CN109849595B - Tire pressure monitoring system, transmitter and tire pressure monitoring method - Google Patents
Tire pressure monitoring system, transmitter and tire pressure monitoring method Download PDFInfo
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- CN109849595B CN109849595B CN201910234385.0A CN201910234385A CN109849595B CN 109849595 B CN109849595 B CN 109849595B CN 201910234385 A CN201910234385 A CN 201910234385A CN 109849595 B CN109849595 B CN 109849595B
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Abstract
The application discloses tire pressure monitoring system, this system includes: when any transmitter receives the low-frequency wake-up signal, the transmitter transmits the tire pressure data detected by the tire pressure sensor to the receiver so that the receiver monitors the pressure of the tire where the transmitter is located; when any transmitter does not receive the low-frequency wake-up signal, the control circuit in the transmitter controls the self-positioning sensing device to detect the acceleration information of the tire where the transmitter is located, gain amplification is carried out to obtain corresponding acceleration data, the obtained acceleration data and the tire pressure data detected by the tire pressure sensor are transmitted to the receiver, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data, and the pressure of the tire where the transmitter is located is monitored. The application also correspondingly discloses a transmitter and a tire pressure monitoring method. The tire pressure monitoring system can reduce the power consumption of the system and improve the accuracy of a tire self-positioning result.
Description
Technical Field
The present disclosure relates to the field of automotive electronics, and more particularly, to a tire pressure monitoring system, a transmitter and a tire pressure monitoring method.
Background
The Tire Pressure Monitoring System (TPMS) is an active safety device for a vehicle, and can automatically monitor the Pressure of a Tire in real time, so that a driver can know the Pressure data of the Tire at any time, and can give an alarm in time when the Tire Pressure is too low or too high. TPMS improves the safety of automobile driving, effectively reduces the occurrence of traffic accidents, and has great social and economic benefits.
The tire self-positioning function of the TPMS means that the corresponding relation between a tire emitter and the tire position can be automatically established after the automobile tire is installed and replaced. The overall design thought and the framework of the product are determined by different positioning modes, and the product relates to an appearance structure, an electronic design, chip group composition, an installation process, cost and the like.
Disclosure of Invention
The present application aims to provide a tire pressure monitoring system, a transmitter and a tire pressure monitoring method, aiming at the imperfect functions of the existing tire pressure monitoring system, so as to reduce the power consumption of the system and improve the accuracy of the self-positioning result of the tire.
In order to solve the above technical problem, the present application provides a technical solution that:
there is provided a tire pressure monitoring system, the system comprising:
the system comprises a plurality of transmitters, a controller and a control circuit, wherein the transmitters are respectively arranged on each tire of a vehicle, each transmitter is internally provided with a tire pressure sensor for detecting the pressure of the tire, a self-positioning sensing device for detecting the direction of the tire and the control circuit, and the tire pressure sensor and the self-positioning sensing device are respectively connected with the control circuit;
the receiver is arranged on the vehicle main body, wherein a low-frequency signal transmitter is arranged in the receiver and used for transmitting a low-frequency wake-up signal, and a low-frequency signal receiver is correspondingly arranged in any transmitter and used for receiving the low-frequency wake-up signal;
when any transmitter receives the low-frequency wake-up signal, the transmitter transmits the tire pressure data detected by the tire pressure sensor to the receiver so that the receiver monitors the pressure of the tire where the transmitter is located;
when any transmitter does not receive the low-frequency wake-up signal, the control circuit in the transmitter controls the self-positioning sensing device to detect the acceleration information of the tire where the transmitter is located, gain amplification is carried out to obtain corresponding acceleration data, the obtained acceleration data and the tire pressure data detected by the tire pressure sensor are transmitted to the receiver, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data, and the pressure of the tire where the transmitter is located is monitored.
In order to solve the above technical problem, another technical solution provided by the present application is:
providing a transmitter, the transmitter comprising: the tire pressure sensor comprises a control circuit, a tire pressure sensor, a self-positioning sensing device and a low-frequency signal receiver;
the control circuit is respectively connected with the tire pressure sensor, the self-positioning sensing device and the low-frequency signal receiver;
the low-frequency signal receiver is used for receiving a low-frequency wake-up signal;
the tire pressure sensor is used for detecting the pressure of the tire;
the self-positioning sensing device is used for sensing the acceleration information of the tire in which the low-frequency signal receiver is positioned when the low-frequency signal receiver does not receive the low-frequency wake-up signal, and performing gain amplification processing to obtain corresponding acceleration data;
and the control circuit is used for controlling the transmission of the tire pressure data detected by the tire pressure sensor to the receiver when the low-frequency signal receiver receives the low-frequency wake-up signal, and controlling the transmission of the acceleration data and the tire pressure data detected by the tire pressure sensor to the receiver when the low-frequency signal receiver does not receive the low-frequency wake-up signal, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data and monitors the pressure of the tire where the transmitter is located.
In order to solve the above technical problem, another technical solution provided by the present application is:
there is provided a tire pressure monitoring method in which a transmitter includes: the control circuit is respectively connected with the tire pressure sensor, the self-positioning sensing device and the low-frequency signal receiver;
the transmitter judges whether a low-frequency wake-up signal is received or not;
when the transmitter receives the low-frequency wake-up signal, the transmitter transmits the tire pressure data detected by the tire pressure sensor in the transmitter to the receiver so that the receiver monitors the pressure of the tire where the transmitter is located;
when the transmitter does not receive the low-frequency wake-up signal, the control circuit in the transmitter controls the self-positioning sensing device to detect the acceleration information of the tire where the transmitter is located, gain amplification is carried out to obtain corresponding acceleration data, the obtained acceleration data and the tire pressure data detected by the tire pressure sensor are sent to the receiver, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data, and the pressure of the tire where the transmitter is located is monitored.
The beneficial effect of this application is: be different from prior art's condition, this application is through set up the low frequency signal transmitter in the receiver in order being used for launching the low frequency wake-up signal, and be provided with the low frequency signal receiver in arbitrary transmitter correspondingly in order being used for receiving the low frequency wake-up signal for the transmitter can judge whether to carry out the listening of the acceleration information of tire according to whether low frequency control signal is received to low frequency signal receiving element in this application, thereby can save the power consumptive of system.
In addition, the acceleration information of the tire is subjected to gain amplification processing to obtain corresponding acceleration data, so that the accuracy of the data detected by the self-positioning sensing device is higher, and the accuracy of a self-positioning result can be further improved.
