CN113022234A

CN113022234A - Double-row tire positioning method, tire pressure monitoring method and related equipment

Info

Publication number: CN113022234A
Application number: CN202110297991.4A
Authority: CN
Inventors: 曾锋
Original assignee: Autel Intelligent Technology Corp Ltd
Current assignee: Autel Intelligent Technology Corp Ltd
Priority date: 2021-03-19
Filing date: 2021-03-19
Publication date: 2021-06-25
Anticipated expiration: 2041-03-19
Also published as: CN113022234B

Abstract

The embodiment of the invention relates to the technical field of automobile detection, and discloses a double-row tire positioning method, which comprises the following steps: acquiring first acceleration waveform data of a target tire in a first direction; when the first acceleration waveform data meet a preset waveform condition, determining a first target sampling interval and a second target sampling interval according to the first acceleration waveform data; acquiring angle information of a plurality of preset wheel speed sensors in a first target sampling interval; respectively determining whether the angle information of each preset wheel speed sensor meets a preset angle condition; acquiring mounting positions of wheel speed sensors meeting angle conditions as front, rear, left and right positions of a target tire; acquiring second acceleration waveform data of the target tire in a second direction in a second target sampling interval; and determining the positions of the inner wheel and the outer wheel of the target tire according to the monotonicity, the front, the rear, the left and the right of the second acceleration waveform data in the target sampling interval. Through the mode, the positioning cost of the double-row tires is reduced.

Description

Double-row tire positioning method, tire pressure monitoring method and related equipment

Technical Field

The embodiment of the invention relates to the technical field of automobile detection systems, in particular to a double-row tire positioning method, a tire pressure monitoring method and related equipment.

Background

The current automatic positioning scheme for double rows of tires generally comprises: the method is completed based On a special Tire Pressure tool, and the Tire Pressure sensor identification and the position thereof are written into a TPMS (Tire Pressure Monitoring System) ECU (Electronic Control Unit) through an OBD (On-Board Diagnostic) interface, and has the problems that the method needs a professional maintenance worker to use a tool to write the Tire Pressure sensor identification and the position into the TPMS ECU, the operation threshold is high, and a general vehicle owner cannot complete the positioning by himself.

Or based on the low frequency exciter to carry out the low frequency location, install a plurality of low frequency exciters that can activate the tire pressure sensor on the car, when the vehicle ignition starts, through appointed low frequency exciter activation appointed tire in the sensor to reach the purpose of tire location, its problem lies in: the installation of the low frequency exciter and its wiring therefore also increases the manufacturing costs of the car factory.

In conclusion, the double-row wheel positioning method in the prior art has the problem of higher cost.

Disclosure of Invention

In view of the above problems, embodiments of the present invention provide a double-row tire positioning method, a tire pressure monitoring method, and related devices, so as to solve the problem in the prior art that the positioning cost of a double-row tire is high.

According to an aspect of an embodiment of the present invention, there is provided a double-row tire positioning method, the method including:

acquiring first acceleration waveform data of a target tire in a first direction; the first direction is a tangential acceleration direction or a normal acceleration direction;

determining whether the first acceleration waveform data meets a preset waveform condition;

when the first acceleration waveform data meet the preset waveform condition, determining a first target sampling interval and a second target sampling interval according to the first acceleration waveform data;

acquiring angle information of a plurality of preset wheel speed sensors in the first target sampling interval;

respectively determining whether the angle information of each preset wheel speed sensor meets a preset angle condition;

determining the wheel speed sensor meeting the angle condition as a target wheel speed sensor, acquiring the installation position of the target wheel speed sensor, and determining the front, rear, left and right position information of the target tire according to the installation position;

acquiring second acceleration waveform data of the target tire in a second direction within the second target sampling interval, wherein the second direction is a normal acceleration direction or a tangential acceleration direction;

analyzing monotonicity information of the second acceleration waveform data in the target sampling interval;

and determining the position information of the inner wheel and the outer wheel of the target tire according to the monotonicity information and the front, back, left and right position information.

In an optional manner, the method further comprises:

determining whether the first acceleration waveform data meets a preset acceleration threshold;

when the first acceleration waveform data meets the acceleration threshold, determining whether the first acceleration waveform data changes periodically;

and when the first acceleration waveform data is in periodic variation, determining that the first acceleration waveform data meets the preset acceleration waveform condition.

In an optional manner, the method further comprises:

determining a peak or a trough of the first acceleration waveform data as a periodic reference point;

and determining the first target sampling interval and the second target sampling interval according to the periodic reference point.

In an optional manner, the method further comprises:

determining a period T of the first acceleration waveform data;

the first target sampling interval comprises a plurality of time points which are away from the period reference point PT by length; p is a natural number.

In an optional manner, the method further comprises:

when the periodic reference point is a peak, the second target sampling interval is in a first reference interval; the first reference interval is an interval from a time point distant from the period reference point 1/4T + MT length to a time point of the period reference point 3/4T + MT length; m is a natural number;

when the periodic reference point is a trough, the second target sampling interval is within a second reference interval; the second reference interval is an interval from a time point distant from the period reference point 3/4T + NT by a length to a time point of the period reference point 1/4T + (N +1) T by a length, and N is a natural number.

In an optional manner, the method further comprises:

respectively determining sampling angle data at each time point which is within a first target sampling interval and is away from the length of the periodic reference point PT aiming at each preset wheel speed sensor;

calculating the angular change rate of each wheel speed sensor in the first target sampling interval according to the sampling angle data;

and when the angle change rate meets a preset change rate threshold value, determining that the angle information meets the angle condition.

