Tire burst detection method and related device

Abstract

A tire burst detection method and a related device, applied to the field of tire burst detection. Upon detecting that a rack force of at least one steering system of a vehicle satisfies a first condition, a main control device triggers sending of a first instruction to a first tire pressure monitoring system (TPMS) of a first tire of the vehicle, wherein the first instruction instructs the first TPMS to detect the first tire. Accordingly, the first TPMS detects, in response to the first instruction, a current tire pressure of the first tire and sends, upon determining that the current tire pressure of the first tire satisfies an anomaly condition, a detection result of the first tire to the main control device, so that the main control device can determine, on the basis of the detection result of the first tire, whether a tire burst has occurred in the first tire.

Description

A method and related device for detecting tire blowout

[0001] This application claims priority to Chinese Patent Application No. 202410873589.X, filed on June 28, 2024, entitled "A method and related apparatus for detecting tire blowouts", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of intelligent vehicles, and in particular to a tire blowout detection method and related device. Background Technology

[0003] A tire pressure monitoring system (TPMS) is a safety system used to monitor the tire pressure and temperature of a vehicle's tires. Currently, tire blowout detection primarily relies on tire pressure reports from the TPMS. However, TPMS reporting cycles are typically set too long. When a tire blowout occurs, the TPMS may not be able to report the tire pressure in time, affecting the blowout detection rate and making it difficult to quickly stabilize the vehicle after a blowout, thus compromising vehicle safety. Furthermore, current TPMS systems are battery-powered; shortening the reporting cycle to improve blowout detection speed would reduce battery life. Summary of the Invention

[0004] This application discloses a tire blowout detection method and related device, which can improve the tire blowout detection rate, save the power consumption of TPMS, and help improve vehicle safety.

[0005] In a first aspect, this application provides a tire blowout detection method, the method comprising: firstly, acquiring the rack force of at least one steering system of a vehicle, the vehicle including the at least one steering system and at least one tire, the first tire of the at least one tire including a first TPMS; and, upon detecting that the rack force of the at least one steering system meets a first condition, sending a first instruction to the first TPMS, the first instruction instructing the first TPMS to detect the first tire.

[0006] Here, the rack force in a steering system refers to the force acting on the steering rack in a rack-and-pinion steering system. This force is the result of at least one of the following factors: road condition feedback, driver's steering wheel operation, and vehicle motion (e.g., acceleration, deceleration, turning). As an example, the rack force in a steering system refers to a subset of the tire forces generated at the tire-to-ground contact point due to tire movement that is transmitted to the steering rack. The rack force in a steering system provides the driver with rich driving feel, allowing for a clearer perception of road conditions.

[0007] For example, the steering system can be a front-axle steering system or a rear-axle steering system, where the front-axle steering system is responsible for turning the front wheels of the vehicle left and right, and the rear-axle steering system is responsible for turning the rear wheels of the vehicle left and right. When the steering system is a front-axle steering system, the rack force of the steering system is called the front axle rack force; when the steering system is a rear-axle steering system, the rack force of the steering system is called the rear axle rack force. In some designs, each tire of the vehicle can also have its own independent steering system, called a corner module, which is a whole mechanical component used to indicate a corner (e.g., front or rear wheel).

[0008] Here, the first tire can be one or more of the aforementioned at least one tire. When the first tire is equipped with multiple TPMSs, the first TPMS can be some or all of these multiple TPMSs.

[0009] In the above method, the change in vehicle force caused by a tire blowout is mechanically transmitted to the steering rack, causing a change in the rack force of the steering system. Since mechanical transmission is fast, the time it takes for this force change to be transmitted to the steering rack is less than the original transmission cycle of the tire's TPMS. Therefore, detecting abnormal rack force can improve the tire blowout detection rate. Furthermore, triggering one or more TPMSs of one or more tires to perform detection only when an abnormal rack force is detected, compared to setting each tire's TPMS to be in a high-frequency detection and transmission state for an extended period to improve the tire blowout detection rate, helps reduce TPMS power consumption.

[0010] Optionally, the first TPMS has a first mode and a second mode, and a first instruction instructs the first TPMS to enter the second mode; wherein, in the second mode, the first TPMS sends the detection results of the first tire more times in the first time period than in the first mode.

[0011] In other words, the first command triggers the TPMS to enter a new mode, namely the second mode. Compared to the first mode, the TPMS sends tire detection results more times within the same time period in the second mode. The first command triggers the TPMS to enter a high-frequency transmission state, which, compared to setting each TPMS to be in a high-frequency transmission state for an extended period, helps reduce the TPMS's power consumption.

[0012] Alternatively, in the second mode, the first TPMS operates in any of the following ways:

[0013] Periodically inspect and send the tire inspection results;

[0014] The tire inspection is performed at increasingly longer intervals, and the inspection results are sent out.

[0015] Perform p consecutive checks every second time interval and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p; or

[0016] Perform p consecutive checks with increasing intervals and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p.

[0017] As can be seen, in the second mode, the transmission of detection results can be periodic or non-periodic; tire detection can also be periodic or non-periodic. This provides multiple possibilities for the operation of TPMS in the second mode, enriching its application scenarios.

[0018] Optionally, the first steering system is any one of the above-mentioned at least one steering system, and the first condition includes at least one of the following conditions:

[0019] The rack force of the first steering system is greater than or equal to the rack force threshold.

[0020] The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold.

[0021] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change during historical time periods when no tire blowout occurred; and

[0022] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change threshold.

[0023] Considering that the rack force of the steering system will change abruptly in a short period of time when a tire blowout occurs, at least one of the following methods can be used to accurately detect whether the rack force of the steering system is abnormal: comparing the rack force of the steering system with the rack force threshold, comparing the average value of the rack force of the steering system obtained from multiple consecutive acquisitions with the rack force threshold, or monitoring the rate of change of the rack force of the steering system.

[0024] Optionally, obtaining the rack force of at least one steering system includes: obtaining the rack force of at least one steering system from a rack force sensor; obtaining the rack force of at least one steering system from at least one steering system, wherein the rack force of at least one steering system is calculated by using a rack force estimation algorithm for the at least one steering system; or, calculating the rack force of at least one steering system locally using a rack force estimation algorithm.

[0025] Optionally, if the rack force of at least one steering system is detected to meet the first condition, the method further includes: determining, based on the rack force of at least one steering system, an abnormal tire among the at least one tires suspected of having blown out, then the first tire is an abnormal tire.

[0026] Abnormal rack force can eliminate some tires that have not yet blown out, narrowing the detection range of abnormal tires. It can quickly locate abnormal tires that are suspected of blowout, so that only the abnormal tires need to be sent as the first command, rather than all tires, which helps to reduce the overall power consumption of TPMS in the vehicle.

[0027] Optionally, the vehicle also includes a steering wheel, which determines the faulty tire based on the rack force of at least one steering system, including: determining the faulty tire based on the rack force of at least one steering system and the steering direction of the steering wheel. This allows for precise location of the tire that has blown out.

[0028] Optionally, the method further includes: performing a tire blowout detection based on the detection result of the first tire from the first TPMS and the suspension height measurement result from the suspension height sensor, obtaining a tire blowout detection result, the tire blowout detection result indicating whether the first tire has blown out.

[0029] By implementing the above method, when an abnormality in the rack force of the steering system is detected, tire blowout detection can be performed by integrating measurement data from multiple sensors, such as the tire pressure and suspension height measurement results mentioned above. In addition, tire blowout detection can also be performed by combining data such as the wheel speed change rate obtained from tire sensors and the yaw rate output by the inertial measurement unit, which can improve the accuracy and reliability of tire blowout detection results.

[0030] Optionally, the method further includes: when the tire blowout detection result indicates that the first tire has blown out, notifying the user that the first tire has blown out, and / or sending the tire blowout detection result to the tire blowout control device; when the tire blowout detection result indicates that the first tire has not blown out, sending a second command to the first TPMS, the second command instructing the first TPMS to exit the second mode. By instructing the first TPMS to exit the second mode via the second command when it can be ruled out that the first tire has not blown out, the power consumption of the first TPMS can be reduced.

[0031] Secondly, this application provides a tire blowout detection method, which is applied to a tire pressure monitoring system (TPMS) of a first tire. The method includes: firstly, receiving a first instruction, which is transmitted when the rack force of at least one steering system of the vehicle meets a first condition; in response to the first instruction, detecting whether the current tire pressure of the first tire meets an abnormal condition; and if it is determined that the current tire pressure of the first tire meets an abnormal condition, sending the detection result of the first tire to a main control device.

[0032] In the above method, if the tire's TPMS receives a first command when the rack force of the steering system is abnormal, in response to the command, the TPMS performs a rapid check on the current tire pressure to pre-determine whether the tire pressure is abnormal. Only when the tire pressure is abnormal does the TPMS of the first tire start continuously sending the detection results of the first tire to the main control device. This can improve the tire blowout detection rate and reduce the false alarm rate of tire blowout. In addition, compared with the tire's TPMS being in a high-frequency detection state for a long time, this method of improving the tire blowout detection rate can reduce the overall power consumption of the vehicle's TPMS.

[0033] Optionally, the TPMS operating mode includes a first mode and a second mode. The first instruction instructs the TPMS to enter the second mode, wherein in the second mode, the TPMS sends the detection results of the first tire more times within a first time period than in the first mode.

[0034] In other words, the first command triggers the TPMS to enter a new mode, namely the second mode. Compared to the first mode, the tire's TPMS transmits tire detection results more frequently within the same time frame in the second mode. The first command triggers the TPMS to enter a high-frequency transmission state, which, compared to the tire's TPMS operating in a consistently high-frequency transmission state, helps reduce the TPMS's power consumption.

[0035] Optionally, the detection results of the first tire are sent to the main control device, including:

[0036] Periodically detect and send the detection results of the first tire to the main control unit;

[0037] The detection is performed at increasingly longer intervals, and the detection results of the first tire are sent to the main control device.

[0038] Every second time interval, perform p consecutive checks and send q check results of the first tire to the main control device, where p and q are integers greater than 1 and q is less than or equal to p; or

[0039] The system performs p consecutive checks with increasing intervals and sends q tire check results to the main control device, where p and q are integers greater than 1 and q is less than or equal to p.

[0040] As can be seen from the above implementation methods, in the second mode, the transmission of detection results can be periodic or non-periodic; the detection of tires can be periodic or non-periodic. This provides multiple possibilities for the operation of TPMS in the second mode, enriching its application scenarios.

[0041] Optionally, the method further includes: when it is determined that the current tire pressure of the first tire meets the abnormal conditions, determining the detection cycle and transmission cycle of the TPMS in the second mode according to the vehicle's driving speed; and sending the detection results of the first tire to the main control device, including: performing detection based on the detection cycle and sending the detection results of the first tire based on the transmission cycle.