Drawings
Fig. 1 is a schematic structural diagram of an embodiment of a tire pressure monitoring system of the present application;
fig. 2 is a schematic structural diagram of a transmitter of an embodiment of the tire pressure monitoring system of the present application;
fig. 3 is a schematic structural diagram of a receiver of an embodiment of the tire pressure monitoring system of the present application;
fig. 4 is a first flowchart of a tire pressure monitoring method of an embodiment of the tire pressure monitoring system of the present application;
fig. 5 is a schematic structural view of a self-positioning sensing device of a transmitter of an embodiment of the tire pressure monitoring system of the present application;
fig. 6 is a second flowchart of a tire pressure monitoring method according to an embodiment of the tire pressure monitoring system of the present application;
fig. 7 is a schematic view illustrating operation of a transmitter in the tire pressure monitoring method according to the embodiment of the tire pressure monitoring system of fig. 6;
fig. 8 is a schematic structural diagram of a control circuit of a transmitter of an embodiment of the tire pressure monitoring system of the present application;
fig. 9 is a third flowchart of a tire pressure monitoring method according to an embodiment of the tire pressure monitoring system of the present application;
fig. 10 is a fourth flowchart illustrating a tire pressure monitoring method according to an embodiment of the tire pressure monitoring system of the present application;
FIG. 11 is a schematic diagram of an embodiment of a transmitter of the present application;
fig. 12 is a schematic flowchart of an embodiment of the tire pressure monitoring method of the present application.
Detailed Description
In order to make those skilled in the art better understand the technical solutions of the present application, the following detailed description is made with reference to the accompanying drawings and the detailed description.
The present application provides a tire pressure monitoring system 100, wherein the tire pressure monitoring system 100 can be applied to various vehicles, such as automobiles.
Referring to fig. 1, fig. 1 is a schematic structural diagram of an embodiment of a tire pressure monitoring system according to the present application.
As shown in fig. 1, the tire pressure monitoring system 100 of the present application includes: a plurality of transmitters 10 and receivers 20.
Wherein a plurality of transmitters 10 are respectively provided on each tire of the vehicle, i.e. four transmitters 10 are respectively provided on four tires of the vehicle. The receiver 20 is provided on the vehicle body, for example, in a main control display device of the vehicle.
In terms of tire pressure monitoring, a tire pressure sensor 11 is disposed in a transmitter 10, the tire pressure sensor 11 is used for detecting the pressure of a tire, the transmitter 10 is used for transmitting the pressure data of the tire to a receiver 20, the receiver 20 receives the pressure data of the corresponding tire to provide for a driver, so that the driver can know the pressure of the corresponding tire in real time, however, if the tire position corresponding to the pressure data of the tire is not determined or the installation position of the tire is changed at first, the corresponding relationship between the transmitter 10 and the tire position is not clear, and at this time, if the transmitter 10 transmits the pressure data to the receiver 20, it is difficult to determine the relationship between the pressure data recorded by the receiver 20 and the corresponding tire.
To this end, please refer to fig. 2, which is a schematic structural diagram of a transmitter of an embodiment of the tire pressure monitoring system of the present application.
Each transmitter 10 is also provided with a self-positioning sensing device 12 and a control circuit 13 for detecting the tire orientation, and the tire pressure sensor 11 and the self-positioning sensing device 12 are respectively connected with the control circuit 13.
A low frequency signal receiver 14 is also provided within each transmitter 10 for receiving a low frequency wake-up signal.
In addition, a data signal transmitter 15 may be further provided in each transmitter 10, the data signal transmitter 15 being configured to transmit a signal carrying the acceleration data and/or the pressure data of the tire to the receiver 20. Specifically, the data signal transmitter 15 may transmit the data signal to the receiver 20 by RF high frequency.
Referring to fig. 3, fig. 3 is a schematic structural diagram of a receiver of an embodiment of the tire pressure monitoring system of the present application.
The receiver 20 is provided with a low frequency signal transmitter 21 for transmitting a low frequency wake-up signal.
In addition, the receiver 20 may also be provided with a data signal receiver 22 and a processor 23. The data signal receiver 22 is used for receiving pressure data and/or acceleration data of the tire where the transmitter 10 is located. The processor 23 is configured to determine whether the tire in which each transmitter 10 is located is a left tire or a right tire according to the acceleration data sent by each transmitter 10 and monitor the pressure of the tire in which the transmitter 10 is located according to the pressure data detected by the tire pressure sensor 11.
When the automobile tire pressure monitoring device is used, the receiver 20 can be further connected with a display screen (not shown) inside an automobile, the display content of the display screen comprises left front wheel tire pressure, left rear wheel tire pressure, right front wheel tire pressure and right rear wheel tire pressure, a corresponding left front wheel alarm lamp, a corresponding left rear wheel alarm lamp, a corresponding right front wheel alarm lamp and a corresponding right rear wheel alarm lamp are arranged on the display screen, the receiver 20 is used for correspondingly sending the pressure data of each tire and the azimuth information of the tire to the relative position of the display screen after being matched, so that a driver can visually and accurately see the tire pressure data, and the tire pressure condition of an automobile tire can be timely mastered. In other embodiments, the receiver 20 may further be in wireless communication with a mobile terminal, such as a user's cell phone.
Referring to fig. 4, fig. 4 is a first flowchart of a tire pressure monitoring method according to an embodiment of the tire pressure monitoring system of the present application.
In this embodiment, the tire pressure monitoring method includes the steps of:
s102: either transmitter 10 determines whether a low frequency wake-up signal is received.
Optionally, step S102 may include, before S101: the control circuit 13 of any transmitter 10 controls the tire pressure sensor 11 to detect the tire pressure data of the tire in which it is located.
Specifically, in this step, the control circuit 13 in any transmitter 10 may determine whether the low frequency signal receiver 14 in the transmitter 10 receives the low frequency control signal, and control the transmitter 10 to perform the following steps.
When any one of the transmitters 10 receives the low frequency control signal, the following steps S103 to S104 are performed:
s103: any one of the transmitters 10 transmits the tire pressure data detected by the tire pressure sensor 11 to the receiver 20.
Specifically, the control circuit 13 may control the data signal transmitter 15 to transmit the tire pressure data detected by the tire pressure sensor 11 to the receiver 20.
In another embodiment, the low frequency control signal may further include tire position information, and when the low frequency control signal received by the low frequency signal receiver 14 in the transmitter 10 includes the tire position information, the transmitter 10 transmits the pressure data detected by the tire pressure sensor 11 and the tire position information to the receiver 20 to monitor the pressure of the corresponding tire.
S104: the receiver 20 receives the tire pressure data and monitors the pressure of the tire in which the transmitter 10 is located.
Specifically, the tire pressure data may be received by the data signal receiver 22 in the receiver 20 and the pressure of the tire in which the transmitter 10 is located may be monitored.
When any transmitter 10 does not receive the low frequency control signal, the following steps S105 to S107 are performed:
s105: the control circuit 13 in any transmitter 10 controls the self-positioning sensing device 12 to detect the acceleration information of the tire where it is located, and performs gain amplification processing to obtain corresponding acceleration data.
Further, when the transmitter 10 does not receive the low frequency control signal, the self-positioning sensing device 12 is turned on for detection after a sleep time interval under the control of the control circuit 13, so as to reduce the power consumption of the system. For example, the sleep mechanism for the self-locating sensing device 12 may be: and detecting for m seconds after each n seconds of sleep time, wherein n and m can be set and changed as required.