In an alternative mode, when the first direction is a tangential acceleration direction and the second direction is a normal acceleration direction, and the target tire is a left rear wheel, the method further includes:

determining that the target tire is a left rear inner wheel when the second acceleration waveform data monotonically decreases within the second target sampling interval;

determining that the target tire is a left rear outer wheel when the second acceleration waveform data monotonically increases over the second target sampling interval.

In an alternative mode, when the first direction is a tangential acceleration direction and the second direction is a normal acceleration direction, and the target tire is a right rear wheel, the method further includes:

when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is a right rear outer wheel;

and when the second acceleration waveform data monotonically increases within the second target sampling interval, determining that the target tire is the right inner rear wheel.

In an alternative mode, when the first direction is a normal acceleration direction and the second direction is a tangential acceleration direction, and the target tire is a left rear wheel, the method further includes:

determining the target tire to be a left rear inner wheel when the second acceleration waveform data monotonically increases over the second target sampling interval;

and when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is a left rear outer wheel.

In an alternative mode, when the first direction is a normal acceleration direction and the second direction is a tangential acceleration direction, and the target tire is a right rear wheel, the method further includes:

determining that the target tire is a right rear outer wheel when the second acceleration waveform data monotonically increases within the second target sampling interval;

and when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is the right rear inner wheel.

In an optional manner, the method further comprises:

determining parking time according to the first acceleration waveform data;

determining whether the parking time is greater than a preset parking time threshold value;

and when the parking duration is greater than a preset parking duration threshold, determining whether the first acceleration waveform data meets the acceleration threshold.

According to another aspect of the embodiments of the present invention, there is provided a double-row tire positioning device including:

the device comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring first acceleration waveform data of a target tire in a first direction; the first direction is a tangential acceleration direction or a normal acceleration direction;

the first determining module is used for determining whether the first acceleration waveform data meets a preset waveform condition;

the second determining module is used for determining a first target sampling interval and a second target sampling interval according to the first acceleration waveform data when the first acceleration waveform data meets the preset waveform condition;

the second acquisition module is used for acquiring the angle information of a plurality of preset wheel speed sensors in the first target sampling interval;

the third determining module is used for respectively determining whether the angle information of each preset wheel speed sensor meets a preset angle condition;

the fourth determining module is used for determining the wheel speed sensor meeting the angle condition as a target wheel speed sensor, acquiring the installation position of the target wheel speed sensor, and determining the front, rear, left and right position information of the target tire according to the installation position;

the third acquisition module is used for acquiring second acceleration waveform data of the target tire in a second direction within the second target sampling interval, wherein the second direction is a normal acceleration direction or a tangential acceleration direction;

the analysis module is used for analyzing monotonicity information of the second acceleration waveform data in the target sampling interval;

and the fifth determining module is used for determining the position information of the inner wheel and the outer wheel of the target tire according to the monotonicity information and the front, back, left and right position information.

According to another aspect of the embodiments of the present invention, there is provided a tire pressure monitoring method, including the double-row tire positioning method in any of the foregoing embodiments.

According to another aspect of the embodiments of the present invention, there is provided a tire pressure monitoring device including the dual-row tire positioning device in the foregoing embodiments.

According to another aspect of an embodiment of the present invention, there is provided a double-row tire positioning apparatus including: the system comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete mutual communication through the communication bus;

the memory is configured to store at least one executable instruction that causes the processor to perform the operations of the dual bank tire positioning method of any of the preceding embodiments.

According to another aspect of embodiments of the present invention, there is provided a computer-readable storage medium having stored therein at least one executable instruction that, when run on a dual-bank tire positioning apparatus, causes the dual-bank tire positioning apparatus to perform the operations of the dual-bank tire positioning method as described in any one of the foregoing embodiments.

The embodiment of the invention firstly obtains first acceleration waveform data of a target tire in a first direction; the first direction is a tangential acceleration direction or a normal acceleration direction, and whether the first acceleration waveform data meets a preset waveform condition is determined. And then when the first acceleration waveform data meet a preset waveform condition, determining a first target sampling interval and a second target sampling interval according to the first acceleration waveform data. On one hand, angle information of a plurality of preset wheel speed sensors in a first target sampling interval is obtained, and then whether the angle information of each preset wheel speed sensor meets a preset angle condition is determined respectively. The mounting position of the wheel speed sensor satisfying the angle condition is determined as front, rear, left and right position information of the target tire. On the other hand, second acceleration waveform data of the target tire in a second direction in a second target sampling interval is obtained, wherein the second direction is a normal acceleration direction or a tangential acceleration direction; analyzing monotonicity information of the second acceleration waveform data in a target sampling interval; and finally, determining the position information of the inner wheel and the outer wheel of the target tire according to the monotonicity information and the front, back, left and right position information.

Different from the method for calibrating the position of the tire by using a special tool or positioning the tire by installing a plurality of low-frequency triggers in the prior art, the embodiment of the invention determines that the target tire reaches the first target sampling interval and the second target sampling interval of the preset motion state through the first acceleration waveform data, acquires the second acceleration waveform data of the target tire in the second direction in the first target sampling interval to perform monotonicity analysis, and acquires the angle change information of each preset wheel speed sensor in the second target sampling interval to perform analysis, so that the positioning of the target tire is finally realized, and the problem of high positioning cost of double rows of tires can be solved without additionally arranging additional devices or operating by professionals.

The foregoing description is only an overview of the technical solutions of the embodiments of the present invention, and the embodiments of the present invention can be implemented according to the content of the description in order to make the technical means of the embodiments of the present invention more clearly understood, and the detailed description of the present invention is provided below in order to make the foregoing and other objects, features, and advantages of the embodiments of the present invention more clearly understandable.

