, reducing the problem of missed reception caused by vehicle body obstruction or signal dead angles, enhancing signal coverage and positioning capability. No additional low-frequency wake-up device is required. False alarms are filtered through a signal repetition consistency mechanism. Only when multiple receivers receive consistent and repeated signals are they determined to be valid data, effectively preventing false alarms caused by occasional noise or interference, thereby improving the accuracy and stability of tire pressure monitoring, and thus improving the safety of the vehicle 200.
[0058] The sequence numbers of the above-mentioned embodiments of this utility model are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this utility model and do not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the content of this utility model specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.
Claims
1. A tire pressure monitoring device, characterized in that, include: At least one tire pressure sensor (1) is configured to transmit tire status information simultaneously via radio frequency signals and Bluetooth signals; At least two receivers are respectively arranged in the front and rear areas of the vehicle (200), each of the receivers being configured to receive the radio frequency signal and the Bluetooth signal; The body controller (4) is communicatively connected to at least two of the receivers; The vehicle body controller (4) is configured to receive demodulated tire status information from each of the receivers, and select and use the tire status information to determine the tire status based on the number of signal repetitions and the preset receiver signal priority.
2. The tire pressure monitoring device according to claim 1, characterized in that, The tire pressure sensor (1) includes: Pressure sensor used to detect tire pressure; Temperature sensor used to detect tire temperature; An acceleration sensor used to detect the motion of a vehicle; Radio frequency (RF) chips are used to generate RF signals; Bluetooth chip, used to generate Bluetooth signals; A battery powers the tire pressure sensor (1); When the acceleration sensor detects an acceleration greater than or equal to 6G, the tire pressure sensor (1) modulates the current pressure value, temperature value, battery information, fault status and ID information onto the radio frequency signal and the Bluetooth signal and transmits them.
3. The tire pressure monitoring device according to claim 2, characterized in that, The receiver includes a first receiver (2) and a second receiver (3); The first receiver (2) is arranged in the rear area of the vehicle (200) to receive the radio frequency signal and the Bluetooth signal, and to send the demodulated information to the body controller (4) through the first CAN identifier and the second CAN identifier respectively. The second receiver (3) is arranged in the front area of the vehicle (200) to receive the radio frequency signal and the Bluetooth signal, and to send the demodulated information to the body controller (4) through the third CAN identifier and the fourth CAN identifier, respectively.
4. The tire pressure monitoring device according to claim 3, characterized in that, The body controller (4) is configured to: Receive tire status information transmitted via the first CAN identifier, the second CAN identifier, the third CAN identifier, and the fourth CAN identifier; The received identical tire status information is compared, and the number of times it appears repeatedly and consistently on different CAN identifiers is counted. The tire status information is selected for use according to the priority of the number of repetitions from high to low, wherein a signal with 3 repetitions has a higher priority than a signal with 2 repetitions, a signal with 2 repetitions has a higher priority than a signal with 1 repetition, and a signal with 1 repetition has a higher priority than a signal with 0 repetitions.
5. The tire pressure monitoring device according to claim 4, characterized in that, When the number of repetitions is the same, the vehicle body controller (4) selects to use the tire status information according to the preset receiver signal priority order, which is: first CAN identifier > second CAN identifier > third CAN identifier > fourth CAN identifier.
6. The tire pressure monitoring device according to claim 3, characterized in that, The first receiver (2) is located on at least one of the C-pillar, rear crossbeam, and rear cargo panel of the vehicle (200).
7. The tire pressure monitoring device according to claim 3, characterized in that, The second receiver (3) is located on at least one of the armrest box, the passenger side underbody protection panel, and the dashboard.
8. The tire pressure monitoring device according to any one of claims 1-7, characterized in that, The tire status information includes at least one of the following: tire pressure status, tire temperature status, battery charge status, and sensor malfunction status. The body controller (4) is also configured to generate a status judgment result based on the tire status information and send the status judgment result to the vehicle (200) instrument display and / or the body controller (4).
9. The tire pressure monitoring device according to claim 8, characterized in that, The tire pressure sensor (1) is located inside the tire and is interference-fitted with the tire's hub.
10. A vehicle, characterized in that, The tire pressure monitoring device (100) includes any one of claims 1-9.