S106: the transmitter 10 transmits the acquired acceleration data and the tire pressure data detected by the tire pressure sensor 11 to the receiver 20.
S107: the receiver 20 determines the orientation of the tire in which the transmitter 10 is located based on the received acceleration data and monitors the pressure of the tire in which the transmitter 10 is located.
In this embodiment, steps S101 to S107 are only the order of presentation of this embodiment, and are not limited to the execution steps of this embodiment, and the steps therein may be exchanged without affecting the implementation of the technical solution.
In this embodiment, the low frequency signal transmitter 21 is disposed in the receiver 20 for transmitting the low frequency wake-up signal, and the low frequency signal receiver 14 is correspondingly disposed in any one of the transmitters 10 for receiving the low frequency wake-up signal, so that in this application, the transmitter 10 can determine whether to detect the acceleration information of the tire according to whether the low frequency signal receiver 14 receives the low frequency control signal, that is, the self-positioning sensing device 12 can be kept in a sleep state when not needed, thereby saving power consumption of the system.
In addition, the acceleration information of the tire is subjected to gain amplification processing to obtain corresponding acceleration data, so that the accuracy of the data detected by the self-positioning sensing device 12 is higher, and the accuracy of the self-positioning result of the tire can be further improved.
Please refer to fig. 5, fig. 6 and fig. 7 in combination, wherein fig. 5 is a schematic structural diagram of a self-positioning sensing device of a transmitter of an embodiment of a tire pressure monitoring system of the present application. Fig. 6 is a second flowchart of a tire air pressure monitoring method according to an embodiment of the tire air pressure monitoring system of the present application. Fig. 7 is a schematic view illustrating operation of a transmitter in the tire pressure monitoring method according to the embodiment of the tire pressure monitoring system of fig. 6.
Referring to fig. 5, the self-positioning sensing device 12 of the transmitter 10 includes: a first sensor 121 and a second sensor 122.
The first sensor 121 and the second sensor 122 are connected to the control circuit 13, respectively.
The first sensor 121 is used for detecting the acceleration of the tire in the centrifugal direction. The second sensor 122 is used for detecting the tangential direction acceleration of the tire.
Referring to fig. 6, fig. 6 is a detailed flowchart of step S105 in fig. 4, in which the step of controlling the self-positioning sensing device 12 to detect the acceleration information of the tire in which the self-positioning sensing device is located by the control circuit 13 in any transmitter 10, and performing the gain amplification process to obtain the corresponding acceleration data includes:
s201: the acceleration in the centrifugal direction of the tire detected by the first sensor 121 is obtained.
The control circuit 13 obtains the acceleration of the tire detected by the first sensor 121 in the centrifugal direction.
S202: it is determined whether the average value of the centrifugal acceleration detected by the first sensor 121 is greater than a predetermined threshold and is in a steady state.
The control circuit 13 determines whether the average value of the centrifugal acceleration detected by the first sensor 121 is greater than a predetermined threshold and is in a stable state.
When the vehicle is reversing or turning, the vehicle running speed is low, i.e. the tire rotation speed is generally low, and when the first sensor 121 detects that the average value of the centrifugal direction acceleration is greater than the predetermined threshold value, the vehicle running speed is high, so that it can be determined that the vehicle is running in the forward direction, and when the average value of the centrifugal direction acceleration is in a steady state, it means that the vehicle is running in the forward direction at a substantially constant speed (the running acceleration is less than a certain value).
When the average value of the centrifugal acceleration detected by the first sensor 121 is not greater than the predetermined threshold or is not in the steady state, the process returns to step S201 to continue to obtain the centrifugal acceleration detected by the first sensor 121.
When the average value of the centrifugal direction acceleration detected by the first sensor 121 is greater than the predetermined threshold and is in the steady state, step S203 is executed:
s203: when the first sensor 121 detects that the acceleration in the centrifugal direction is at the minimum value, the control circuit 13 controls the second sensor 122 to continuously sample and acquire first acceleration information in the tangential direction of the tire within a first time period, and performs gain processing on the first acceleration information to obtain corresponding first acceleration data.
The first acceleration data may be a maximum value, a minimum value, or an average value of the tangential direction acceleration acquired by the second sensor 122 in the first time period.
S204: when the first sensor 121 detects that the acceleration in the centrifugal direction is at the maximum value, the control circuit 13 controls the second sensor 122 to continuously sample and acquire second acceleration information in the tangential direction of the tire in a second time period, and performs gain processing on the second acceleration information to obtain corresponding second acceleration data.
The second acceleration data may be a maximum value, a minimum value, or an average value of the tangential direction acceleration acquired by the second sensor 122 in the second time period.
The second acceleration data corresponds to the first acceleration data. For example, the first acceleration data is obtained by performing gain processing on the maximum value of the acceleration information in the tangential direction of the tire sampled continuously in the first time period, and the second acceleration data is obtained by performing gain processing on the maximum value of the acceleration information in the tangential direction of the tire sampled continuously in the second time period.
In another embodiment, the first acceleration data and the second acceleration data may be obtained by introducing the first acceleration information and the second acceleration information into the same algorithm and performing gain processing.
The acceleration data transmitted by any one of the transmitters 10 includes the first acceleration data and the second acceleration data described above.
By the above manner, the driving state of the vehicle can be judged by using the acceleration in the centrifugal direction detected by the first sensor 121 to determine whether to perform the next step, that is, whether to start the second sensor 122, so that the second sensor 122 is in a dormant state when not needed, the power consumption of the transmitter 10 can be further reduced, and the tire self-positioning method provided by the application can be realized without judging the driving state of the vehicle by using an original vehicle system, thereby facilitating the installation and maintenance of the self-positioning system and further reducing the use cost.
In addition, when the centrifugal acceleration detected by the first sensor 121 is at the maximum value and the minimum value, the centrifugal force and the gravity have the same or opposite directions, i.e. there is a gravity acceleration g of one unit, so that the maximum value and the minimum value of the centrifugal acceleration are easier to detect than the middle value, and therefore, the second sensor 122 is turned on when the centrifugal acceleration is at the maximum value or the minimum value, so that the accuracy of the data detection result can be improved, and the accuracy of the tire self-positioning result is improved. Meanwhile, the accuracy of the obtained acceleration information of the tire in the tangential direction can be improved by continuously sampling in the first time period or the second time period and increasing the number of samples.
In this embodiment, the first acceleration data is defined as collected by turning on the second sensor 122 when the centrifugal acceleration detected by the first sensor 121 is at the minimum value, and the second acceleration data is defined as collected by turning on the second sensor 122 when the centrifugal acceleration detected by the first sensor 121 is at the maximum value, and accordingly, when the data signal transmitter 15 sends the first acceleration data and the second acceleration data to the receiver 20, the data signal transmitter may further include data identification information corresponding to the first acceleration data and the second acceleration data, such as data identification information 0 of the first acceleration data and data identification information 1 of the second acceleration data, where the data identification information is used by the receiver 20 to identify which is the first acceleration data and which is the second acceleration data.