Drawings

The drawings are only for purposes of illustrating embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:

FIG. 1 is a schematic flow chart illustrating a method for dual-row tire positioning according to an embodiment of the present invention;

fig. 2 is a schematic diagram illustrating first acceleration waveform data and second acceleration waveform data provided by an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a double-row tire positioning device provided by an embodiment of the present invention;

fig. 4 is a schematic structural diagram illustrating a double-row tire positioning apparatus according to an embodiment of the present invention.

Detailed Description

Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein.

Fig. 1 shows a flowchart of a dual-row Tire positioning method provided by an embodiment of the present invention, which is performed by a Tire Pressure Monitoring System (TPMS) based device. The TPMS equipment comprises a tire pressure sensor, a wheel speed sensor, an ABS (Anti-lock Braking System) control module, a communication module and a processing module.

The tire pressure sensor is arranged at preset positions of hubs or rims and the like of inner tires and outer tires of the double-row wheels, and is used for acquiring first sensing data of acceleration, tire pressure and the like of a target tire and sending the first sensing data to the communication module. One for each tire pressure sensor.

The number of the wheel speed sensors is four, the wheel speed sensors are respectively installed on the target vehicle, correspond to positions corresponding to the left front double-row wheel, the right front double-row wheel, the left rear double-row wheel and the right rear double-row wheel of the target vehicle, and are used for detecting second sensing data such as gear rotating speed and angle information of tires of the target vehicle at the four positions and sending the second sensing data to the ABS control module. The tires corresponding to the same front, rear, left and right positions are the same as the second sensing data corresponding to the left rear inner wheel and the left rear outer wheel which both correspond to the left rear wheel position.

The ABS control module is used for receiving second sensing data sent by each wheel speed sensor and sending the second sensing data to the processing module.

The communication module is used for receiving first sensing data sent by the tire pressure sensor and sending the first sensing data to the processing module.

The processing module is used for processing the first sensing data and the second sensing data to obtain a tire positioning result, and sending the tire positioning result to an instrument or a central control of the target vehicle through the communication module.

The communication module may include a Radio Frequency (RF) receiving antenna, and the processing module may include an Electronic Control Unit (ECU), i.e., a vehicle computer.

As shown in fig. 1, the method comprises the steps of:

step 102: first acceleration waveform data of a target tire in a first direction is acquired.

Wherein, the target tire is an inner tire or an outer tire of any one double-row wheel.

In the embodiment of the present invention, the first acceleration waveform data is obtained in real time by the tire pressure sensor in the aforementioned TPMS device. The tire pressure sensor rotates along with the rotation of the target tire, and the stress of the tire pressure sensor changes regularly when the target vehicle runs.

It should be noted that the installation direction of the tire pressure sensor on the target tire is related to the position of the target tire, as in one embodiment of the present invention, in terms of the rear wheel of the six-wheel drive truck, the left rear wheel includes a left rear inner wheel and a left rear outer wheel, and the right rear wheel includes a right rear inner wheel and a right rear outer wheel, wherein the air valves of the tire pressure sensors on the left rear inner wheel and the right rear outer wheel are installed towards the right, and the air valves of the tire pressure sensors on the left rear outer wheel and the right rear inner wheel are installed towards the left. That is, in the case of a tandem wheel, the valve of the tire pressure sensor on the inner wheel thereof is oriented in the opposite direction to the left and right position of the tire, and the valve of the tire pressure sensor on the outer wheel thereof is oriented in the same direction as the left and right position of the tire.

In the embodiment of the present invention, the first direction may be a tangential acceleration direction or a normal acceleration direction. The tangential acceleration is influenced by the acceleration and deceleration of gravity and the target vehicle, and the normal acceleration is also called centripetal acceleration and is influenced by the gravity and the running speed of the target vehicle. When the rotating speeds of the target tires are the same, the normal acceleration has the smallest value when the tire pressure sensor moves to the highest point of the target tire and the largest value when the tire pressure sensor moves to the lowest point of the target tire, and the tangential acceleration has the smallest force in the same direction with the gravity and the largest force when the tire pressure sensor moves to the left end and the right end of the target tire and the direction opposite to the gravity.

After the tire pressure sensor moves to the highest point or the lowest point of the target tire, the tire pressure sensor moves to the left end or the right end of the target tire along with the tire pressure sensor through the rotation of the target tire in a quarter cycle, and it can be known that the phase difference exists between the change of the normal acceleration and the change of the tangential acceleration of the target tire in the quarter cycle, and the front-back relationship between the phases of the normal acceleration and the tangential acceleration of the left wheel and the right wheel is opposite.

In one embodiment of the invention, the first direction is preferred to the tangential acceleration direction because: on one hand, the tangential acceleration change of the target vehicle is small when the target vehicle runs, so that the noise of acceleration waveform data in the tangential acceleration direction is low, the tangential acceleration can be used as a reference to compare the waveform change, and meanwhile, the searching for the starting point of the periodic change in the tangential acceleration direction is relatively convenient. On the other hand, the normal acceleration shakes more when the target vehicle runs, the requirement on a filtering algorithm is higher, otherwise, the measurement of a periodically changed starting point in the direction is not accurate enough, and the efficiency of subsequent tire positioning is influenced.

Step 104: determining whether the first acceleration waveform data meets a preset waveform condition.

In one embodiment of the present invention, the preset waveform condition may include two aspects, on one hand, that the acceleration value is greater than a certain value, indicating that the target vehicle has started, and on the other hand, that the acceleration waveform changes periodically, indicating that the target vehicle enters a normal driving phase.