[0042] Implementing the above method, both the detection cycle and the transmission cycle in the second mode are related to the vehicle speed. The detection cycle can be set differently for different vehicle speeds, and the transmission cycle can also be different. For example, the detection cycle is negatively correlated with the vehicle speed, and the transmission cycle is also negatively correlated with the vehicle speed. This helps to reduce the power consumption of TPMS while achieving rapid tire detection.

[0043] Optionally, when the vehicle's speed is within a first speed range, the detection period is the first value and the transmission period is the second value; when the vehicle's speed is within a second speed range, the detection period is the third value and the transmission period is the fourth value; wherein, the maximum value of the first speed range is less than or equal to the minimum value of the second speed range, the third value is less than the first value, and the fourth value is less than the second value.

[0044] By implementing the above method, the detection results of the first tire are transmitted in a graded frequency conversion based on vehicle speed. One vehicle speed range corresponds to one transmission cycle and one detection cycle. Different vehicle speed ranges correspond to different detection cycles and transmission cycles, which makes the hardware implementation simpler and lower in cost, reduces the amount of computation, increases the flexibility of tire blowout detection, and further reduces the power consumption of TPMS.

[0045] Optionally, the method further includes preventing the entry into the second mode if it is determined that the current tire pressure of the first tire does not meet the abnormal conditions. Thus, the TPMS of the first tire can rule out the possibility that the first tire has not blown out based on its own detected tire pressure, and therefore the TPMS of the first tire does not enter the second mode, reducing the power consumption of the TPMS of the first tire.

[0046] Optionally, the first steering system is any one of the above-mentioned at least one steering system, and the first condition includes at least one of the following conditions:

[0047] The rack force of the first steering system is greater than or equal to the rack force threshold.

[0048] The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold.

[0049] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change during historical time periods when no tire blowout occurred; and

[0050] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change threshold.

[0051] Thirdly, this application provides an apparatus for tire blowout detection, the apparatus comprising: an acquisition unit for acquiring rack force of at least one steering system of a vehicle, the vehicle including the at least one steering system and at least one tire, the first tire of the at least one tire including a first TPMS; a processing unit for, when the rack force of at least one steering system is detected to meet a first condition, a sending unit for sending a first instruction to the first TPMS, the first instruction instructing the first TPMS to detect the tire.

[0052] Optionally, the first TPMS has a first mode and a second mode, and a first instruction instructs the first TPMS to enter the second mode; wherein, in the second mode, the first TPMS sends the detection results of the first tire more times in the first time period than in the first mode.

[0053] Alternatively, in the second mode, the first TPMS operates in any of the following ways:

[0054] Periodically inspect and send the tire inspection results;

[0055] The tire inspection is performed at increasingly longer intervals, and the inspection results are sent out.

[0056] Perform p consecutive checks every second time interval and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p; or

[0057] Perform p consecutive checks with increasing intervals and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p.

[0058] Optionally, the first steering system is any one of the above-mentioned at least one steering system, and the first condition includes at least one of the following conditions:

[0059] The rack force of the first steering system is greater than or equal to the rack force threshold.

[0060] The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold.

[0061] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change during historical time periods when no tire blowout occurred; and

[0062] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change threshold.

[0063] Optionally, the acquisition unit is specifically configured to: acquire the rack force of at least one steering system from a rack force sensor; acquire the rack force of at least one steering system from the steering system, wherein the rack force of at least one steering system is calculated by at least one steering system using a rack force estimation algorithm; or, locally calculate the rack force of at least one steering system using a rack force estimation algorithm.

[0064] Optionally, if the rack force of at least one steering system is detected to meet the first condition, the processing unit is further configured to determine, based on the rack force of at least one steering system, the abnormal tire among the at least one tires suspected of having blown out, wherein the first tire is an abnormal tire.

[0065] Optionally, the vehicle also includes a steering wheel, and the processing unit is specifically used to: determine the abnormal tire based on the rack force of at least one steering system and the steering direction of the steering wheel.

[0066] Optionally, the processing unit is further configured to: perform tire blowout detection based on the detection result of the first tire from the first TPMS and the suspension height measurement result from the suspension height sensor, obtain tire blowout detection result, and the tire blowout detection result indicates whether the first tire has blown out.

[0067] Optionally, the sending unit is further configured to: prompt the user that the first tire has blown out when the tire blowout detection result indicates that the first tire has blown out, and / or send the tire blowout detection result to the tire blowout control device; and send a second instruction to the first TPMS when the tire blowout detection result indicates that the first tire has not blown out, the second instruction instructing the first TPMS to exit the second mode.

[0068] Fourthly, this application provides an apparatus for tire blowout detection. The apparatus is a tire pressure monitoring system (TPMS) for a first tire or is included in the TPMS of the first tire. The apparatus includes: a receiving unit for receiving a first command, which is transmitted when the rack force of at least one steering system of the vehicle meets a first condition; a detection unit for detecting whether the current tire pressure of the first tire meets an abnormal condition in response to the first command; and a sending unit for sending the detection result of the first tire to a main control device when the detection unit determines that the current tire pressure of the first tire meets an abnormal condition.

[0069] Optionally, the TPMS operating mode includes a first mode and a second mode. The first instruction instructs the TPMS to enter the second mode, wherein in the second mode, the TPMS sends the detection results of the first tire more times within a first time period than in the first mode.

[0070] Optionally, the transmitting unit is specifically used for:

[0071] The detection unit periodically detects and sends the detection results of the first tire to the main control device;

[0072] The detection unit performs the detection in an increasingly frequent interval and sends the detection results of the first tire to the main control device.

[0073] Every second time interval, the detection unit performs p consecutive checks and sends q check results for the first tire to the main control device, where p and q are integers greater than 1 and q is less than or equal to p; or

[0074] The detection unit performs p consecutive detections at increasing intervals and sends q tire detection results to the main control device, where p and q are integers greater than 1 and q is less than or equal to p.

[0075] Optionally, the detection unit is further configured to: determine the detection cycle and transmission cycle of the TPMS in the second mode based on the vehicle's driving speed when it is determined that the current tire pressure of the first tire meets the abnormal conditions; the transmission unit is specifically configured to: perform detection based on the detection cycle through the detection unit and transmit the detection results of the first tire based on the transmission cycle.

[0076] Optionally, when the vehicle's speed is within a first speed range, the detection period is the first value and the transmission period is the second value; when the vehicle's speed is within a second speed range, the detection period is the third value and the transmission period is the fourth value; wherein, the maximum value of the first speed range is less than or equal to the minimum value of the second speed range, the third value is less than the first value, and the fourth value is less than the second value.

[0077] Optionally, the detection unit is also configured not to enter the second mode if it is determined that the current tire pressure of the first tire does not meet the abnormal conditions.

[0078] Optionally, taking a first steering system in at least one steering system as an example, the first condition includes at least one of the following conditions:

[0079] The rack force of the first steering system is greater than or equal to the rack force threshold.

[0080] The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold.

[0081] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change during historical time periods when no tire blowout occurred; and

[0082] The rate of change of the rack force in the first steering system at the current moment is greater than the rate of change threshold.

[0083] Fifthly, this application provides a chip including at least one processor and a memory, wherein the memory is used to store program instructions; the processor calls the program instructions in the memory, causing the chip to execute the method in the first aspect or any possible implementation of the first aspect, or to execute the method in the second aspect or any possible implementation of the second aspect.

[0084] Sixthly, this application provides a tire blowout detection system, which includes a first device and a second device. The first device is used to implement the method in the first aspect or any possible implementation of the first aspect, and the second device is used to implement the method in the second aspect or any possible embodiment of the second aspect.

[0085] The first device is an apparatus according to the third aspect or any possible implementation thereof, or a chip according to the fifth aspect for performing the method described in the first aspect. The second device is an apparatus according to the fourth aspect or any possible implementation thereof, or a chip according to the fifth aspect for performing the method described in the second aspect.

[0086] Seventhly, this application provides a vehicle that includes the chip described in the fifth aspect, or includes the tire blowout detection system described in the sixth aspect.

[0087] Eighthly, this application provides a computer-readable storage medium including computer instructions that, when executed by a processor, implement the method in the first aspect or any possible implementation of the first aspect, or implement the method in the second aspect or any possible embodiment of the second aspect.

[0088] Ninthly, this application provides a computer program product that, when executed by a processor, implements the method described in the first aspect or any possible embodiment of the first aspect, or implements the method described in the second aspect or any possible embodiment of the second aspect. Exemplarily, the computer program product may be a software installation package. Attached Figure Description

[0089] Figure 1 is a schematic diagram of the architecture of a tire blowout detection system provided in an embodiment of this application;

[0090] Figure 2 is a flowchart of a tire blowout detection method provided in an embodiment of this application;

[0091] Figure 3 is a flowchart of a method for identifying abnormal tires provided in an embodiment of this application;

[0092] Figure 4 is a schematic diagram of determining abnormal tires according to an embodiment of this application;

[0093] Figure 5 is a schematic diagram of determining abnormal tires according to an embodiment of this application;

[0094] Figure 6 is a schematic diagram of mode transformation of a tire blowout detection system provided in an embodiment of this application;

[0095] Figure 7 is a schematic diagram of a tire blowout detection device provided in an embodiment of this application;

[0096] Figure 8 is a structural schematic diagram of a tire detection device provided in an embodiment of this application;

[0097] Figure 9 is a schematic diagram of the structure of a detection device provided in an embodiment of this application. Detailed Implementation

[0098] The prefixes such as "first" and "second" used in this application are solely for distinguishing different descriptive objects and do not impose any limitations on the position, order, priority, quantity, or content of the described objects. For example, if the described object is a "field," the ordinal numbers preceding "field" in "first field" and "second field" do not restrict the position or order of the "fields," nor do "first" and "second" restrict whether the "fields" they modify are in the same message, nor do they restrict the order of "first field" and "second field." Similarly, if the described object is a "level," the ordinal numbers preceding "level" in "first level" and "second level" do not restrict the priority between "levels." Furthermore, the number of described objects is not limited by the prefixes and can be one or more; for example, in "first device," the number of "devices" can be one or more. Furthermore, the objects modified by different prefixes can be the same or different. For example, if the object being described is "device," then "first device" and "second device" can be the same device, devices of the same type, or devices of different types. Similarly, if the object being described is "information," then "first information" and "second information" can be information with the same content or information with different content. In summary, the use of prefixes to distinguish the objects being described in the embodiments of this application does not constitute a limitation on the objects being described. The description of the objects being described is based on the claims or the context of the embodiments, and should not constitute an unnecessary limitation due to the use of such prefixes.

[0099] It should be noted that the descriptions used in the embodiments of this application, such as "at least one (or at least one) of a1, a2, ... and an", include the case where any one of a1, a2, ... and an exists alone, as well as the case where any combination of a1, a2, ... and an exists alone. Each case can exist independently. For example, the description "at least one of a, b and c" includes the cases of a alone, b alone, c alone, a combination of a and b, a combination of a and c, a combination of b and c, or a combination of a, b, and c.