In other embodiments, the second acceleration data may be acquired first and then the first acceleration data may be acquired. The present application does not limit the order of acquisition of the first acceleration data and the second acceleration data. The first and second signals only indicate that the centrifugal acceleration detected by the first sensor 121 is at the minimum or maximum when the acceleration information starts to be collected.
Optionally, the receiver 20 determines whether the tire where the transmitter 10 is located is a left tire or a right tire according to the first acceleration data and the second acceleration data sent by any one of the transmitters 10; and determines whether the tire in which the transmitter 10 is located is a front tire or a rear tire based on the signal strength of the received first acceleration data and/or second acceleration data.
The receiver 20 is disposed at the front end or the rear end of the vehicle, and typically, the receiver 20 is disposed in a central display device of the vehicle, i.e., at the front end of the vehicle, which is close to the front tires of the vehicle and far away from the rear tires of the vehicle. The intensity of the signals transmitted by the transmitters 10 on the front and rear tires received by the receiver 20 is different, and the intensity of the signals transmitted by the transmitters 10 on the front tire received by the receiver 20 is stronger than that of the signals transmitted by the transmitters 10 on the rear tire. Therefore, the receiver 20 may determine whether the tire in which each transmitter 10 is located is a front tire or a rear tire according to the received signal strength of the first acceleration data and/or the second acceleration data transmitted from each transmitter 10.
Optionally, the first time period is not greater than the time consumed by the tire from the time when the first sensor 121 detects that the centrifugal acceleration of the tire is at the minimum value to 1/2 revolutions of the tire; the second time period is not longer than the time consumed by the first sensor 121 to detect that the centrifugal acceleration of the tire is the maximum value until 1/2 revolutions of the tire.
In a time period of 1/2 revolutions when the tire detects that the centrifugal direction acceleration of the tire is at the minimum or maximum from the first sensor 121, the detection direction of the second sensor 122 and the component force direction of the gravity in the tangential direction are respectively the same or opposite, for example, when the vehicle advances at a constant speed, one of the first acceleration data and the second acceleration data is a positive number and the other is a negative number, which can be used for subsequent comparison, and the difference between the values is large, so that the accuracy of the determination result can be further improved.
Optionally, the first time period is the time consumed by the first sensor 121 to rotate 1/4 circles when the centrifugal acceleration of the tire is detected to be the minimum value; the second time period is the time consumed by the first sensor 121 to detect that the centrifugal acceleration of the tire is at a maximum value until 1/4 revolutions of the tire.
Setting the first time period as the time consumed from when the first sensor 121 detects that the centrifugal direction acceleration of the tire is the minimum value to 1/4 revolutions, respectively; the second time period is set as the time consumed by 1/4 revolutions of the tire when the first sensor 121 detects that the centrifugal acceleration of the tire is the maximum value, so as to further reduce the time for the second sensor 122 to operate, so as to reduce the power consumption of the transmitter 10, and when the transmitter 10 detects that the centrifugal acceleration of the tire is the minimum value or the minimum value from the first sensor 121, the transmitter starts to move and rotate 1/4 revolutions, so that the tangential acceleration of the tire acquired by the second sensor 122 gradually changes to the maximum value and the minimum value, so that the difference between the first acceleration data and the second acceleration data is larger, which is beneficial for subsequent comparison and use, and improves the accuracy of the determination result.
Alternatively, when the first acceleration data sent by any one of the transmitters 10 is greater than the second acceleration data, the receiver 20 determines that the tire where the transmitter 10 is located is a left tire; when the first acceleration data transmitted from any one of the transmitters 10 is smaller than the second acceleration data, the receiver 20 determines that the tire in which the transmitter 10 is located is the right tire.
Specifically, please refer to fig. 7. Fig. 7 is a schematic view illustrating operation of a transmitter in the tire pressure monitoring method according to the embodiment of the tire pressure monitoring system of fig. 6.
In fig. 7, a is a diagram showing that the transmitter 10 on the tire is located at the highest point (far from the ground), C is a diagram showing that the transmitter 10 on the tire is located at the lowest point (close to the ground), B is a diagram showing that the transmitter 10 on the tire is located at the foremost end of the tire, and D is a diagram showing that the transmitter 10 on the tire is located at the rearmost end of the tire, and the operation of the transmitter 10 on the tire at four points A, B, C, D passing through an equal arc is specifically analyzed below.
When the transmitter 10 is mounted on a tire, the transmitter 10 is mounted on each of the left and right tires with respect to the installer, and the installer is located on the left of the left tire with respect to the left tire; in contrast, for the right tire, the installer is located to the right of the right tire. Since the installer is directly opposite the left and right tires, the transmitter 10 is installed in the opposite direction when the transmitter 10 is installed on the left and right tires. Therefore, the second sensor 122 of the transmitter 10 for detecting the tangential acceleration of the tire has opposite detection directions on the left and right tires; the first sensor 121 for detecting the acceleration in the centrifugal direction of the tire has the same detection direction on the left and right tires because the detection direction always deviates from the direction pointing to the center of the tire.
The following description will take the left wheel as an example to illustrate the operation of each of the first sensor 121 and the second sensor 122 of the transmitter 10 when the transmitter 10 on the left wheel passes point A, B, C, D when the vehicle is running at a constant speed in the forward direction.
When the transmitter 10 passes through point a, since the centrifugal direction and the gravitational direction are both in the centrifugal direction of the left wheel and the centrifugal direction and the gravitational direction are opposite, the first sensor 121 for detecting the centrifugal acceleration of the left wheel detects that the centrifugal acceleration of the left wheel is the minimum value, i.e., a-g, where a is the acceleration corresponding to the centrifugal force and g is the acceleration corresponding to the gravitational force; at this time, the tangential acceleration of the left wheel detected by the second sensor 122 for detecting the tangential acceleration of the left wheel is 0.
When the emitter 10 passes through the point B, since the gravity direction is located in the tangential direction of the left wheel and is the same as the detection direction of the second sensor 122, the tangential direction acceleration of the left wheel detected by the second sensor 122 is the maximum value g.
When the emitter 10 passes through point C, since the centrifugal direction and the gravitational direction are both located in the centrifugal direction of the left wheel and the centrifugal direction and the gravitational direction are the same, the first sensor 121 for detecting the centrifugal acceleration of the left wheel detects that the centrifugal acceleration of the left wheel is the maximum value, i.e., a + g; and the tangential acceleration of the left wheel detected by the second sensor 122 is 0.
When the transmitter 10 passes D, since the gravity direction is located in the tangential direction of the left wheel and is opposite to the detection direction of the second sensor 122, the tangential direction acceleration of the left wheel detected by the second sensor 122 is the minimum value-g.
Therefore, when the transmitter 10 moves to the point a, the first sensor 121 detects that the centrifugal acceleration of the left wheel is the minimum; when the transmitter 10 moves to the point C, the first sensor 121 detects that the acceleration of the left wheel in the centrifugal direction is at a maximum.