After the target vehicle enters a normal driving stage, on one hand, the acceleration waveform of the tire pressure sensor of the target tire in the tangential acceleration direction and the acceleration waveform in the normal acceleration direction have a fixed phase difference, so that the installation orientation of the valve of the tire pressure sensor on the target tire can be determined. On the other hand, every time the target tire rotates to a preset angle (corresponding to the characteristic point of the first acceleration waveform data, such as a peak or a trough), the tire gear angle collected by the wheel speed sensors installed at the front, rear, left and right positions of the target tire is kept unchanged, while the tire gear angle collected by the wheel speed sensors at the other positions is continuously changed, so that the tire positioning can be performed by combining the above two aspects.

In one embodiment of the present invention, step 104 further comprises: determining whether the first acceleration waveform data meets a preset acceleration threshold. The preset acceleration threshold is the average acceleration value of the target vehicle from standstill to start. When the first acceleration waveform data meets the acceleration threshold, determining whether the first acceleration waveform data changes periodically. The periodic variation is embodied as that two wave crests and wave troughs appear continuously on the acceleration waveform. The peak may be determined such that the acceleration before the point is increased and the acceleration after the point is decreased, and the valley may be determined such that the acceleration after the point is decreased and the acceleration after the point is increased.

Specifically, each time a peak is collected, the time from the beginning of sampling to the appearance of the peak is recorded, the time interval between two consecutive peaks is a first interval, the time interval between a third peak and a second peak is calculated as a second interval, and when the first interval and the second interval tend to be the same, it is indicated that the target vehicle has performed a uniform motion state. Meanwhile, in order to avoid acquiring too many noise signals and influencing the judgment of the wave crest and the wave trough, in another embodiment of the present invention, the sampling frequency of the first acceleration waveform data may be determined according to the gear rotation frequency of the target tire sent back by the wheel speed sensor, for example, when the gear rotation frequency of the target tire is 200 hz, the sampling frequency may be set to 100 hz, so as to ensure that too many burr interference signals when the vehicle is started cannot be acquired due to too dense sampling. And when the first acceleration waveform data is in periodic variation, determining that the first acceleration waveform data meets the preset acceleration waveform condition.

It should be noted that, in consideration of power consumption in frequently performing tire positioning in a short time, in still another embodiment of the present invention, the target tire may be positioned again when it is determined that the target vehicle is stopped for a certain period of time and then started again. In still another embodiment of the present invention, before determining whether the first acceleration waveform data satisfies the acceleration threshold, the method may further include:

and determining the parking time according to the first acceleration waveform data. And determining the time length of the first acceleration waveform data smaller than a preset starting threshold value as the parking time length. And determining whether the parking time is greater than a preset parking time threshold value. The preset stop time threshold may be 10 minutes or 15 minutes, and it is not necessary to perform the tire positioning again in consideration that the tire position is not generally changed in a short time.

And when the parking duration is greater than a preset parking duration threshold, determining whether the first acceleration waveform data meets the acceleration threshold. And starting the tire positioning process again only when the parking time of the target vehicle is greater than the preset parking time threshold value.

Step 106: and when the first acceleration waveform data meet the preset waveform condition, determining a first target sampling interval and a second target sampling interval according to the first acceleration waveform data.

On one hand, the first acceleration waveform data is subjected to sine wave transformation when meeting a preset waveform condition, the target tire can be determined to move to a preset angle according to characteristic points such as wave crests or wave troughs of the sine wave, and at the moment, the gear angle acquired by the wheel speed sensor corresponding to the position of the target tire is also a specific value, so that the angle information of the wheel speed sensor at each position can be acquired when the target tire is subjected to preset angles for many times, the wheel speed sensor corresponding to the target tire is determined according to the change condition of the angle information of the wheel speed sensor, and the front, back, left and right positions of the target tire are determined according to the position of the wheel speed sensor. Therefore, the first target sampling interval includes time points when the target tires rotate to a preset angle, such as time points corresponding to a plurality of peaks of the first acceleration waveform data.

On the other hand, according to the analysis of the force variation of the different positions of the target tire during the running of the target vehicle in the aforementioned step 102, the first acceleration waveform data and the second acceleration waveform data have a certain phase relationship when the target vehicle runs normally. Therefore, after determining that the first acceleration waveform data satisfies the preset waveform condition, a feature point (such as a peak or a trough corresponding to the aforementioned preset angle) of the first acceleration waveform data may be determined as a period reference point, and acceleration waveform data in the second direction may be collected according to the period reference point. Therefore, the second target sampling interval corresponds to the sampling point at which the variation of the acceleration waveform data in the second direction has a certain tendency.

Step 106 further comprises: determining a peak or a trough of the first acceleration waveform data as a periodic reference point.

Referring to fig. 2, when 202 in fig. 2 is an acceleration waveform at a tangential acceleration, 204 is an acceleration waveform at a normal acceleration. Wherein, point A is a wave crest and point B is a wave trough.

Referring to the matching relationship between the acceleration waveform information of the tire pressure sensor and the angle information of the wheel speed sensor at the corresponding position when the target tire moves to the preset angle, and the phase relationship between the waveforms of the target tire at the normal acceleration and the tangential acceleration, the process of determining the first target sampling interval includes: determining a period T of the first acceleration waveform data.

The period T may be determined from the interval duration between the peak and the trough of the first acceleration waveform data as 1/2T.

The first target sampling interval comprises a plurality of time points which are away from the period reference point PT by the length; p is a natural number.