[0100] This application provides a tire blowout detection system that detects blowouts by utilizing the rack force of the steering system. Specifically, the tire's TPMS (Tire Pressure Monitoring System) is only triggered to enter a new operating mode when an abnormality in the steering system's rack force is detected. This blowout detection method can quickly identify blowout scenarios, and the TPMS does not need to be in a high-frequency detection and transmission state for extended periods, significantly reducing TPMS power consumption. Furthermore, when performing blowout detection, the system not only relies on the steering system's rack force and tire pressure but can also integrate data from other sensors (such as suspension height sensors, wheel speed sensors, and inertial measurement units) to improve the accuracy of blowout detection and enhance vehicle driving safety.

[0101] The composition of the tire blowout detection system provided in this application will be described in detail below. Referring to Figure 1, which is a schematic diagram of the architecture of a tire blowout detection system provided in an embodiment of this application, the tire blowout detection system includes a main control device and at least one tire pressure monitoring system (TPMS). The main control device and each TPMS can communicate wirelessly.

[0102] The main control unit is used for tire blowout detection and safety control after a blowout. It can also send tire pressure and other information obtained from the TPMS to the central control screen for display. The main control unit is a controller with computing and storage capabilities. This controller can be a vehicle's domain controller (DC), vehicle integrated unit (VIU), telematics box (TBox), or other similar devices. It can also be a component within these devices, such as a chip or integrated circuit. In some possible embodiments, the main control unit can be set up independently of the DC, VIU, TBox, etc.

[0103] The aforementioned DC can be an integrated hardware and software platform supporting intelligent driving, i.e., a vehicle computing platform, such as a mobile data center (MDC); it can also be an integrated hardware and software platform supporting body control and chassis control, such as a vehicle domain controller (VDC); it can also be an integrated hardware and software platform providing in-vehicle multimedia services (such as at least one of head-up display, instrument panel display, and entertainment audio-visual systems), such as a cockpit domain controller (CDC); or it can be a domain controller that integrates the functions of at least one of the aforementioned MDC, VDC, and CDC, without specific limitations here. Here, MDC can also be called an advanced driving assistance system domain controller (ADASDC) or an automatic drive domain controller (AD DC).

[0104] TPMS (Tire Pressure Monitoring System) is used to monitor tire pressure, temperature, and other signals during vehicle operation. It can provide warnings in case of excessively high or low tire pressure, or in case of leaks, to ensure driving safety. For example, TPMS can be installed at the tire valve.

[0105] For example, the correspondence between TPMS and vehicle tires can be one-to-one or many-to-one, without specific limitations. A tire may include one or more TPMS.

[0106] The main control device and at least one of the aforementioned TPMS are deployed on the same terminal. The terminal can be an intelligent terminal with tire blowout detection requirements, such as a vehicle or robot. Here, "vehicle" is used in a broad sense, including transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), and agricultural equipment (such as lawnmowers, harvesters, etc.). Similarly, "robot" can be an automated guided vehicle (AGV), a walking conversational robot, a service robot, etc. It is understood that terminals involving tire blowout risk fall within the scope of this application. For ease of description, the following example uses a vehicle as the terminal, but it does not limit the terminal to only vehicles.

[0107] For example, the vehicle can be an autonomous vehicle or a non-autonomous vehicle. Here, autonomous driving is not limited to fully autonomous driving, highly autonomous driving, conditional autonomous driving, or partial autonomous driving, etc. Those skilled in the art will understand that any non-fully manual driving that provides intelligent driving can be included under this concept. In addition, the embodiments of this application do not limit the power source of the vehicle, such as a new energy vehicle or a traditional fuel vehicle.

[0108] For example, the TPMS communicates wirelessly with the main control device, which can be achieved through radio frequency (RF) communication. Taking the TPMS sending detection data to the main control device as an example, the TPMS modulates the detection data into an RF signal using its own signal processing unit and transmits it outwards via its own wireless transceiver (e.g., an antenna). The main control device receives the RF signal using its own wireless transceiver and demodulates the RF signal using its own signal processing unit to obtain the detection data. This enables the TPMS to send detection data to the main control device via RF.

[0109] For example, the TPMS and the main control unit can also communicate using both wireless and wired methods. That is, the TPMS modulates the detection data into a radio frequency signal and then transmits the radio frequency signal outward through an antenna. The vehicle's central control unit receives the radio frequency signal through an antenna and demodulates the radio frequency signal into detection data through a signal processing unit. Then, the central control unit transmits the detection data to the main control unit through the vehicle's signal bus (such as CAN bus, LIN bus, etc.).

[0110] The tire blowout detection system shown in Figure 1 can be applied to a variety of application scenarios, such as: mobile internet (MI), industrial control, self-driving, transportation safety, internet of things (IoT), and smart city.

[0111] The communication system shown in Figure 1 can be applied to various network types, such as one or more of the following: SparkLink, Long Term Evolution (LTE) networks, 5th generation mobile communication technology (5G), wireless local area networks (e.g., Wi-Fi), Bluetooth (BT), Zigbee, or vehicular short-range wireless communication networks, etc.

[0112] It should be noted that Figure 1 is merely an exemplary architecture diagram of a tire blowout detection system and does not limit the tire blowout detection system to only those shown in Figure 1. In some possible embodiments, the tire blowout detection system of Figure 1 may also include some sensors to assist in tire blowout detection, such as torque angle sensors or angle sensors, and suspension height sensors, and may also include the aforementioned central control device.

[0113] The following describes the tire blowout detection method provided in the embodiments of this application based on the architecture shown in Figure 1.

[0114] Referring to Figure 2, which is a flowchart of a tire blowout detection method provided in an embodiment of this application, this method can be applied to a tire blowout detection system (e.g., as shown in Figure 1). This tire blowout detection system includes the aforementioned main control device and TPMS, both of which are deployed on a vehicle. The vehicle includes at least one steering system and at least one tire.

[0115] The method shown in Figure 2 includes, but is not limited to, the following steps S201-S205.

[0116] S201: The main control unit acquires the rack force of at least one steering system of the vehicle.

[0117] The rack force of a steering system refers to the force on the steering rack in a rack-and-pinion steering system. This force is the result of the combined effect of at least one of the following factors: road condition feedback, driver's operation of the steering wheel, and vehicle motion state (such as acceleration, deceleration, turning, etc.).

[0118] As an example, the rack force of the steering system refers to a subset of the tire forces generated by tire movement at the contact patch that are transmitted to the steering rack. The rack force provides the driver with rich driving feel and a clearer sense of road conditions. In some implementations, the rack force is also called rack load, and it can also be defined as the net force generated by tire movement through the vehicle's steering rack. The rack force is caused by the contact patch of the vehicle's tires as the tire plane rotates relative to the ground plane.

[0119] In one implementation, taking a first steering system in at least one steering system as an example, the main control device acquires the rack force of the first steering system, including:

[0120] The rack force of the first steering system is obtained from the rack force sensor, which is mounted on the tie rod connected to the steering rack.

[0121] The rack force of the first steering system is obtained from the first steering system, which is obtained by using a rack force estimation algorithm; or...

[0122] The rack force of the first steering system is obtained locally using a rack force estimation algorithm.

[0123] As described above, the measurement results output by the rack force sensor or the estimation results obtained through the rack force estimation algorithm can be used as the rack force of the steering system. The above method for obtaining the rack force of the steering system is applicable to steer-by-wire systems, where the force exerted by the driver on the steering wheel is converted into torque, but this torque does not directly act on the steering rack.

[0124] Here, the rack force estimation algorithm estimates and filters the variables that characterize road feel (i.e., rack force) to obtain the final rack force. The data required by the rack force estimation algorithm includes several factors such as the actual torque of the power steering motor, the displacement / pinion angle of the steering gear rack, the speed / pinion speed of the steering gear rack, the steering wheel torque, the motor current, the mass of the steering rack, the power steering motor reduction ratio, the gear ratio or lead of the reduction mechanism, the efficiency of the transmission mechanism, the friction force on the rack, the rack damping coefficient, and the vehicle speed.

[0125] For example, for a steer-by-wire system, the rack force estimation algorithm can be expressed as the following formula (1):

[0126] Among them, F rack T represents the rack force of the steering system to be estimated, i.e., the estimation result of the rack force estimation algorithm. MOT R represents the motor torque. gear G represents the gear ratio or lead of the reduction gear mechanism. gear M represents the motor reduction ratio. rack B represents the mass of the steering rack. rack F represents the rack damping coefficient. fric _ rack x represents the frictional force acting on the rack. rack This indicates the displacement of the steering rack. Indicates the speed of the steering rack and This represents the acceleration of the steering rack. It is understood that formula (1) is only an example of a rack force estimation algorithm for steer-by-wire and should not limit the representation of the rack force estimation algorithm.

[0127] In some possible embodiments, for steering systems that are electronic power steering (EPS) or hydraulic steering systems, the force applied by the driver on the steering wheel may be converted into torque, and the force generated by this torque on the steering rack is denoted as F. Here, F can be obtained by measuring a torque and angle sensor (TAS) or a torque only sensor (TOS). The magnitude of F is small. In this case, F will also participate in the estimation of the rack force. The rack force of the steering system can be estimated by the rack force estimation algorithm shown in the following formula (2).

[0128] Where F represents the force generated by the torque produced by the driver's operation of the steering wheel acting on the steering rack. Compared with formula (1), the rack force estimation algorithm shown in formula (2) also uses the parameter F, that is, it considers the influence of F on the rack force estimation. The estimation result F of the rack force estimation algorithm is... rack It can be used as the rack force of the steering system. In some schemes, since the magnitude of F is small, F can be ignored when the accuracy requirement is not high, and the obtained rack force of the steering system includes force F. Formula (2) is only used as another example for rack force estimation.

[0129] In some possible embodiments, the rack force of the steering system can also be calculated using a dynamic method. That is, based on the road feel generation principle of traditional mechanical steering systems, the steering resistance torque of the steering system is first calculated using a tire dynamics model, and then the rack force of the steering system is calculated based on the steering resistance torque.

[0130] For example, the steering resistance torque and rack force can be calculated using the mathematical relationship shown in the following formula (3):

[0131] Among them, F r T represents the rack force in the steering system. R The steering resistance torque of the steering system is represented by L, which represents the equivalent force arm. The parameter L is related to parameters such as the center distance between the inner and outer tie rods of the steering gear, the length of the steering trapezoidal arm, and the angle between the inner tie rod and the rack axis. kp M represents kingpin torque. f The torque represents the frictional torque of the steering system, V represents the vehicle speed, V0 is the vehicle speed threshold, and M... s0 This indicates the stationary steering resistance distance of the steering system.

[0132] The parameter M in formula (3) kpThe parameters in formula (3) can be obtained by calculation using the mathematical relationship shown in formula (4) below.