In this embodiment, when the transmitter 10 moves to the point a, that is, when the first sensor 121 detects that the centrifugal acceleration of the left wheel is the minimum value, the second sensor 122 operates to continuously sample and acquire first acceleration information of the tangential direction of the left wheel within a first time period, and perform gain processing on the first acceleration information to obtain corresponding first acceleration data, where the first time period is not greater than the time consumed by the left wheel to move from the point a to the point C after passing through the point B (that is, the first time period is not greater than the time consumed by the left wheel to rotate 1/2 circles when the centrifugal acceleration of the left wheel detected by the first sensor 121 is the minimum value). Since the included angle between the detection direction of the second sensor 122 and the vertical downward gravitational acceleration g is always smaller than 90 degrees in the first time period consumed by the left wheel moving from the point a to the point C through the point B, the tangential direction acceleration detected by the second sensor 122 is always at a positive value. Particularly, when the left wheel moves to the point B, the detecting direction of the second sensor 122 coincides with the direction of the gravitational acceleration, so that the tangential direction acceleration of the left wheel detected by the second sensor 122 is the maximum value g. That is, the tangential acceleration detected by the second sensor 122 is gradually increased from 0 to g and then gradually decreased to 0 during the first period. And the first acceleration data may be a maximum, minimum, or average of the tangential directional acceleration acquired by the second sensor 122 over the first period of time.
When the transmitter 10 moves to C, that is, the first sensor 121 detects that the acceleration of the left wheel in the centrifugal direction is the maximum value, the second sensor 122 operates, continuously samples the acquired second acceleration information of the left wheel in the tangential direction in a second time period, and performs gain processing on the second acceleration information to obtain corresponding second acceleration data, wherein the second time period is not longer than the time consumed by the left wheel to move from the point C to the point a through the point D (that is, the second time period is not longer than the time consumed by the left wheel to rotate 1/2 circles from the time when the first sensor 121 detects that the acceleration of the left wheel in the centrifugal direction is the maximum value). Since the included angle between the detection direction of the second sensor 122 and the vertical downward gravitational acceleration g is always greater than 90 degrees in the second time period consumed by the left wheel moving from the point C to the point a through the point D, the tangential direction acceleration detected by the second sensor 122 is always in a negative value. In particular, when the left wheel moves to the point D, the direction detected by the second sensor 122 is opposite to the direction of the gravitational acceleration, so that the tangential direction acceleration of the left wheel detected by the second sensor 122 is the minimum value-g. That is, the tangential direction acceleration detected by the second sensor 122 is gradually decreased from 0 to-g and then gradually increased to 0 during the first period. And the second acceleration data may be a maximum, minimum, or average of the tangential directional acceleration collected by the second sensor 122 over a second period of time.
Correspondingly, the detecting direction of the first sensor 121 in the emitter 10 on the right wheel is the same as the detecting direction of the first sensor 121 in the emitter 10 on the left wheel, so that the detected centrifugal acceleration is the minimum value, i.e. a-g, when the first sensor 121 on the right wheel passes through the point a; when the point C is passed, the detected centrifugal acceleration is the minimum value, i.e. a + g.
The detection direction of the second sensor 122 on the right wheel is opposite to the detection direction of the second sensor 122 on the left wheel, so the tangential acceleration detected by the second sensor 122 when passing the point B is the minimum value-g, i.e. the tangential acceleration detected by the second sensor 122 is gradually decreased from 0 to-g and then increased to 0 in the first time period when the right wheel passes B to C from a. The tangential acceleration detected by the second sensor 122 when the second sensor passes through point D is a maximum value of + g, i.e. the tangential acceleration detected by the second sensor 122 is gradually increased from 0 to + g and then gradually decreased to 0 in a second time period when the right wheel passes through point D to a from C.
Therefore, the receiver 20 can determine whether the tire in which each transmitter 10 is located is a left tire or a right tire according to the first acceleration data and the second acceleration data transmitted by each transmitter 10.
Further, it will be understood by those skilled in the art that the first time period may be set to be no greater than the time consumed by the tire from the time when the first sensor 121 detects that the centrifugal acceleration of the tire is at a minimum to 1/4 revolutions of the tire, i.e. the time consumed by the tire to move from point a to point B, i.e. for the left wheel, the tangential acceleration sensed by the second sensor 122 increases gradually from 0 to g; conversely, for the right wheel, the tangential direction acceleration sensed by the second sensor 122 decreases gradually from 0 to-g. Correspondingly, the second time period may be set to be no more than the time consumed by the tire from the time when the first sensor 121 detects that the centrifugal directional acceleration of the tire is at the maximum to 1/4 revolutions of the tire, i.e., the time consumed by the tire moving from the point C to the point D, that is, for the left wheel, the tangential directional acceleration detected by the second sensor 122 gradually decreases from 0 to-g; conversely, for the right wheel, the tangential directional acceleration detected by the second sensor 122 increases gradually from 0 to + g.
Therefore, in the present embodiment, when the first acceleration data transmitted by the transmitter 10 is greater than the second acceleration data, the receiver 20 may determine that the tire where the transmitter 10 is located is a left tire; when the first acceleration data is less than the second acceleration data, the receiver 20 may determine that the tire in which the transmitter 10 is located is the right tire.
In this embodiment, the tire is determined to be the left tire or the right tire by comparing the magnitudes of the first acceleration data and the second acceleration data, and compared with a mode of realizing tire self-positioning in the prior art, the calculation mode is simpler and more convenient, the calculation result is more accurate, and the power consumption of the receiver 20 can be effectively reduced due to the reduction of the difficulty of data processing.
Please refer to fig. 8, fig. 9 and fig. 10 in combination. Fig. 8 is a schematic structural diagram of a control circuit of a transmitter according to an embodiment of the tire pressure monitoring system of the present application. Fig. 9 is a third flowchart of a tire air pressure monitoring method according to an embodiment of the tire air pressure monitoring system of the present application. Fig. 10 is a fourth flowchart illustrating a tire air pressure monitoring method according to an embodiment of the tire air pressure monitoring system of the present application.
Referring to fig. 8, the control circuit 13 includes a data selector 131, a differential operational amplifier 132, and a microcontroller 133.
The first sensor 121 and the second sensor 122 are connected to a differential operational amplifier 132 through a data selector 131, and are connected to a microcontroller 133 through the differential operational amplifier 132.
Please refer to fig. 9. Fig. 9 is a detailed flowchart of a part of step S203 in fig. 6.
Wherein, when the first sensor 121 detects that the centrifugal acceleration is at the minimum value.
The control circuit 13 controls the second sensor 122 to continuously sample and acquire the first acceleration information of the tire in the tangential direction in a first time period, and performs gain processing on the first acceleration information to obtain corresponding first acceleration data, including the following steps:
s301: the second sensor 122 continuously samples the acquired first acceleration information of the tire in the tangential direction for a first period of time, and inputs the sampled first acceleration information to the differential operational amplifier 132 through the data selector 131.
S302: the differential operational amplifier 132 works at the first gain to calculate the corresponding gain and then obtain the first acceleration information.