Referring to fig. 2, when the period reference point is a point a, the first target sampling interval may be [ T0, T3] (P is 0, 1, respectively), and so on. In order to ensure the positioning accuracy, it may be specified that the first target sampling interval includes a preset number of sampling points, and data corresponding to 20 peaks must be acquired, for example.

The process of determining the second target sampling interval includes:

when the periodic reference point is a peak, the second target sampling interval is in a first reference interval; the first reference interval is an interval from a time point distant from the period reference point 1/4T + MT length to a time point of the period reference point 3/4T + MT length; m is a natural number.

Referring to fig. 2, when the period reference point is a point a, the second target sampling interval may be [ T1, T2] (M is 0), or [ T4, T5] (M is 1), and so on. When the periodic reference point is point B, the second target sampling interval may be [ T4, T5] (N is 0), and other cases are similar and will not be described again.

Step 108: and acquiring angle information of a plurality of preset wheel speed sensors in the first target sampling interval.

The angle information includes the gear angle sent by each wheel speed sensor. May be obtained by the ABS control module in the aforementioned device.

Step 110: and respectively determining whether the angle information of each preset wheel speed sensor meets a preset angle condition.

With reference to the foregoing step 106, the preset angle condition means that the change rate of the angle value corresponding to each time point on the first target sampling interval from the length of the periodic reference point PT is smaller than a preset change rate threshold.

Step 110 further comprises: and respectively determining sampling angle data at each time point which is within the first target sampling interval and is away from the length of the periodic reference point PT aiming at each preset wheel speed sensor.

For example, assume that the sampling angle data of the wheel speed sensor A, B, C, D corresponding to the first target sampling interval (containing 10 sampling time points) are:

A：65、69、62、59、63、62、64、67、66、64

B：1、45、98、34、64、96、22、12、78、29

C：121、21、44、54、46、17、87、84、7、89

D：111、64、127、103、45、23、56、47、94、3

and calculating the angular change rate of each wheel speed sensor in the first target sampling interval according to the sampling angle data.

The calculation of the angular change rate may be to calculate the change rate between the sampling angle data corresponding to each of the wheel speed sensors at every two adjacent sampling time points in the first target sampling interval, respectively, and then to calculate an average value as the angular change rate of each of the wheel speed sensors in the first target sampling interval.

In one embodiment of the present invention, the angular change rates of the respective wheel speed sensors may also be compared laterally, and the wheel speed sensor whose absolute value of the angular change rate is the smallest may be determined as having the angle information satisfying the angle condition.

Step 112: and determining the wheel speed sensor meeting the angle condition as a target wheel speed sensor, acquiring the installation position of the target wheel speed sensor, and determining the front, rear, left and right position information of the target tire according to the installation position.

As described above, the mounting position of the wheel speed sensor is preset and known, and thus the mounting position of the target wheel speed sensor is determined as the front, rear, left, and right positions of the target tire.

Step 114: and acquiring second acceleration waveform data of the target tire in a second direction within the second target sampling interval, wherein the second direction is a normal acceleration direction or a tangential acceleration direction.

Step 116: and analyzing monotonicity information of the second acceleration waveform data in the target sampling interval.

Monotonicity includes monotonous increase, monotonous decrease, or no monotonous increase, where monotonous increase refers to a value of the second acceleration increasing with time. The monotonicity may be determined by calculating a tangential slope of each sampling point of the second acceleration waveform data in the target sampling interval and determining according to the tangential slope.

Step 118: and determining the position information of the inner wheel and the outer wheel of the target tire according to the monotonicity information and the front, back, left and right position information.

The direction of the valve of the target tire can be determined according to monotonicity, and the position information of the inner wheel and the outer wheel of the target tire can be determined by combining the front position, the rear position, the left position and the right position of the target tire.

Wherein determining the orientation of the valve of the target tire according to the monotonicity comprises the following processes: when the first direction is a tangential acceleration direction and the second direction is a normal acceleration direction, and when the second acceleration waveform data monotonically decreases within the second target sampling interval, the valve of the tire pressure sensor on the target tire faces the right; and when the second acceleration waveform data monotonically increases within the second target sampling interval, determining that the valve of the tire pressure sensor on the target tire is facing left.

When the first direction is a normal acceleration direction and the second direction is a tangential acceleration direction, and when the second acceleration waveform data monotonically increases within the second target sampling interval, determining that the valve of the tire pressure sensor on the target tire faces the right; and when the second acceleration waveform data is monotonically decreased within the second target sampling interval, determining that the valve of the tire pressure sensor on the target tire is facing left.

Considering that the valve installation orientations of the inner wheel and the outer wheel in the tandem are opposite, and the valve orientation of the tire pressure sensor on the inner wheel is opposite to the left and right position information of the tire, the valve orientation of the tire pressure sensor on the outer wheel is the same as the left and right position information of the tire. Therefore, the inner and outer wheel information of the target tire can be further determined in combination with the valve orientation and the front-rear left-right positions determined from monotonicity, thereby completing the tire positioning.

In another embodiment of the present invention, the valve orientation may be determined based on monotonicity, the front, rear, left, and right position information may be determined based on the angle information of the wheel speed sensor, and the information may be combined, so that the execution order of the two does not affect the result of tire positioning.

Specifically, in an embodiment where the target vehicle is six-wheel drive, step 118 further comprises:

when the first direction is a tangential acceleration direction, the second direction is a normal acceleration direction, and the target tire is a left rear wheel, step 118 further includes: determining that the target tire is a left rear inner wheel when the second acceleration waveform data monotonically decreases within the second target sampling interval; determining that the target tire is a left rear outer wheel when the second acceleration waveform data monotonically increases over the second target sampling interval.