[0133] Where M1 represents the total restoring torque caused by lateral force, and M2 represents the kingpin torque caused by gravity. F y This represents the lateral force of the tire, i.e., F. yl To account for the lateral force of the left tire, F yr The t represents the lateral force of the right tire. m ξ represents the tire's mechanical drag torque. n Indicates tire drag. F z σ represents the front axle load, σ represents the pin inclination angle, and δ represents the average steering angle of the left and right wheels.

[0134] Among them, M s0 The value represents the stationary steering resistance distance of the steering system, f represents the coefficient of sliding friction, p is the tire pressure, and G1 is the front axle load.

[0135] Formulas (3) to (5) above are merely examples of calculating the rack force of the steering system using dynamic methods, and should not be construed as limiting the calculation of the rack force of the steering system. In some possible embodiments, the rack force can also be estimated by combining the above-mentioned dynamic methods and estimation methods.

[0136] Here, the number of steering systems included in the vehicle is not limited. A steering system can be a front-axle steering system and a rear-axle steering system. The front-axle steering system is responsible for turning the front wheels left and right, and the rear-axle steering system is responsible for turning the rear wheels left and right. When the steering system is a front-axle steering system, the rack force of the steering system is called the front-axle rack force; when the steering system is a rear-axle steering system, the rack force of the steering system is called the rear-axle rack force. In some designs, each tire of the vehicle can also have its own independent steering system, called a corner module, which is a single mechanical component used to indicate a corner (e.g., front or rear wheel).

[0137] The aforementioned front axle rack force refers to the force applied to the front axle steering rack, which provides the driver with driving feel; the rear axle rack force refers to the force applied to the rear axle steering rack. The front axle steering rack is located in the front steering gear and is connected to the front wheels via the front steering tie rod, front steering knuckle arm, etc.; the rear axle steering rack is located in the rear steering gear and is connected to the rear wheels via the rear steering tie rod, rear steering knuckle arm, etc.

[0138] Whether a vehicle differentiates between front axle rack force and rear axle rack force depends primarily on the vehicle's design and application. For example, traditional front-wheel-drive vehicles typically only have front axle rack force, meaning they have the aforementioned front axle steering system. In contrast, four-wheel-drive vehicles usually have both front and rear axle rack force, meaning they have both front and rear axle steering systems. Furthermore, light-duty vehicles typically only have front axle rack force, while heavy-duty trucks or buses may have both front and rear axle rack force to provide better handling and stability.

[0139] It's understandable that the calculation of the rear axle rack force is basically the same as that of the front axle rack force. When calculating the rear axle rack force, the relevant parameters can be modified to reflect the parameters of the rear axle or rear wheel.

[0140] S202: When the main control device detects that the rack force of at least one steering system meets the first condition, it sends a first command to the first TPMS of the first tire.

[0141] Taking any one of the steering systems in at least one steering system, i.e., the first steering system, as an example, the first condition includes at least one of the following conditions 1 to 4:

[0142] Condition 1: The rack force of the first steering system is greater than or equal to the rack force threshold.

[0143] When the rack force of the first steering system is the front axle rack force, the rack force threshold is the first rack force threshold, then condition 1 is that the front axle rack force is greater than or equal to the first rack force threshold; when the rack force of the first steering system is the rear axle rack force, the rack force threshold is the second rack force threshold, then condition 1 is that the rear axle rack force is greater than or equal to the second rack force threshold.

[0144] Here, both the first rack force threshold and the second rack force threshold are preset based on experience. The first rack force threshold and the second rack force threshold may be the same or different, and no specific limitation is made here.

[0145] It is understandable that when the front axle rack force is greater than or equal to the first rack force threshold, the front axle rack force can be considered abnormal. When the rear axle rack force is greater than or equal to the second rack force threshold, the rear axle rack force can be considered abnormal.

[0146] Condition 2: The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold.

[0147] In other words, the rack force of the first steering system can be acquired at multiple consecutive moments, and the average value of the rack force of the first steering system at these multiple acquisitions can be calculated. The relationship between this average value and a rack force threshold is then defined. Condition 2 can improve the accuracy of detecting abnormal rack force.

[0148] The rack force of the first steering system is either the front axle rack force or the rear axle rack force.

[0149] Condition 3: The rate of change of the rack force of the first steering system at the current moment is greater than the rate of change threshold.

[0150] Here, the rack force of the first steering system is either the front axle rack force or the rear axle rack force. The rate of change threshold is based on an empirical default setting.

[0151] For example, the rate of change of the rack force of the first steering system at the current moment can be calculated using the mathematical relationship shown in the following formula (6):

[0152] Where, k F _ t1 Let F represent the rate of change of the rack force of the first steering system at the current moment, where t1 represents the current moment and t0 represents the previous moment adjacent to the current moment. t1 This represents the rack force of the first steering system at the current moment. This represents the rack force of the first steering system at the previous adjacent time. It can be understood that formula (6) is only an example of calculating the rate of change of the rack force of the first steering system at the current time, and does not limit the calculation formula of the rate of change of the rack force of the first steering system at the current time to only the one shown in formula (6).

[0153] Condition 4: The rate of change of the rack force of the first steering system at the current moment is greater than the rate of change when no tire blowout occurred in the historical time period.

[0154] For example, the rate of change when no tire blowout occurred in the historical time period can be the rate of change of the rack force of the first steering system at any moment in the historical time period when no tire blowout occurred, or the average of the rates of change at multiple historical moments, without being specifically limited here.

[0155] The rate of change of the rack force of the first steering system at the current moment can be referred to the description in the corresponding content above.

[0156] It is understandable that if the rack force of the first steering system is detected to meet the first condition mentioned above, it means that the rack force of the first steering system is abnormal.

[0157] For example, the detection that at least one steering system rack force meets the first condition includes any of the following situations: the front axle rack force is detected to meet the first condition, the rear axle rack force is detected to meet the first condition, or both the front axle rack force and the rear axle rack force are detected to meet the first condition.

[0158] In this embodiment, the at least one tire includes a first tire, and the first tire includes a first TPMS. Here, the first tire may be some or all of the at least one tire. At least one TPMS may be deployed on the first tire, and the first TPMS may be one or more TPMSs in the first tire; no specific limitation is made here. That is, when the main control device detects that the rack force of at least one steering system meets a first condition, it can trigger the sending of a first command to one or more TPMSs of one or more tires.

[0159] The first instruction instructs the first TPMS to perform a tire inspection, such as detecting the tire pressure and temperature of the first tire to obtain the inspection results of the first tire. That is, the inspection results of the first tire include information such as the tire pressure and temperature of the first tire.

[0160] The first TPMS operates in two modes: a first mode and a second mode. A first command instructs the first TPMS to enter the second mode. In the second mode, the first TPMS sends the detection results of the first tire more frequently within a given time period than it does in the first mode. In other words, compared to the first mode, the first TPMS sends the detection results of the first tire more often or more frequently within the same time period in the second mode.

[0161] For example, the first instruction may be transmitted in the form of broadcast, multicast, or unicast.

[0162] In S202, when at least one rack force of the steering system is detected to meet a first condition, a first command can be triggered to send a first command to one or more TPMSs of some or all of the vehicle's tires, causing the TPMS to perform rapid detection on their respective monitored tires. Furthermore, when a tire blows out, the force on the front or rear axle of the steering system suddenly increases. This change in force is mechanically transmitted to the steering rack, causing a change in the rack force of the steering system. Since the mechanical transmission speed is very fast, the time it takes for this force change to be mechanically transmitted to the steering rack is less than the original transmission cycle of the TPMS. Therefore, detecting the presence of a blowout by detecting the rack force can improve the blowout detection rate. Additionally, from a functional safety perspective, the rack force estimation algorithm used to calculate the rack force has a high functional safety level, and using the rack force as the wake-up source for the TPMS to perform rapid detection and transmission has high reliability.

[0163] S203: In response to the first instruction, the first TPMS detects whether the current tire pressure of the first tire meets the abnormal conditions.

[0164] Here, the current tire pressure of the first tire is obtained by the first TPMS quickly detecting the first tire after receiving the first instruction.

[0165] For example, the first TPMS detecting that the current tire pressure of the first tire meets an abnormal condition can be: the first TPMS detecting that the current tire pressure of the first tire is less than a first tire pressure threshold. Here, the first tire pressure threshold is a preset setting based on experience or a factory default setting.

[0166] Since tire pressure threshold is temperature-dependent, to improve accuracy, during rapid tire inspection, in addition to collecting the current tire pressure, the current tire temperature is also collected. The first tire pressure threshold can then be compensated based on the current temperature of the first tire to obtain a compensated first tire pressure threshold. In this case, detecting an abnormal condition for the current tire pressure of the first tire can be defined as follows: the current tire pressure of the first tire is less than the compensated first tire pressure threshold. Here, the abnormal condition for the current tire pressure of the first tire means that the current tire pressure of the first tire is abnormal.

[0167] Here, it is not limited that the first TPMS can only perform one quick check on the first tire after receiving the first instruction. It can also perform multiple quick checks and perform statistical processing on the tire pressure collected from these multiple checks. For example, it can calculate the average, take the most recently collected tire pressure, or take the maximum tire pressure. The tire pressure obtained after statistical processing is used as the current tire pressure of the first tire, and this is used to determine whether the tire pressure meets the abnormal conditions.

[0168] As an example, if the first TPMS determines that the current tire pressure of the first tire meets the abnormal conditions, S204 is executed, meaning the first TPMS enters the second mode; if the first TPMS determines that the current tire pressure of the first tire does not meet the abnormal conditions, the first TPMS does not enter the second mode. The fact that the current tire pressure of the first tire does not meet the abnormal conditions indicates that no abnormality has occurred in the first tire, therefore the first TPMS does not need to enter the second mode, which helps reduce the power consumption of the tire's TPMS.

[0169] For TPMS, after receiving the first instruction, the tire pressure is pre-judged, that is, the tire pressure is quickly checked once to determine whether the tire pressure meets the abnormal conditions, and then decides whether TPMS should enter the second mode. In this way, the number of times the tire detection results are sent can be reduced, the power consumption of the vehicle's TPMS system can be reduced, and the false alarm rate of tire blowout can be reduced.

[0170] In some possible embodiments, the first TPMS may enter the second mode immediately after receiving the first instruction, but has not yet started to perform detection based on the second mode or send the detection results of the first tire. Instead, it may first quickly detect whether the current tire pressure of the first tire meets the abnormal conditions. If it is determined that the current tire pressure of the first tire does not meet the abnormal conditions, the first TPMS exits the second mode.

[0171] S204: When the first TPMS determines that the current tire pressure of the first tire meets the abnormal conditions, it sends the detection result of the first tire to the main control device. Accordingly, the main control device receives the detection result of the first tire from the first TPMS.

[0172] The test results for the first tire include information such as the tire pressure and temperature of the first tire.

[0173] As an example, when the first TPMS determines that the current tire pressure of the first tire meets the abnormal conditions, it sends the detection result of the first tire to the main control device, including: the first TPMS sends the detection result of the first tire to the main control device based on the second mode.