Optionally, the first gain is an adaptive variable gain.
Specifically, the maximum gain may be preset, the sampled data is input to the differential operational amplifier 132, the differential operational amplifier 132 is enabled to work under the maximum gain, and corresponding acceleration information is obtained through calculation, and whether the maximum value in the obtained acceleration information overflows or not is determined:
and if the overflow does not exist, taking the maximum gain value as the value of the first gain, and outputting the acceleration information.
And if the acceleration information overflows, the maximum gain is decreased to obtain the current gain until the maximum value in the acceleration information acquired under the current gain does not overflow, the current gain value is used as the value of the first gain, and the acceleration information is output.
S303: the microcontroller 133 receives the post-gain first acceleration information transmitted from the differential operational amplifier 132, and acquires an actual tangential direction acceleration of the tire as first acceleration data based on the value of the first gain and the post-gain first acceleration information.
Please refer to fig. 10. Fig. 10 is a detailed flowchart of a part of step S204 in fig. 6.
Wherein, when the first sensor 121 detects that the centrifugal acceleration is at the maximum value.
The step of the control circuit 13 controlling the second sensor 122 to continuously sample and acquire the second acceleration information of the tire in the tangential direction in the second time period, and performing gain processing on the second acceleration information to obtain corresponding second acceleration data includes the following steps:
s401: the second acceleration information of the tangential direction of the tire, which is continuously sampled and acquired by the second sensor 122 for the second period of time, is input to the differential operational amplifier 132 through the data selector 131.
S402: the differential operational amplifier 132 works at the second gain to calculate the second acceleration information after obtaining the corresponding gain.
S403: the microcontroller 133 receives the post-gain second acceleration information transmitted from the differential operational amplifier 132, and acquires the actual tangential direction acceleration of the tire as second acceleration data according to the value of the second gain and the post-gain second acceleration information.
Optionally, the value of the first gain is equal to the value of the second gain.
When the first sensor 121 detects that the acceleration in the centrifugal direction is in a stable state, the acceleration in the tangential direction detected by the second sensor 122 also changes stably, so that the value of the first gain can be used as the value of the second gain, the process of repeatedly defining the value of the second gain is reduced, the information of the second acceleration is amplified to the maximum multiple, and the power consumption is further reduced while the data accuracy is improved.
By the above manner, the acceleration information in the tire tangential direction acquired by the second sensor 122 is gained, so that the sensitivity in data detection can be improved, and the accuracy of the data acquisition method can be further improved.
Particularly, when the wheel rotates at a constant speed, the tangential acceleration detected by the second sensor 122 is affected by the gravitational acceleration of one unit, and at this time, the sampling difficulty of the acceleration data is increased, and the accuracy requirement on the acquired acceleration data is extremely high.
Fig. 11 is a schematic structural diagram of an embodiment of a transmitter according to the present application.
The transmitter 10a in the present embodiment is provided on each tire of the vehicle.
The transmitter 10a includes a control circuit 13a, a tire pressure sensor 11a, a self-positioning sensing device 12a, and a low frequency signal receiver 14 a.
The control circuit 13a is connected to the tire pressure sensor 11a, the self-positioning sensing device 12a, and the low frequency signal receiver 14a, respectively.
The low-frequency signal receiver 14a is configured to receive the low-frequency wake-up signal, the tire pressure sensor 11a is configured to detect the pressure of the tire, and the self-positioning sensing device 12a is configured to detect the acceleration information of the tire when the low-frequency signal receiver 14a does not receive the low-frequency wake-up signal, and perform gain amplification to obtain corresponding acceleration data.
The control circuit 13a is configured to control transmission of the tire pressure data detected by the tire pressure sensor 11a to the receiver 20 when the low frequency signal receiver 14a receives the low frequency wake-up signal. When the low frequency signal receiver 14a does not receive the low frequency wake-up signal, the controller transmits the acceleration data and the tire pressure data detected by the tire pressure sensor 11a to the receiver 20, so that the receiver 20 determines the orientation of the tire where the transmitter 10a is located according to the received acceleration data, and monitors the pressure of the tire where the transmitter 10a is located.
For the content of the embodiment of the tire pressure monitoring system, please refer to the content of the embodiment of the present application, which will not be described herein again.
Fig. 12 is a schematic flow chart illustrating a tire pressure monitoring method according to an embodiment of the present application.
The tire pressure monitoring method of the present embodiment has the transmitter 10 as an execution subject, and the transmitter 10 includes: the tire pressure monitoring device comprises a control circuit 13, a tire pressure sensor 11, a self-positioning sensing device 12 and a low-frequency signal receiver 14, wherein the control circuit 13 is respectively connected with the tire pressure sensor 11, the self-positioning sensing device 12 and the low-frequency signal receiver 14.
The tire pressure monitoring method of the embodiment includes the steps of:
s111: the transmitter 10 determines whether a low frequency wake-up signal is received.
Optionally, step S111 may include, before S110: the control circuit 13 of the transmitter 10 controls the tire pressure sensor 11 to detect the tire pressure data of the tire in which it is located.
When the transmitter 10 receives the low frequency control signal, step S112 is performed:
s112: the transmitter 10 transmits the tire pressure data detected by the tire pressure sensor 11 therein to the receiver 20 so that the receiver 20 monitors the pressure of the tire in which the transmitter 10 is located.
When the transmitter 10 does not receive the low frequency wake-up signal, steps S113 to S114 are performed:
s113, the control circuit 13 in the transmitter 10 controls the self-positioning sensing device 12 to detect the acceleration information of the tire, performs gain amplification to obtain corresponding acceleration data,
s114: the transmitter 10 transmits the acquired acceleration data and the tire pressure data detected by the tire pressure sensor 11 to the receiver 20, so that the receiver 20 determines the orientation of the tire where the transmitter 10 is located according to the received acceleration data and monitors the pressure of the tire where the transmitter 10 is located.
The tire pressure monitoring method of the present embodiment uses the transmitter 10 as an execution subject, and please refer to the first flowchart to the third flowchart of the tire pressure monitoring method of the tire pressure monitoring system embodiment of the present application for further steps and contents of the tire pressure monitoring method, which is not described herein again.