When the first direction is a tangential acceleration direction, the second direction is a normal acceleration direction, and the target tire is a right rear wheel, step 118 further includes: when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is a right rear outer wheel; and when the second acceleration waveform data monotonically increases within the second target sampling interval, determining that the target tire is the right inner rear wheel.

When the first direction is a normal acceleration direction, the second direction is a tangential acceleration direction, and the target tire is a left rear wheel, step 118 further includes: determining the target tire to be a left rear inner wheel when the second acceleration waveform data monotonically increases over the second target sampling interval; and when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is a left rear outer wheel.

When the first direction is a normal acceleration direction, the second direction is a tangential acceleration direction, and the target tire is a right rear wheel, step 118 further includes: determining that the target tire is a right rear outer wheel when the second acceleration waveform data monotonically increases within the second target sampling interval; and when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is the right rear inner wheel.

As can be seen from this, fig. 2 shows the waveform changes of the first acceleration waveform data and the second acceleration waveform data when the target tire is one of the right front wheel, the right rear outer wheel, and the left rear inner wheel when the first direction is the tangential acceleration direction and the second direction is the normal acceleration direction.

When the target wheel speed sensor corresponding to the target tire is a left rear wheel, the target tire is determined as a left rear inner wheel.

In still another embodiment of the present invention, the positioning may be performed with respect to a spare tire, and since the spare tire is mounted in a trunk and the acceleration change at the time of starting the target vehicle is not detected, when the first acceleration waveform data of the target tire is continuously zero for a certain period of time, it is determined that the target tire is the spare tire.

After the left and right wheel positioning information is obtained by processing according to the tire pressure sensor through the processing module in the TPMS device, the identification information of the tire pressure sensor may be further bound with the left and right wheel positioning information, and the binding result and the tire pressure sensor are further transmitted to the RF receiving device of the target vehicle in the form of an RF data frame.

In yet another embodiment of the present invention, the RF data frame may specifically include the following parts:

an RF preamble for indicating a start of a data frame.

And the synchronous head is used for indicating the starting position of the valid data.

A sensor ID for uniquely indicating an identity of the tire pressure sensor.

Tire pressure information: and the tire pressure detected by the tire pressure sensor is converted according to a preset rule to obtain data.

Tire temperature information: and the tire temperature detected by the tire pressure sensor is converted according to a preset rule to obtain data.

Left, right, front and rear wheel information: the tire pressure sensors arranged on the left front wheel, the left rear outer wheel and the right rear inner wheel send left wheel position information, the tire pressure sensors arranged on the right front wheel and the right rear outer wheel send right wheel position information, and the tire pressure sensors arranged at the spare tire position send no position information.

A status word: the real-time motion state, the air pressure state and the like of the target vehicle are included, and the mode of the tire pressure sensor is indicated, such as: a parking mode, a travel mode, a blow-by mode, etc.

And (4) checking a field: and checking whether the data is valid or not according to the check field through a certain check algorithm, and using the check field for error correction in data transmission.

In still another embodiment of the present invention, there is provided a tire pressure monitoring method including the tire positioning method of any one of the foregoing embodiments.

After the positions of the inner wheel and the outer wheel of the target tire are determined, tire parameter information such as tire pressure, temperature and the like sent by a tire pressure sensor installed on the tire at the corresponding position is acquired, and the use state of each tire is determined according to the tire parameter information for displaying and reminding, so that a driver and the like can know the use condition of the tire in real time.

Wherein determining the usage state of each tire from the tire parameter information may include: and comparing the tire pressure information of the target tire with a preset pressure threshold value, comparing the tire temperature information of the target tire with a preset temperature threshold value, judging whether the target tire has a dangerous condition or not, and giving an alarm through a preset device under the dangerous condition.

In a further embodiment of the present invention, a tire pressure monitoring device is provided, which comprises the tire positioning device of the previous embodiment. The tire pressure monitoring equipment also comprises a display device and an alarm device, and can display and remind the use state of each tire in real time, so that a driver and the like can know the use condition of the tire in real time.

Fig. 3 is a schematic structural diagram of a double-row tire positioning device provided by an embodiment of the invention. As shown in fig. 3, the apparatus 300 includes: a first obtaining module 302, a first determining module 304, a second determining module 306, a second obtaining module 308, a third determining module 310, a fourth determining module 312, a third obtaining module 314, an analyzing module 316, and a fifth determining module 318.

The first acquiring module 302 is configured to acquire first acceleration waveform data of a target tire in a first direction; the first direction is a tangential acceleration direction or a normal acceleration direction;

a first determining module 304, configured to determine whether the first acceleration waveform data meets a preset waveform condition;

a second determining module 306, configured to determine a first target sampling interval and a second target sampling interval according to the first acceleration waveform data when the first acceleration waveform data meets the preset waveform condition;

a second obtaining module 308, configured to obtain angle information of a plurality of preset wheel speed sensors in the first target sampling interval;

a third determining module 310, configured to respectively determine whether the angle information of each of the preset wheel speed sensors meets a preset angle condition;

a fourth determining module 312, configured to determine a wheel speed sensor satisfying the angle condition as a target wheel speed sensor, acquire an installation position of the target wheel speed sensor, and determine front, rear, left, and right position information of the target tire according to the installation position;

a third obtaining module 314, configured to obtain second acceleration waveform data of the target tire in a second direction within the second target sampling interval, where the second direction is a normal acceleration direction or a tangential acceleration direction;

an analysis module 316, configured to analyze monotonicity information of the second acceleration waveform data within the target sampling interval;

a fifth determining module 318, configured to determine the inner and outer wheel position information of the target tire according to the monotonicity information and the front, rear, left, and right position information.