[0174] For example, the first TPMS entering the second mode can be achieved by the first TPMS switching from the first mode to the second mode. Compared to the first mode, in the second mode, the first TPMS sends the detection results of the first tire more times within the same duration (e.g., the first duration).

[0175] For example, in the second mode, the first TPMS performs its work in any of the following modes 1 to 4.

[0176] Method 1:

[0177] Periodically check and send the tire inspection results.

[0178] In Mode 1, the first TPMS is set with a detection period and a transmission period, where the detection period is less than or equal to the transmission period. When the detection period and the transmission period are equal, it means that a transmission occurs once for each detection. When the detection period is less than the transmission period, it is possible that multiple detections are performed before a transmission occurs. The data transmitted can be the detection result of the most recent tire, the detection results of the tires obtained from multiple recent detections, or the detection results of tires obtained from multiple historical detections and awaiting transmission.

[0179] In Mode 1, the TPMS sends the detection results of the first tire to the main control device based on the second mode. This can be achieved by the TPMS detecting the first tire according to the detection cycle in the second mode and sending the detection results of the first tire to the main control device according to the sending cycle in the second mode. That is, in Mode 1, the TPMS performs periodic detection and periodic transmission.

[0180] For example, the detection cycle is 10ms and the transmission cycle is 10ms, that is, the first TPMS performs a detection on the first tire every 10ms and sends the detection result of the first tire obtained in this detection to the main control device.

[0181] For example, if the detection period is 10ms and the transmission period is 30ms, it means that the first TPMS performs a transmission only once every three detections. Therefore, the detection result of the first tire in this transmission can be part or all of the detection results of the first tire obtained from these three detections.

[0182] In the second mode, when the first TPMS operates in a periodic manner, the detection cycle of the first TPMS in the second mode is shorter than that in the first mode, and the transmission cycle of the first TPMS in the second mode is also shorter than that in the first mode. As a result, compared with the first mode, the first TPMS transmits the detection results of the first tire more times in the same amount of time in the second mode.

[0183] Method 2:

[0184] The tire inspection is performed at increasingly longer intervals, and the inspection results are sent out.

[0185] For example, performing tire inspections and sending the inspection results in incrementing intervals includes:

[0186] The tire inspection is performed at increasingly longer intervals, and the inspection results are sent out at increasingly longer intervals.

[0187] The tire inspection is performed at fixed intervals and the results are sent out at increasing intervals; or,

[0188] The tests are performed at increasing intervals and the tire test results are sent at fixed intervals.

[0189] For example, suppose the first TPMS has an increasing interval sequence of {Δt1, Δt2, ..., Δt}. w If the detection and transmission are performed separately, the TPMS will send the detection result of the first tire to the main control device based on the second mode. This can be as follows: the TPMS performs the first detection on the first tire at time t0 and sends the detection result of the first tire obtained in this detection to the main control device; performs the second detection on the first tire at time (t0+Δt1) and sends the detection result of the first tire obtained in this detection to the main control device; performs the third detection on the first tire at time (t0+Δt1+Δt2) and sends the detection result of the first tire obtained in this detection to the main control device; and so on. That is, the above-mentioned detection is performed in an increasing interval and the detection result of the first tire is sent in an increasing interval.

[0190] For an increasing interval sequence {Δt1, Δt2, ..., Δt... w} can be {Δt1, Δt2, ..., Δt} w} Satisfies Δta+1 >Δt a , where a is a positive integer less than or equal to (w - 1); it can also be {Δt1, Δt2,..., Δt w} that satisfies an increasing trend and allows for the existence of Δt b = Δt b+1 , where b is any integer value in the range [1, w - 1]. For example, the sequence of interval durations {200us, 200us, 280us,..., 500us} also belongs to an increasing sequence of interval durations. The above-mentioned increase in interval duration can be in a regular manner or in an irregular manner, and no specific limitation is made here.

[0191] It can be understood that the interval duration does not increase indefinitely. The increase in the interval duration still needs to meet the premise that, compared with the first mode, the first TPMS sends the detection results of the tire more times within the same duration in the second mode.

[0192] Method 3:

[0193] Perform continuous p detections at a certain interval duration and send the detection results of the tire q times, where p and q are integers greater than 1 and q is less than or equal to p.

[0194] The above-mentioned certain interval duration is represented as Δt. The first TPMS sends the detection results of the first tire to the main control device based on the second mode, including any of the following situations:

[0195] When q = 1, the first TPMS performs continuous p detections on the first tire every Δt and sends 1 detection result of the first tire. The detection result of the first tire sent this time can be part or all of the detection results obtained from the continuous p detections. "Part" means that it can be the detection results obtained from one or more of the p detections, and "all" means the detection results obtained from the p detections. Here, the moment of sending 1 detection result of the first tire can be after the p detections are completed, or during the p detections, and no limitation is made here.

[0196] When 1 < q < p, the TPMS performs continuous p detections on the first tire every Δt and sends q detection results of the first tire. Among them, each time the detection result of the first tire sent can be part of the detection results obtained from the p detections. These q sends can be performed after the continuous p detections are completed, or 1 detection result is sent each time one or more of the continuous p detections are completed. The detection result sent this time can be the detection results obtained from this one or more detections, and no specific limitation is made here.

[0197] When q = p, TPMS performs p consecutive checks on the first tire every Δt, and sends the detection result of the first tire obtained in each check. Therefore, while performing p checks, it also performs p transmissions.

[0198] In some possible embodiments, the aforementioned certain time period is set to Δt. The first TPMS sends the detection result of the first tire to the main control device based on the second mode. Alternatively, the first TPMS may perform p consecutive detections on the first tire at time t0 and send q detection results of the first tire to the main control device, perform p consecutive detections on the first tire at time (t0+Δt) and send (q-1) detection results of the first tire to the main control device, perform p consecutive detections on the first tire at time (t0+2Δt) and send (q-2) detection results of the first tire to the main control device, perform p consecutive detections on the first tire at time (t0+3Δt) and send (q-3) detection results of the first tire to the main control device, ..., perform p consecutive detections on the first tire at time (t0+cΔt) and send (q-3) detection results of the first tire to the main control device. In other words, the number of times the detection results of the first tire are sent can decrease, but it will not change after decreasing to a certain threshold, and it still satisfies the premise that, compared with the first mode, the first TPMS sends the detection results of the first tire more times in the same period of time in the second mode. Similarly, in some possible embodiments, in addition to the decreasing trend of the number of times the detection results of the first tire are sent, the number of times the detection of the first tire is performed continuously can also decrease.

[0199] Method 4:

[0200] Perform p consecutive checks with increasing intervals and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p.

[0201] For example, the increasing interval duration sequence is {Δt1, Δt2, ..., Δt}. w}, the first TPMS sends the detection result of the first tire to the master control device based on the second mode, which can be: the first TPMS continuously performs p detections on the first tire and sends q detection results of the first tire since the moment t0, continuously performs p detections on the first tire and sends q detection results of the first tire since the moment (t0 + Δt1), continuously performs p detections on the first tire and sends q detection results of the first tire since the moment (t0 + Δt1 + Δt2), …, here, the sending of q detection results of the first tire can start after the end of p detections, or can start during the execution of p detections, and no specific limitation is made here. Here, q can also be specifically divided into three cases of q = 1, 1 < q < p, and q = p to illustrate the sending of q detection results of the first tire. Please refer to the relevant description of the sending of q detection results of the first tire in the foregoing manner 3. For the sake of simplicity of the specification, it will not be elaborated here.

[0202] Here, for the increasing of the interval duration, please refer to the relevant description in the foregoing manner 2, and it will not be elaborated here.

[0203] In some solutions, the second mode can also only represent a new mode. In the second mode, the first TPMS can also immediately perform one or more detections on the first tire. After obtaining the detection result of the first tire, the first TPMS sends the detection result of the first tire to the master control device. Here. The sending of the detection result of the first tire can be to send the detection result of the first tire once for each completed detection, or to send some or all of the detection results obtained from multiple detections after multiple detections, and no specific limitation is made here.

[0204] The more times the first TPMS sends, the faster the battery of the first TPMS consumes. Considering that if a tire bursts, the driving speed of the vehicle will affect the tire pressure change, and the greater the driving speed of the vehicle, the faster the tire pressure changes. In this case, the first TPMS can determine the sending period and detection period in the second mode based on the driving speed of the vehicle. This implementation mode is applicable to the above-mentioned manner 1.

[0205] For example, the driving speed of the vehicle is negatively correlated with the detection period, and the driving speed of the vehicle is negatively correlated with the sending period.

[0206] In the second mode, the settings of the detection period and the sending period are related to the driving speed of the vehicle. Under different driving speeds, the settings of the detection period can be different, and the sending period can also be different. The greater the driving speed of the vehicle, the smaller the detection period and the sending period, which can further reduce the power consumption of the TPMS while achieving fast detection.

[0207] In one implementation, when the vehicle's speed falls within a first speed range, a first detection period is determined and a second transmission period is determined; when the vehicle's speed falls within a second speed range, a third detection period is determined and a fourth transmission period is determined. The maximum value of the first speed range is less than or equal to the minimum value of the second speed range, the third value is less than the first value, and the fourth value is less than the second value. Furthermore, the first value is less than or equal to the second value, and the third value is less than or equal to the fourth value.

[0208] For example, the first TPMS can store the mapping information table shown in Table 1. The mapping information table records the correspondence between the vehicle's driving speed, detection cycle, and transmission cycle in the second mode. In this way, after the first TPMS receives the first instruction, if it detects that the current tire pressure of the first tire meets the abnormal conditions, it can look up the mapping information table based on the vehicle's driving speed, obtain the detection cycle and transmission cycle corresponding to the range of the vehicle's driving speed from the mapping information table, and use the obtained detection cycle as the detection cycle in the second mode and the obtained transmission cycle as the transmission cycle in the second mode.

[0209] Table 1. TPMS detection and transmission cycle settings for tires in the second mode.

[0210] Table 1 is merely an example of the detection and transmission cycles of the TPMS for tires in the second mode, and should not be construed as limiting the correspondence between vehicle speed, detection cycle, and transmission cycle.

[0211] In some possible embodiments, the correspondence recorded in Table 1 may further include the subdivisions of the second mode. For example, based on the vehicle's speed, the second mode may be subdivided into two types (or two levels): a first type and a second type. The first type corresponds to the aforementioned "vehicle speed < speed threshold, detection period is the aforementioned first value, and transmission period is the aforementioned second value," and the second type corresponds to the aforementioned "vehicle speed ≥ speed threshold, detection period is the aforementioned third value, and transmission period is the aforementioned fourth value." In some possible embodiments, the second mode may also be subdivided into more or fewer types based on the vehicle's speed, such as subdividing into low-frequency mode, medium-frequency mode, and high-frequency mode, etc., without specific limitations here.