The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes performed by the present specification and drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (13)
1. A tire pressure monitoring system, comprising:
the system comprises a plurality of transmitters, a controller and a control circuit, wherein the transmitters are respectively arranged on each tire of a vehicle, each transmitter is internally provided with a tire pressure sensor for detecting the pressure of the tire, a self-positioning sensing device for detecting the position of the tire and the control circuit, and the tire pressure sensor and the self-positioning sensing device are respectively connected with the control circuit;
the receiver is arranged on the vehicle main body, wherein a low-frequency signal transmitter is arranged in the receiver and used for transmitting a low-frequency wake-up signal, and a low-frequency signal receiver is correspondingly arranged in any transmitter and used for receiving the low-frequency wake-up signal;
when any transmitter receives the low-frequency wake-up signal, the transmitter transmits the tire pressure data detected by the tire pressure sensor to the receiver so that the receiver monitors the pressure of the tire where the transmitter is located;
when any transmitter does not receive the low-frequency wake-up signal, the control circuit in the transmitter controls the self-positioning sensing device to detect the acceleration information of the tire where the transmitter is located, gain amplification is carried out to obtain corresponding acceleration data, the obtained acceleration data and the tire pressure data detected by the tire pressure sensor are transmitted to the receiver, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data, and monitors the pressure of the tire where the transmitter is located;
the self-positioning sensing device comprises:
the first sensor is connected with the control circuit to detect the acceleration of the tire in the centrifugal direction;
the second sensor is connected with the control circuit to detect the tangential direction acceleration of the tire;
wherein, after the first sensor detects that the average value of the centrifugal direction acceleration of the tire is larger than a preset threshold value and is in a stable state,
when the first sensor detects that the acceleration in the centrifugal direction is at the minimum value, the control circuit controls the second sensor to continuously sample in a first time period to acquire first acceleration information in the tangential direction of the tire, and performs gain processing on the first acceleration information to acquire corresponding first acceleration data;
when the first sensor detects that the acceleration in the centrifugal direction is at the maximum value, the control circuit controls the second sensor to continuously sample and acquire second acceleration information in the tangential direction of the tire in a second time period, and performs gain processing on the second acceleration information to acquire corresponding second acceleration data;
wherein the acceleration data sent by any one of the transmitters comprises the first acceleration data and the second acceleration data.
2. The tire pressure monitoring system according to claim 1, wherein the receiver determines whether the tire in which the transmitter is located is a left tire or a right tire according to the first acceleration data and the second acceleration data transmitted by any one of the transmitters; and determining whether the tire where the transmitter is located is a front tire or a rear tire according to the received signal strength of the first acceleration data and/or the second acceleration data.
3. The tire pressure monitoring system according to claim 2, wherein when the first acceleration data transmitted by any one of the transmitters is greater than the second acceleration data, the receiver determines that the tire in which the transmitter is located is a left tire; and when the first acceleration data sent by any one transmitter is smaller than the second acceleration data, the receiver determines that the tire where the transmitter is located is a right tire.
4. The tire pressure monitoring system of claim 1, wherein the first period of time is no greater than the time it takes for the tire to rotate 1/2 revolutions from when the first sensor detects that the centrifugal directional acceleration of the tire is at a minimum; the second time period is not more than the time consumed by the first sensor to detect that the centrifugal direction acceleration of the tire is the maximum value until the tire rotates 1/2 circles.
5. The tire pressure monitoring system of claim 1, wherein the first period of time is the time elapsed for the tire to rotate 1/4 revolutions from when the first sensor detects that the centrifugal directional acceleration of the tire is at a minimum; the second time period is the time consumed by the first sensor to detect that the centrifugal acceleration of the tire is the maximum value until the tire rotates 1/4 circles.
6. The tire pressure monitoring system of claim 1, wherein the control circuit comprises: the sensor comprises a data selector, a differential operational amplifier and a microcontroller, wherein the first sensor and the second sensor are connected to the differential operational amplifier through the data selector and are connected to the microcontroller through the differential operational amplifier;
the first acceleration information of the tire in the tangential direction, which is obtained by continuously sampling by the second sensor in the first time period, is input to the differential operational amplifier through the data selector, the differential operational amplifier works under a first gain to calculate first acceleration information after corresponding gain, and the microcontroller receives the first acceleration information after the gain, which is transmitted from the differential operational amplifier, and obtains the actual acceleration of the tire in the tangential direction according to the value of the first gain and the first acceleration information after the gain to serve as the first acceleration data;
and the second acceleration information of the tire in the tangential direction, which is continuously sampled and acquired by the second sensor in the second time period, is input to the differential operational amplifier through the data selector, the differential operational amplifier works under a second gain to calculate corresponding second acceleration information after the gain, and the microcontroller receives the second acceleration information after the gain transmitted from the differential operational amplifier and acquires the actual acceleration of the tire in the tangential direction according to the value of the second gain and the second acceleration information after the gain to serve as the second acceleration data.
7. A transmitter, provided on each tire of a vehicle, comprising:
the tire pressure sensor comprises a control circuit, a tire pressure sensor, a self-positioning sensing device and a low-frequency signal receiver;
the control circuit is respectively connected with the tire pressure sensor, the self-positioning sensing device and the low-frequency signal receiver;
the low-frequency signal receiver is used for receiving a low-frequency wake-up signal;
the tire pressure sensor is used for detecting the pressure of the tire;
the self-positioning sensing device is used for detecting the acceleration information of the tire where the low-frequency signal receiver is located when the low-frequency signal receiver does not receive the low-frequency wake-up signal, and performing gain amplification processing to obtain corresponding acceleration data;
the control circuit is used for controlling to transmit the tire pressure data detected by the tire pressure sensor to the receiver when the low-frequency signal receiver receives a low-frequency wake-up signal, and controlling to transmit the acceleration data and the tire pressure data detected by the tire pressure sensor to the receiver when the low-frequency signal receiver does not receive the low-frequency wake-up signal, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data and monitors the pressure of the tire where the transmitter is located;
the self-positioning sensing device comprises:
a first sensor and a second sensor;
the first sensor and the second sensor are respectively connected with the control circuit;
the first sensor is used for detecting the acceleration of the tire in the centrifugal direction;
the second sensor is used for detecting the tangential direction acceleration of the tire;
after the first sensor detects that the average value of the centrifugal direction acceleration of the tire is larger than a preset threshold value and is in a stable state, when the first sensor detects that the centrifugal direction acceleration is in a minimum value, the control circuit controls the second sensor to continuously sample in a first time period to obtain first acceleration information of the tangential direction of the tire, and gain processing is carried out on the first acceleration information to obtain corresponding first acceleration data;
when the first sensor detects that the acceleration in the centrifugal direction is at the maximum value, the control circuit controls the second sensor to continuously sample and acquire second acceleration information in the tangential direction of the tire in a second time period, and performs gain processing on the second acceleration information to acquire corresponding second acceleration data;
wherein the acceleration data comprises the first acceleration data and the second acceleration data.
8. The transmitter of claim 7, wherein the control circuit comprises:
the device comprises a data selector, a differential operational amplifier and a microcontroller;
the first sensor and the second sensor are connected to the differential operational amplifier through the data selector and are connected to the microcontroller through the differential operational amplifier;
the first acceleration information of the tire in the tangential direction, which is obtained by continuously sampling by the second sensor in a first time period, is input to the differential operational amplifier through the data selector, the differential operational amplifier works under a first gain to calculate first acceleration information after corresponding gain, and the microcontroller receives the first acceleration information after the gain, which is transmitted from the differential operational amplifier, and obtains the actual acceleration of the tire in the tangential direction according to the value of the first gain and the first acceleration information after the gain to serve as the first acceleration data;
and the microcontroller receives the second acceleration information after the gain transmitted from the differential operational amplifier and acquires the actual tangential direction acceleration of the tire according to the value of the second gain and the second acceleration information after the gain to serve as the second acceleration data.