In an alternative manner, the first determining module 304 is further configured to: determining whether the first acceleration waveform data meets a preset acceleration threshold;

In an optional manner, the second determining module 306 is further configured to: determining a peak or a trough of the first acceleration waveform data as a periodic reference point; and determining the first target sampling interval and the second target sampling interval according to the periodic reference point.

In an optional manner, the second determining module 306 is further configured to: determining a period T of the first acceleration waveform data; the first target sampling interval comprises a plurality of time points which are away from the period reference point PT by length; p is a natural number.

In an optional manner, the second determining module 306 is further configured to:

when the periodic reference point is a peak, the second target sampling interval is in a first reference interval; the first reference interval is an interval from a time point distant from the period reference point 1/4T + MT length to a time point of the period reference point 3/4T + MT length; m is a natural number; when the periodic reference point is a trough, the second target sampling interval is within a second reference interval; the second reference interval is an interval from a time point distant from the period reference point 3/4T + NT by a length to a time point of the period reference point 1/4T + (N +1) T by a length, and N is a natural number.

In an alternative manner, the third determining module 310 is further configured to:

respectively determining sampling angle data at each time point which is within a first target sampling interval and is away from the length of the periodic reference point PT aiming at each preset wheel speed sensor; calculating the angular change rate of each wheel speed sensor in the first target sampling interval according to the sampling angle data; and when the angle change rate meets a preset change rate threshold value, determining that the angle information meets the angle condition.

In an alternative manner, when the first direction is a tangential acceleration direction, the second direction is a normal acceleration direction, and the target tire is a left rear wheel, the fifth determining module 318 is further configured to:

determining that the target tire is a left rear inner wheel when the second acceleration waveform data monotonically decreases within the second target sampling interval; determining that the target tire is a left rear outer wheel when the second acceleration waveform data monotonically increases over the second target sampling interval.

In an alternative manner, when the first direction is a tangential acceleration direction, the second direction is a normal acceleration direction, and the target tire is a right rear wheel, the fifth determining module 318 is further configured to: when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is a right rear outer wheel; and when the second acceleration waveform data monotonically increases within the second target sampling interval, determining that the target tire is the right inner rear wheel.

In an alternative manner, when the first direction is a normal acceleration direction, the second direction is a tangential acceleration direction, and the target tire is a left rear wheel, the fifth determining module 318 is further configured to:

determining the target tire to be a left rear inner wheel when the second acceleration waveform data monotonically increases over the second target sampling interval; and when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is a left rear outer wheel.

In an alternative manner, when the first direction is a normal acceleration direction, the second direction is a tangential acceleration direction, and the target tire is a right rear wheel, the fifth determining module 318 is further configured to: determining that the target tire is a right rear outer wheel when the second acceleration waveform data monotonically increases within the second target sampling interval; and when the second acceleration waveform data monotonically decreases within the second target sampling interval, determining that the target tire is the right rear inner wheel.

In an alternative manner, the first determining module 304 is further configured to:

determining parking time according to the first acceleration waveform data; determining whether the parking time is greater than a preset parking time threshold value; and when the parking duration is greater than a preset parking duration threshold, determining whether the first acceleration waveform data meets the acceleration threshold.

The specific implementation process of the double-row tire positioning device provided by the embodiment of the invention is the same as that of the double-row tire positioning method described in any one of the embodiments, and is not described again. According to the double-row tire positioning device, the first target sampling interval and the second target sampling interval when the target tire reaches the preset motion state are determined according to the first acceleration waveform data, the second acceleration waveform data of the target tire in the second direction are collected in the first target sampling interval to perform monotonicity analysis, and the angle change information of each preset wheel speed sensor is collected in the second target sampling interval to perform analysis, so that the positioning of the target tire is finally realized, additional devices or professional operation is not needed, and the problem of high positioning cost of the double-row tire can be solved.

Fig. 4 is a schematic structural diagram of a dual-row tire positioning device according to an embodiment of the present invention, and the specific implementation of the dual-row tire positioning device is not limited in the specific embodiment of the present invention.

As shown in fig. 4, the double row tire positioning apparatus may include: a processor (processor)402, a Communications Interface 404, a memory 406, and a Communications bus 408.

Wherein: the processor 402, communication interface 404, and memory 406 communicate with each other via a communication bus 408. A communication interface 404 for communicating with network elements of other devices, such as clients or other servers. The processor 402, configured to execute the program 410, may specifically execute the relevant steps described above for the dual-row tire positioning method embodiment.

In particular, program 410 may include program code comprising computer-executable instructions. The processor 402 may be a central processing unit CPU or an application Specific Integrated circuit asic or one or more Integrated circuits configured to implement embodiments of the present invention. The dual-row tire positioning device includes one or more processors, which may be the same type of processor, such as one or more CPUs; or may be different types of processors such as one or more CPUs and one or more ASICs. And a memory 406 for storing a program 410. Memory 406 may comprise high-speed RAM memory, and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

The program 410 may be specifically invoked by the processor 402 to cause the dual-bank tire positioning apparatus to perform the operations of the dual-bank tire positioning method in any of the embodiments described above.