[0212] In this way, the second mode can be classified or categorized based on vehicle speed. Each level or type corresponds to a detection cycle and a transmission cycle, instead of sharing a fixed detection cycle and transmission cycle. This makes the hardware implementation simpler, lower in cost, and reduces the amount of computation. It realizes graded detection and variable frequency transmission, increases the flexibility of tire blowout detection, and also reduces the power consumption of TPMS.

[0213] S205: The main control device performs a tire blowout detection based on the detection results of the first tire and obtains the tire blowout detection results.

[0214] Upon receiving the detection result of the first tire, the main control device performs a tire blowout detection based on the detection result of the first tire, and obtains a tire blowout detection result, which indicates whether the first tire has blown out.

[0215] As an example, a tire blowout detection is performed based on the detection results of the first tire, including: within a preset time period after the first instruction is sent, if the tire pressure received in the detection results of the first tire meets the tire pressure condition n times, where n is an integer greater than 1, then it is determined that the first tire has blown out.

[0216] The tire pressure condition can be: the tire pressure received n times is all less than a tire pressure threshold, which is preset. In some possible embodiments, the detection result of the first tire also includes temperature. There can be n tire pressure thresholds, each corresponding to one of the n received tire pressures. Each of these n tire pressure thresholds is obtained by compensation based on the corresponding temperature. For example, the i-th received tire pressure corresponds to the i-th tire pressure threshold, which is obtained by compensation based on the i-th received temperature. The i-th received tire pressure and the i-th received temperature are obtained from the tire's TPMS in the same detection, where i is a positive integer less than or equal to n.

[0217] For example, the tire pressure received n times may satisfy the tire pressure condition, which can be either the tire pressure received from the first TPMS n times consecutively within the preset time period, or the tire pressure received from the first TPMS n times out of the multiple tire pressures received within the preset time period may satisfy the tire pressure condition.

[0218] In some possible embodiments, if the main control device detects that the tire pressure of the first tire does not meet the aforementioned tire pressure condition in the received detection results of the first tire within a preset time period after the first instruction is sent, it determines that the first tire has not blown out. The main control device sends a second instruction to the first TPMS, which instructs the first TPMS to exit the second mode. Since the main control device determines through multiple checks that the tire pressure of the first tire does not meet the aforementioned tire pressure condition, meaning that the first tire is highly unlikely to have blown out, sending the second instruction to the first TPMS to cause it to exit the second mode saves power consumption of the tire's TPMS.

[0219] In some possible embodiments, tire blowout detection can also be performed by combining measurement results from other sensors (e.g., for suspension height sensors, wheel speed sensors, inertial measurement units, sound sensors, etc.) to improve the accuracy and reliability of tire blowout detection. Specifically, data collected from wheel speed sensors can obtain the wheel speed change rate, data collected from inertial measurement units can obtain the yaw rate, and data collected from sound sensors can obtain the decibel level of the tire while it is in motion.

[0220] In one implementation, tire blowout detection is performed based on the detection result of the first tire and the suspension height measurement result from the suspension height sensor.

[0221] As an example, tire blowout detection is performed based on the detection results of the first tire and the suspension height measurement results from the suspension height sensor. This includes: within a preset time period after the first command is sent, if n times from the received detection results of the first tire show tire pressure that meets the tire pressure condition and m times from the received suspension height measurement results show suspension height that meets the suspension height condition, then it is determined that the first tire has blown out, where m and n are integers greater than 1. Correspondingly, within the preset time period after the first command is sent, if the suspension height measurement results do not meet the suspension height condition or the tire pressure of the first tire in the detection results does not meet the tire pressure condition, then it is determined that the first tire has not blown out.

[0222] For example, the suspension height condition can be that within a preset time period, m received suspension height measurements are less than a suspension height threshold, where the suspension height threshold is preset. In some possible embodiments, there can be m suspension height thresholds, each corresponding to one of the m received suspension height measurements. The j-th suspension height threshold corresponds to the j-th received suspension height measurement, and is determined based on the suspension mode at the time the j-th received suspension height measurement was collected, where j is an integer less than or equal to m. The suspension mode includes sport mode, normal mode, and comfort mode, etc.

[0223] In this embodiment of the application, when the tire blowout detection result indicates that the first tire has blown out, the main control device can also prompt the user that the first tire has blown out, and / or send the tire blowout detection result to the tire blowout control device.

[0224] For example, a user can be a driver of the vehicle, the owner of the vehicle, or any person who can use the vehicle.

[0225] For example, notifying a user of a first tire blowout can be achieved through at least one of optical, acoustic, or text warnings. Optical warnings could include illuminating an abnormality indicator light or a tire blowout indicator light; acoustic warnings could include voice announcements or abnormality alert ringtones; and text warnings could include displaying "First tire blowout" in a pop-up window on the vehicle's display screen.

[0226] If the tire blowout detection result indicates that the first tire has not blown out, the main control device sends a second command to the first TPMS, which instructs the first TPMS to exit the second mode. Accordingly, upon receiving the second command, the first TPMS exits the second mode. In some implementations, the triggering condition for the first TPMS to exit the second mode may also be that the duration of the first TPMS in the second mode reaches a preset duration threshold, the number of times the first TPMS sends the detection result of the first tire after entering the second mode reaches a preset number threshold, or other conditions; no specific limitations are specified here.

[0227] In some possible embodiments, after receiving the first instruction, the first TPMS may not perform the judgment on whether the tire pressure meets the abnormal conditions in S203-S204, but directly perform the detection of the first tire and send the detection result based on the second mode. That is, after receiving the first instruction, the first TPMS responds to the first instruction and sends the detection result of the first tire to the main control device based on the second mode.

[0228] In some possible embodiments, the first TPMS may not execute the aforementioned S203-S204. Upon receiving the first instruction, the first TPMS, in response, immediately performs one or more tests on the first tire. After obtaining the test results for the first tire, the first TPMS sends the test results to the main control device. Here, the sending of the first tire's test results can be done once after each test is completed, or it can be done after multiple tests, sending some or all of the test results obtained from these multiple tests; no specific limitation is made here.

[0229] In the embodiment shown in Figure 2, if a tire blows out, it causes a sudden increase in force on the front or rear axle side of the steering system. This change in force is mechanically transmitted to the steering rack, causing a change in the rack force of the steering system. Since the mechanical transmission speed is fast, the time it takes for this force change to be transmitted to the steering rack is less than the original transmission cycle of the tire's TPMS. Therefore, detecting abnormal rack force can improve the tire blowout detection rate. Only when an abnormal rack force is detected is the TPMS of some or all tires of the vehicle triggered to enter a new mode to transmit detection results at a higher frequency, avoiding the TPMS being in a high-frequency detection and transmission state for a long time, thus reducing the TPMS power consumption. Furthermore, using measurement data from multiple sensors, such as rack force estimation, tire pressure collected by the TPMS, and suspension height measurements collected by the suspension height sensor, to perform tire blowout detection increases the accuracy and reliability of the tire blowout detection results.

[0230] In some possible embodiments, when the main control device detects that the rack force of at least one steering system meets the aforementioned first condition, instead of sending the first command to all tires of the vehicle, it can select some tires of the vehicle to send the first command. Here, some tires of the vehicle are the abnormal tires among at least one tire of the vehicle that the main control device determines are suspected of having blowouts. In this way, only the abnormal tires need to respond to the first command, which helps to reduce the power consumption of the overall TPMS of the vehicle.

[0231] Step S202 in the embodiment of Figure 2 can be further refined into S301 and S302 in the embodiment of Figure 3. Figure 3 is a flowchart of a method for identifying abnormal tires provided by an embodiment of this application. This method can be applied to the above-mentioned main control device. The method includes, but is not limited to, the following steps S301 and S302.

[0232] S301: If the rack force of at least one steering system is detected to meet the first condition, an abnormal tire suspected of having blown out is determined from at least one tire of the vehicle based on the rack force of at least one steering system.

[0233] Here, the number of abnormal tires may be one or more.

[0234] As can be seen from S202 above, the rack force of at least one steering system satisfying the first condition may be that the front axle rack force satisfies the first condition, or the rear axle rack force satisfies the condition, or both the front axle rack force and the rear axle rack force satisfy the first condition.

[0235] Considering the different designs and applications of vehicles, there may be situations where a vehicle only has front axle rack force, or where a vehicle has both front axle rack force and rear axle rack force. The process of identifying abnormal tires is described below for each of these situations.

[0236] Scenario 1: The vehicle has front axle rack force and rear axle rack force.

[0237] In one implementation, if the rack force of at least one steering system is detected to satisfy a first condition, an abnormal tire is determined based on the rack force of at least one steering system, including:

[0238] If the front axle rack force is found to meet the first condition, the abnormal tires are identified as the left front wheel and the right front wheel;

[0239] If the rear axle rack force is found to meet the first condition, the abnormal tires are identified as the left and right rear tires.

[0240] It can be seen that by using abnormal rack force, some tires that have not yet blown out can be excluded, narrowing the detection range of abnormal tires and helping to quickly locate tires that are suspected of having blown out.

[0241] In another implementation, the main control device can also acquire the steering direction of the steering wheel and combine it with the steering direction to achieve precise positioning of the abnormal tire. That is, when the rack force of at least one steering system is detected to meet the first condition, the abnormal tire is determined based on the rack force of the at least one steering system and the steering direction of the steering wheel. The steering direction of the steering wheel can be acquired from a torque and angle sensor (TAS) or a steering angle sensor (SAS).

[0242] The steering direction of a steering wheel is defined as follows: when a steering wheel torque is applied to the steering wheel to turn the vehicle to the left, the steering direction of the steering wheel is counterclockwise; when a steering wheel torque is applied to the steering wheel to turn the vehicle to the right, the steering direction of the steering wheel is clockwise.

[0243] For example, when the rack force of at least one steering system is detected to meet a first condition, an abnormal tire is determined based on the rack force of at least one steering system and the steering direction of the steering wheel, including:

[0244] When the front axle rack force is detected to meet the first condition and the steering wheel is turned counterclockwise, the abnormal tire is determined to be the left front wheel;

[0245] When the front axle rack force is detected to meet the first condition and the steering wheel is turned clockwise, the abnormal tire is determined to be the right front wheel;

[0246] When the rear axle rack force is detected to meet the first condition and the steering wheel is turned counterclockwise, the abnormal tire is determined to be the left rear wheel;

[0247] When the rear axle rack force meets the first condition and the steering wheel is turned clockwise, the abnormal tire is identified as the right rear wheel.

[0248] The description of the above situation 1 can be intuitively and clearly shown in Figure 4, which is a schematic diagram of determining abnormal tires provided by an embodiment of this application.

[0249] Scenario 2: The vehicle only has front axle rack force.