9. The transmitter of claim 7, wherein said first period of time is the time elapsed for said tire to rotate 1/4 revolutions from when said first sensor detects that said centrifugal directional acceleration of said tire is at a minimum; the second time period is the time consumed by the first sensor to detect that the centrifugal acceleration of the tire is the maximum value until the tire rotates 1/4 circles.
10. A tire pressure monitoring method, wherein a transmitter comprises: the tire pressure monitoring device comprises a control circuit, a tire pressure sensor, a self-positioning sensing device and a low-frequency signal receiver, wherein the control circuit is respectively connected with the tire pressure sensor, the self-positioning sensing device and the low-frequency signal receiver;
the transmitter judges whether a low-frequency wake-up signal is received or not;
when the transmitter receives the low-frequency wake-up signal, the transmitter transmits the tire pressure data detected by the tire pressure sensor in the transmitter to the receiver so that the receiver monitors the pressure of the tire where the transmitter is located;
when the transmitter does not receive the low-frequency wake-up signal, a control circuit in the transmitter controls a self-positioning sensing device to detect acceleration information of a tire where the transmitter is located, gain amplification is carried out to obtain corresponding acceleration data, the obtained acceleration data and tire pressure data detected by a tire pressure sensor are sent to a receiver, so that the receiver determines the direction of the tire where the transmitter is located according to the received acceleration data, and the pressure of the tire where the transmitter is located is monitored;
the self-positioning sensing device comprises: the first sensor and the second sensor are respectively connected with the control circuit, the first sensor is used for detecting the acceleration of the tire in the centrifugal direction, and the second sensor is used for detecting the acceleration of the tire in the tangential direction;
wherein, the control circuit in the transmitter controls the self-align sensing device to detect the acceleration information of its place tire, carries out gain amplification processing in order to obtain corresponding acceleration data, and with the acceleration data that obtain with the step that the tire pressure data that the tire pressure sensor detected send to the receiver, further includes:
after detecting that the average value of the centrifugal direction acceleration of the tire detected by the first sensor is larger than a preset threshold value and is in a stable state,
when the first sensor detects that the acceleration in the centrifugal direction is at the minimum value, the control circuit controls the second sensor to continuously sample in a first time period to acquire first acceleration information in the tangential direction of the tire, and performs gain processing on the first acceleration information to acquire corresponding first acceleration data;
when the first sensor detects that the acceleration in the centrifugal direction is at the maximum value, the control circuit controls the second sensor to continuously sample and acquire second acceleration information in the tangential direction of the tire in a second time period, and performs gain processing on the second acceleration information to acquire corresponding second acceleration data;
wherein the acceleration data sent by any one of the transmitters comprises the first acceleration data and the second acceleration data.
11. The tire pressure monitoring method according to claim 10, wherein the first period of time is not greater than the time it takes for the tire to rotate 1/2 revolutions from when the first sensor detects that the centrifugal directional acceleration of the tire is at a minimum; the second time period is not more than the time consumed by the first sensor to detect that the centrifugal direction acceleration of the tire is the maximum value until the tire rotates 1/2 circles.
12. The tire pressure monitoring method according to claim 10, wherein the first period of time is a time taken for the tire to rotate 1/4 revolutions from when the first sensor detects that the centrifugal directional acceleration of the tire is at a minimum; the second time period is the time consumed by the first sensor to detect that the centrifugal acceleration of the tire is the maximum value until the tire rotates 1/4 circles.
13. The tire pressure monitoring method according to claim 10, wherein the control circuit includes: the sensor comprises a data selector, a differential operational amplifier and a microcontroller, wherein the first sensor and the second sensor are connected to the differential operational amplifier through the data selector and are connected to the microcontroller through the differential operational amplifier;
when the first sensor detects that the centrifugal direction acceleration is at the minimum value, the control circuit controls the second sensor to continuously sample and acquire first acceleration information of the tangential direction of the tire in a first time period, and performs gain processing on the first acceleration information to obtain corresponding first acceleration data, further comprising:
when the first sensor detects that the acceleration in the centrifugal direction is at the minimum value, the control circuit controls the second sensor to be started, so that the second sensor continuously samples in a first time period to acquire first acceleration information in the tangential direction of the tire;
inputting the sampled first acceleration information to the differential operational amplifier through a data selector, and calculating under the working first gain of the differential operational amplifier to obtain corresponding gained first acceleration information;
the microcontroller receives the first gained acceleration information transmitted from the differential operational amplifier, and obtains the actual tangential direction acceleration of the tire according to the value of the first gain and the first gained acceleration information to be used as the first acceleration data;
when the first sensor detects that the acceleration in the centrifugal direction is at the maximum value, the control circuit controls the second sensor to continuously sample and acquire second acceleration information in the tangential direction of the tire in a second time period, and performs gain processing on the second acceleration information to obtain corresponding second acceleration data, further comprising:
when the first sensor detects that the acceleration in the centrifugal direction is at the maximum value, the control circuit controls the second sensor to be started, so that the second sensor continuously samples in a second time period to acquire second acceleration information in the tangential direction of the tire;
inputting the sampled second acceleration information to the differential operational amplifier through a data selector, and calculating under the working second gain of the differential operational amplifier to obtain corresponding gained second acceleration information;
and the microcontroller receives the second gained acceleration information transmitted from the differential operational amplifier, and acquires the actual tangential direction acceleration of the tire according to the value of the second gain and the second gained acceleration information to serve as the second acceleration data.
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| CN112504548A (en) * | 2019-08-23 | 2021-03-16 | 武汉杰开科技有限公司 | Composite sensor, processing method thereof and TPMS chip |
| CN113799552A (en) * | 2020-06-16 | 2021-12-17 | 武汉杰开科技有限公司 | Left and right wheel positioning method, tire pressure monitoring chip and system and related device |
| CN113071270B (en) * | 2021-03-22 | 2023-02-28 | 深圳市道通科技股份有限公司 | Detection system, method, device, electronic equipment and computer readable storage medium |
| US11872853B2 (en) * | 2021-06-01 | 2024-01-16 | Infineon Technologies Ag | Selective activation of tire pressure monitoring system (TPMS) sensor modules for radio-frequency (RF) communication using directional RF beams |
| CN114619808A (en) * | 2022-01-20 | 2022-06-14 | 武汉杰开科技有限公司 | Front and rear wheel positioning method, tire pressure monitoring device and system |
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| CN103770583A (en) * | 2014-01-14 | 2014-05-07 | 深圳市豪恩汽车电子装备有限公司 | Automatic positioning device of tire pressure sensor and positioning method thereof |
| CN105774426A (en) * | 2014-12-25 | 2016-07-20 | 橙的电子股份有限公司 | Localizable wireless tire pressure detection device, system and location method thereof |
| CN106864183A (en) * | 2017-01-20 | 2017-06-20 | 杰发科技（合肥）有限公司 | Tire method for self-locating and device, tire pressure monitoring system |
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