The specific implementation process of the double-row tire positioning device provided by the embodiment of the invention is the same as that of the double-row tire positioning method described in any one of the embodiments, and is not described again. According to the double-row tire positioning device, the first target sampling interval and the second target sampling interval when the target tire reaches the preset motion state are determined according to the first acceleration waveform data, the second acceleration waveform data of the target tire in the second direction are collected in the first target sampling interval to conduct monotonicity analysis, the angle change information of each preset wheel speed sensor is collected in the second target sampling interval to conduct analysis, and finally positioning of the target tire is achieved without additional devices or professional operation, so that the problem that the positioning cost of the double-row tire is high can be solved.

An embodiment of the present invention provides a computer-readable storage medium, where the storage medium stores at least one executable instruction, and when the executable instruction runs on a dual-bank tire positioning device, the dual-bank tire positioning device is enabled to execute the dual-bank tire positioning method in any method embodiment described above.

The executable instructions may be specifically configured to cause the dual-bank tire positioning apparatus to perform the operations of the dual-bank tire positioning method in any of the embodiments described above.

The specific implementation process of the computer-readable medium provided by the embodiment of the present invention is the same as the implementation process of the dual-row tire positioning method described in any of the foregoing embodiments, and is not described again. The computer readable medium of the invention determines a first target sampling interval and a second target sampling interval when the target tire reaches a preset motion state according to the first acceleration waveform data, acquires second acceleration waveform data of the target tire in a second direction in the first target sampling interval to perform monotonicity analysis, and acquires angle change information of each preset wheel speed sensor in the second target sampling interval to perform analysis, thereby finally realizing the positioning of the target tire without additional devices or professional operation, and overcoming the problem of higher positioning cost of double rows of tires.

The embodiment of the invention provides a double-row tire positioning device which is used for executing the double-row tire positioning method.

Embodiments of the present invention provide a computer program that can be invoked by a processor to cause a dual-bank tire positioning apparatus to perform the dual-bank tire positioning method in any of the above-described method embodiments.

Embodiments of the present invention provide a computer program product comprising a computer program stored on a computer readable storage medium, the computer program comprising program instructions which, when run on a computer, cause the computer to perform the dual-bank tire positioning method of any of the above-described method embodiments.

The algorithms or displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. Various general purpose systems may also be used with the teachings herein. The required structure for constructing such a system will be apparent from the description above. In addition, embodiments of the present invention are not directed to any particular programming language. It is appreciated that a variety of programming languages may be used to implement the teachings of the present invention as described herein, and any descriptions of specific languages are provided above to disclose the best mode of the invention.

In the description provided herein, numerous specific details are set forth. It is understood, however, that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the invention, various features of the embodiments of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the invention and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be interpreted as reflecting an intention that: that the invention as claimed requires more features than are expressly recited in each claim.

Those skilled in the art will appreciate that the modules in the device in an embodiment may be adaptively changed and disposed in one or more devices different from the embodiment. The modules or units or components of the embodiments may be combined into one module or unit or component, and may be divided into a plurality of sub-modules or sub-units or sub-components. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where at least some of such features and/or processes or elements are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names. The steps in the above embodiments should not be construed as limiting the order of execution unless specified otherwise.

Claims

1. A method of dual-row tire positioning, the method comprising:

2. The method of claim 1, wherein the determining whether the first acceleration waveform data satisfies a preset waveform condition further comprises:

3. The method of claim 2, wherein determining the first target sampling interval and the second target sampling interval from the periodic reference point further comprises:

4. The method of claim 3, wherein determining the first target sampling interval from the periodic reference point further comprises:

determining a period T of the first acceleration waveform data;

5. The method of claim 4, wherein determining the second target sampling interval from the periodic reference point further comprises:

6. The method of claim 4, wherein the respectively determining whether the angle information of each of the preset wheel speed sensors satisfies a preset angle condition further comprises:

7. The method according to claim 4, wherein when the target tire is a left rear wheel when the first direction is a tangential acceleration direction and the second direction is a normal acceleration direction, the determining inner and outer wheel position information of the target tire from the monotonicity information and the front, rear, left, and right position information further comprises:

8. The method according to claim 4, wherein when the first direction is a tangential acceleration direction, the second direction is a normal acceleration direction, and the target tire is a right rear wheel, the determining inner and outer wheel position information of the target tire from the monotonicity information and the front, rear, left, and right position information further comprises:

9. The method of claim 4, wherein when the first direction is a normal acceleration direction and the second direction is a tangential acceleration direction, the target tire is a left rear wheel; the determining the inner and outer wheel position information of the target tire according to the monotonicity information and the front, rear, left and right position information further comprises:

10. The method of claim 4, wherein when the first direction is a normal acceleration direction and the second direction is a tangential acceleration direction, the target tire is a right rear wheel; the determining the inner and outer wheel position information of the target tire according to the monotonicity information and the front, rear, left and right position information further comprises:

11. The method of claim 2, wherein prior to determining whether the first acceleration waveform data meets a preset acceleration threshold, further comprising:

determining parking time according to the first acceleration waveform data;

12. A dual-row tire positioning device, the device comprising:

13. A tire-pressure monitoring method, characterized in that the tire-pressure monitoring method comprises the double row tire positioning method as recited in any one of claims 1 to 11.

14. A tire pressure monitoring device characterized in that it comprises the dual row tire positioning device of claim 12.

15. A double-row tire positioning apparatus, comprising: the system comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete mutual communication through the communication bus;

the memory is configured to store at least one executable instruction that causes the processor to perform the operations of the dual row tire positioning method as recited in any one of claims 1-11.

16. A computer-readable storage medium having stored therein at least one executable instruction that, when run on an dual-row tire positioning apparatus, causes the dual-row tire positioning apparatus to perform the operations of the dual-row tire positioning method as recited in any one of claims 1-11.