[0250] In this case, if the front axle rack force satisfies the first condition, the abnormal tire can be further determined by combining the steering direction of the steering wheel. If the steering direction of the steering wheel is counterclockwise, the abnormal tires include the left front wheel and the left rear wheel; if the steering direction of the steering wheel is clockwise, the abnormal tires include the right front wheel and the right rear wheel.

[0251] The description of the above-mentioned situation 2 can be intuitively and clearly shown in Figure 5, which is a schematic diagram of determining abnormal tires provided by an embodiment of this application.

[0252] In either Case 1 or Case 2 above, the determination of whether the front axle rack force or the rear axle rack force meets the first condition is as described in the previous S202, and will not be repeated here.

[0253] It is understandable that when the steering system is a hydraulic steering system or an electronic power steering (EPS) system, the steering direction of the steering wheel can be used to detect abnormal tires suspected of having blown out. In some possible embodiments, the vehicle's steering system may also be a steer-by-wire system. For steer-by-wire systems, the steering wheel may be in a static state with no steering direction. In this case, the downward steering direction of the steer-by-wire system can be obtained. This downward steering direction can be pinion steering. In this case, the abnormal tire can be determined by combining the rack force of the steering system and the downward steering direction. The method for determining abnormal tires based on the downward steering direction is the same as the method for determining abnormal tires based on the steering wheel direction, and will not be repeated here.

[0254] S302: Send the first command to the TPMS of the malfunctioning tire. Correspondingly, the TPMS of the malfunctioning tire receives the first command from the main control unit.

[0255] In the embodiment shown in Figure 3, the first instruction instructs the TPMS of the abnormal tire to detect the abnormal tire. Here, sending the first instruction to the TPMS of the abnormal tire can be: sending the first instruction to one or more TPMSs of the abnormal tire.

[0256] For example, the first command is transmitted via radio frequency. The first command carries the identifier of the TPMS of the abnormal tire, so that when the TPMS receives the first command, if it determines that its own identifier is included in the identifier carried in the first command, it knows that it can handle the first command.

[0257] In one implementation, the first instruction further instructs the TPMS of the malfunctioning tire to enter a second mode. For a description of the second mode, please refer to the corresponding description in the embodiment shown in Figure 2 above.

[0258] After receiving the first instruction, the interaction between the TPMS of the abnormal tire and the main control device is described in the above-mentioned S203-S205 of the embodiment of Figure 2, and will not be repeated here.

[0259] By implementing the above embodiments, when the main control device detects rack force in at least one steering system, it can also accurately locate the abnormal tire suspected of having blown out, and send a first command to the abnormal tire instead of all tires of the vehicle, so that the abnormal tire enters a new mode that sends tire detection results more frequently. Compared with the method of setting each tire's TPMS to be in a high-frequency detection and transmission state to improve the tire blowout detection rate, this method avoids each tire's TPMS being in a high-frequency detection and transmission state for a long time, and reduces the power consumption of the tire's TPMS.

[0260] Referring to Figure 6, Figure 6 is a schematic diagram of the mode transformation of a tire blowout detection system provided in an embodiment of this application. In Figure 6, a mode state machine is used to more clearly describe the mode changes of the main control device and the tire's TPMS during the tire blowout detection process.

[0261] In Figure 6, the main control device has three modes: parking mode (20), normal driving mode (21), and tire blowout abnormal mode (22). These three modes can be switched between each other under certain conditions. The tire TPMS has three modes: non-working mode (10), normal working mode (11), and tire blowout monitoring mode (12). For the tire TPMS, normal working mode (11) is equivalent to the first mode mentioned above, and tire blowout monitoring mode (12) is equivalent to the second mode mentioned above.

[0262] The following explains the relationship between the mode state machine of the main control device and the mode state machine of the TPMS. The main control device can unidirectionally control the mode change of the TPMS through the mode request signal St from the vehicle to the TPMS.

[0263] (1) When the main control device is in the parking mode (20), the TPMS is in the non-operating mode (10). In the non-operating mode, both the detection period and the transmission period are set to infinity, and in this mode, the power consumption of the TPMS is the lowest.

[0264] For example, when the main control device receives a power-off request, the main control device jumps from the current mode to the parking mode (20). In this mode, the main control device sets St to "10" and sends the mode request signal "St == 10" to the TPMS. Correspondingly, the TPMS jumps from the current mode to the non-operating mode (10) based on "St == 10".

[0265] (2) When the main control device is in the normal driving mode (21), the TPMS can be in the normal operating mode (11). The normal operating mode is mainly used for tire pressure display on the central control screen to facilitate the driver to observe the tire pressure. To reduce the power consumption of the TPMS, the normal operating mode is further divided into a sleep mode (111) and a normal state mode (110). The TPMS is in the sleep mode (111) most of the time, and is woken up by an internal timer to enter the normal state mode (110) to detect information such as tire pressure and temperature and perform a radio frequency transmission of the detection results of this time. After the transmission is completed, the TPMS enters the sleep mode (111) again.

[0266] For example, after the vehicle is powered on, the main control device jumps from the parking mode (20) to the normal driving mode (21). In this mode, the main control device sets St to "11" and sends the mode request signal "St == 11" to the TPMS. Correspondingly, the TPMS jumps from the non-operating mode (10) to the normal operating mode (11) based on "St == 11".

[0267] (3) When the main control device is in the flat tire abnormal mode (22), the TPMS is in the flat tire monitoring mode (12). The flat tire monitoring mode can support the rapid detection of flat tires. Among the three modes of the TPMS, both the transmission period and the detection period in the flat tire monitoring mode are the smallest, which means that the detection frequency and the transmission frequency in the flat tire monitoring mode are the highest.

[0268] Exemplarily, according to the vehicle speed and the principle of hierarchical frequency conversion transmission, the flat tire monitoring mode (12) is further set to include three sub-modes, namely the low-frequency mode (121), the medium-frequency mode (122) and the high-frequency mode (123). Among them, when the vehicle speed < v0 (for example, 45 km / h), it enters the low-frequency mode in the flat tire monitoring mode; when v0 ≤ vehicle speed < v1 (for example, 90 km / h), it enters the medium-frequency mode in the flat tire monitoring mode; when the vehicle speed > v1, it enters the high-frequency mode in the flat tire monitoring mode.

[0269] For example, when the main control device detects an abnormal rack force during normal driving, the main control device enters the tire blowout abnormal mode (22) from the normal driving mode (21), sets St to "12", and sends the mode request signal "St==12" (equivalent to the first instruction mentioned above) to the TPMS. Accordingly, the TPMS enters the tire blowout monitoring mode (12) based on "St==12".

[0270] In addition, if no tire blowout occurs within a preset time after the main control device enters the blowout abnormal mode (22), the main control device will switch from the blowout abnormal mode (22) to the normal driving mode (21), set St to "11", and send the mode request signal "St==11" (equivalent to the second instruction mentioned above) to the TPMS. Accordingly, the TPMS will switch from the blowout monitoring mode (12) to the normal working mode (11) based on "St==11".

[0271] It can be seen that the state of the TPMS mode state machine changes with the state of the mode state machine of the main control device. However, if the TPMS detects that the current tire pressure is not abnormal after entering the tire blowout monitoring mode (22), the TPMS can actively switch from the tire blowout monitoring mode (12) to the normal working mode (11), that is, the TPMS exits the tire blowout monitoring mode (12).

[0272] It is understood that Figure 6 is only an example of the application of the method shown in Figure 3 above, and does not limit the application of the method shown in Figure 3 above to only the one shown in Figure 6. For example, the switching conditions between the modes of TPMS may change, the naming of the modes may be different, the tire blowout monitoring mode (12) may not be divided into three sub-modes, etc., which are not specifically limited here.

[0273] Referring to Figure 7, which is a schematic diagram of a tire blowout detection device provided in an embodiment of this application, the tire blowout detection device 200 includes an acquisition unit 210, a processing unit 212, and a sending unit 214. This tire blowout detection device 200 can be implemented using hardware, software, or a combination of both.

[0274] The acquisition unit 210 is used to acquire the rack force of at least one steering system of a vehicle, the vehicle including the at least one steering system and at least one tire, the first tire of the at least one tire including a first TPMS; the processing unit 212 is used to send a first instruction to the first TPMS when the rack force of at least one steering system is detected to meet a first condition, the sending unit 214 is used to send a first instruction to the first TPMS, the first instruction instructing the first TPMS to detect the tire.

[0275] The tire blowout detection device 200 can be used to implement the method on the main control device side described in the embodiment of FIG2. In the embodiment of FIG2, the acquisition unit 210 is used to execute S201, the processing unit 212 and the sending unit 214 are both used to execute S202, and the processing unit 212 is also used to execute S206. In some possible embodiments, the tire blowout detection device 200 can be used to implement the method described in the embodiment of FIG3. In the embodiment of FIG3, the processing unit 212 can be used to execute S301, and the sending unit 214 can be used to execute S302.

[0276] Referring to Figure 8, which is a schematic diagram of a tire detection device provided in an embodiment of this application, the tire detection device 300 includes a receiving unit 310, a detection unit 312, and a transmitting unit 314. This tire detection device 300 can be implemented using hardware, software, or a combination of both.

[0277] The receiving unit 310 is used to receive a first instruction, which is transmitted when the rack force of at least one steering system of the vehicle meets a first condition; the detection unit 312 is used to detect whether the current tire pressure of the first tire meets an abnormal condition in response to the first instruction; and the sending unit 314 is used to send the detection result of the first tire to the main control device when the detection unit 312 detects that the current tire pressure of the first tire meets an abnormal condition.

[0278] The tire detection device 300 can be used to implement the TPMS-side method for tires described in the embodiment of FIG2. For example, in the embodiment of FIG2, the receiving unit 310 can be used to perform S202, the detection unit 312 can be used to perform S203, and the sending unit 314 can be used to perform S204.

[0279] It should be understood that the division of units in the above devices (e.g., tire blowout detection device 200 and tire detection device 300) is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0280] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a type of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0281] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0282] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0283] Referring to Figure 9, which is a schematic diagram of the structure of a detection device provided in an embodiment of this application, the detection device 400 includes a processor 401, a communication interface 402, a memory 403, and a bus 404. The processor 401, the memory 403, and the communication interface 402 communicate with each other via the bus 404. It should be understood that this application does not limit the number of processors and memories in the detection device 400. The detection device 400 can be the aforementioned tire blowout detection device 200 or tire detection device 300.

[0284] In one implementation, the detection device 400 can be a vehicle controller or a component within the controller (such as a chip, integrated circuit, etc.). The controller can be a vehicle domain controller (DC), vehicle integrated unit (VIU), telematics box (TBox), or other similar devices. The domain controller can be referred to the description in the preceding content, and will not be repeated here.

[0285] In another implementation, the detection device 400 can be a tire TPMS.

[0286] Bus 404 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, only one line is used in Figure 9, but this does not imply that there is only one bus or one type of bus. Bus 404 can include pathways for transmitting information between various components of the detection device 400 (e.g., memory 403, processor 401, communication interface 402).

[0287] The processor 401 can be referred to the relevant description of the processor in the above embodiments, and will not be repeated here.

[0288] Memory 403 provides storage space, which can store data such as the operating system and computer programs. Memory 403 can be one or a combination of several of the following: random access memory (RAM), erasable programmable read-only memory (EPROM), read-only memory (ROM), or compact disc read memory (CD-ROM). Memory 403 can exist alone or be integrated into processor 401.

[0289] The communication interface 402 can be used to provide information input or output to the processor 401. Alternatively, the communication interface 402 can be used to receive and / or send data to externally transmitted data, and can be a wired link interface including an Ethernet cable, or a wireless link interface (such as Wi-Fi, Bluetooth, general wireless transmission, etc.). Alternatively, the communication interface 402 may also include a transmitter (such as an RF transmitter, antenna, etc.) or a receiver coupled to the interface.

[0290] In some possible embodiments, the detection device 400 may also include a display (not shown). The display is connected or coupled to the processor 401 via a bus 404. The display can be used to display the tire blowout detection result. The display can be a liquid crystal display (LCD), an organic light-emitting diode (OLED), an active matrix organic light-emitting diode (AMOLED), etc. The display can also be a vehicle-mounted tablet, an in-vehicle display, or a head-up display (HUD) system, etc.

[0291] The processor 401 in the detection device 400 is used to read the computer program stored in the memory 403 to execute the aforementioned methods, such as the method on the main control device side described in FIG2 and the method shown in the embodiment of FIG3, or to execute the TPMS side method for abnormal tires described in FIG2.

[0292] In one possible design, the detection device 400 may be one or more modules in an execution body that performs the method shown in FIG2 on the main control device side. The processor 401 may be used to read one or more computer programs stored in memory for performing the following operations:

[0293] The rack force of at least one steering system of a vehicle is obtained by the acquisition unit 210. The vehicle includes the at least one steering system and at least one tire, and the first tire of the at least one tire includes a first TPMS.

[0294] If the rack force of at least one steering system is detected to meet the first condition, a first command is sent to the first TPMS via the sending unit 214. The first command instructs the first TPMS to detect the tire.

[0295] In one possible design, the detection device 400 may be one or more modules in an execution body that performs the TPMS-side method for the tires (e.g., the first tire) of the vehicle shown in FIG2, and the processor 401 may be used to read one or more computer programs stored in memory for performing the following operations:

[0296] The receiving unit 310 receives a first instruction, which is transmitted when the rack force of at least one steering system of the vehicle satisfies a first condition.

[0297] In response to the first command, check whether the current tire pressure of the first tire meets the abnormal conditions;

[0298] If the current tire pressure of the first tire is detected to meet the abnormal conditions, the detection result of the first tire is sent to the main control device through the sending unit 314.

[0299] In the embodiments described above, each embodiment has its own emphasis. For parts not described in detail in a particular embodiment, please refer to the relevant descriptions in other embodiments. Furthermore, in the embodiments of this application, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the embodiments are consistent and can be mutually referenced. Technical features from different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0300] It should be noted that those skilled in the art will recognize that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. This program can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0301] The technical solution of this application, in essence, or the part that makes the contribution, or all or part of the technical solution, can be embodied in the form of a software product. The computer program product is stored in a storage medium and includes several instructions to cause a device (which may be a personal computer, server, network device, robot, microcontroller, chip, robot, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

Claims

1. A method for detecting tire blowout, characterized in that, The method includes: The rack force of at least one steering system of a vehicle is obtained, the vehicle including the at least one steering system and at least one tire, the first tire of the at least one tire including a first tire pressure monitoring system (TPMS); If the rack force of the at least one steering system is detected to meet a first condition, a first instruction is sent to the first TPMS, which instructs the first TPMS to detect the first tire.

2. The method according to claim 1, characterized in that, The first tire's TPMS has two operating modes: a first mode and a second mode. The first command instructs the first TPMS to enter the second mode. In the second mode, the number of times the first TPMS sends the detection result of the first tire within the first time period is greater than the number of times the first TPMS sends the detection result of the first tire within the first time period in the first mode.

3. The method according to claim 2, characterized in that, In the second mode, the first TPMS operates in any of the following ways: Periodically inspect and send the tire inspection results; The tire inspection is performed at increasingly longer intervals, and the inspection results are sent out. Perform p consecutive checks every second time interval and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p; or Perform p consecutive checks with increasing intervals and send q tire check results, where p and q are integers greater than 1 and q is less than or equal to p.

4. The method according to any one of claims 1-3, characterized in that, The at least one steering system includes a first steering system, and the first condition includes at least one of the following conditions: The rack force of the first steering system is greater than or equal to the rack force threshold. The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold. The rate of change of the rack force of the first steering system at the current moment is greater than the rate of change during a historical period when no tire blowout occurred. and The rate of change of the rack force of the first steering system at the current moment is greater than the rate of change threshold.

5. The method according to any one of claims 1-4, characterized in that, Obtaining the rack force of the at least one steering system includes: The rack force of the at least one steering system is obtained from the rack force sensor; The rack force of the at least one steering system is obtained from the at least one steering system, wherein the rack force of the at least one steering system is obtained by using a rack force estimation algorithm; or... The rack force of the at least one steering system is obtained locally using a rack force estimation algorithm.

6. The method according to any one of claims 1-5, characterized in that, If the rack force of the at least one steering system is detected to satisfy the first condition, the method further includes: The abnormal tire among the at least one tires suspected of having blown out is determined based on the rack force of the at least one steering system, wherein the first tire is one of the abnormal tires.

7. The method according to claim 6, characterized in that, The vehicle also includes a steering wheel, and the ability to determine the abnormal tire based on the rack force of the at least one steering system includes: The abnormal tire is determined based on the rack force of the at least one steering system and the steering direction of the steering wheel.

8. The method according to any one of claims 2-7, characterized in that, The method further includes: A tire blowout detection is performed based on the detection results of the first tire from the first TPMS and the suspension height measurement results from the suspension height sensor, and a tire blowout detection result is obtained, which indicates whether the first tire has blown out.

9. The method according to claim 8, characterized in that, The method further includes: When the tire blowout detection result indicates that the first tire has blown out, the system notifies the user that the first tire has blown out, and / or sends the tire blowout detection result to the tire blowout control device. When the tire blowout detection result indicates that the first tire has not blown out, a second command is sent to the first TPMS, and the second command instructs the first TPMS to exit the second mode.

10. A method for detecting tire blowout, characterized in that, The method of applying a tire pressure monitoring system (TPMS) to a first tire includes: Receive a first instruction, which is transmitted when the rack force of at least one steering system of the vehicle satisfies a first condition; In response to the first instruction, detect whether the current tire pressure of the first tire meets the abnormal conditions; If it is determined that the current tire pressure of the first tire meets the abnormal conditions, the detection result of the first tire is sent to the main control device.

11. The method according to claim 10, characterized in that, The TPMS has two operating modes: a first mode and a second mode. The first instruction instructs the TPMS to enter the second mode. In the second mode, the number of times the TPMS sends the detection result of the first tire within the first time period is greater than the number of times the TPMS sends the detection result of the first tire within the first time period in the first mode.

12. The method according to claim 11, characterized in that, Send the detection results of the first tire to the main control device, including: The system periodically detects and sends the detection results of the first tire to the main control device. The detection is performed at increasingly longer intervals, and the detection results of the first tire are sent to the main control device. Every second time interval, p consecutive checks are performed, and q check results for the first tire are sent to the main control device, where p and q are integers greater than 1 and q is less than or equal to p; or The system performs p consecutive detections with increasing intervals and sends q detection results of the tire to the main control device, where p and q are integers greater than 1 and q is less than or equal to p.

13. The method according to claim 11 or 12, further comprising: If it is determined that the current tire pressure of the first tire meets the abnormal conditions, the detection cycle and transmission cycle of the TPMS in the second mode are determined according to the vehicle's driving speed. Sending the detection result of the first tire to the main control device includes: The detection is performed based on the detection cycle, and the detection results of the first tire are sent based on the sending cycle.

14. The method according to claim 13, characterized in that, When the vehicle's speed is within a first speed range, the detection period is a first value, and the transmission period is a second value. When the vehicle's speed falls within the second speed range, the detection cycle is the third value, and the transmission cycle is the fourth value. Wherein, the maximum value of the first speed range is less than or equal to the minimum value of the second speed range, the third value is less than the first value, and the fourth value is less than the second value.

15. The method according to any one of claims 11-14, characterized in that, The method further includes: If it is determined that the current tire pressure of the first tire does not meet the abnormal conditions, the second mode will not be entered.

16. The method according to any one of claims 10-15, characterized in that, The at least one steering system includes a first steering system, and the first condition includes at least one of the following conditions: The rack force of the first steering system is greater than or equal to the rack force threshold. The average value of the rack force of the first steering system at multiple consecutive moments is greater than or equal to the rack force threshold. The rate of change of the rack force of the first steering system at the current moment is greater than the rate of change during a historical period when no tire blowout occurred. and The rate of change of the rack force of the first steering system at the current moment is greater than the rate of change threshold.

17. A device for detecting tire blowouts, characterized in that, The device includes: An acquisition unit is used to acquire the rack force of at least one steering system of a vehicle, the vehicle including the at least one steering system and at least one tire, wherein the first tire of the at least one tire includes a first tire pressure monitoring system (TPMS). The processing unit is configured to send a first instruction to the first TPMS when the rack force of the at least one steering system is detected to meet a first condition. The first instruction instructs the first TPMS to detect the first tire.

18. A device for detecting tire blowouts, characterized in that, The device is a tire pressure monitoring system (TPMS) for the first tire or is included in the TPMS of the first tire, and the device includes: A receiving unit is configured to receive a first instruction, which is transmitted when the rack force of at least one steering system of the vehicle satisfies a first condition. The detection unit is used to detect whether the current tire pressure of the first tire meets the abnormal conditions in response to the first instruction. The sending unit is configured to send the detection result of the first tire to the main control device when the detection unit determines that the current tire pressure of the first tire meets the abnormal condition.

19. A chip, characterized in that, The chip includes a processor and a memory, the memory being used to store program instructions; the processor invokes the program instructions to cause the chip to perform the method as described in any one of claims 1-9, or to perform the method as described in any one of claims 10-16.

20. A tire blowout detection system, characterized in that, The tire blowout detection system includes at least one tire pressure monitoring system (TPMS) and a main control device, wherein the main control device is used to implement the method according to any one of claims 1-9, and the at least one TPMS is used to implement the method according to any one of claims 10-16.

21. A vehicle, characterized in that, The vehicle includes the device of claim 17 or 18, or the chip of claim 19, or the tire blowout detection system of claim 20.

22. A computer-readable storage medium, characterized in that, Includes computer instructions that, when executed by a processor, implement the method as described in any one of claims 1-9, or implement the method as described in any one of claims 10-16.

Images