CN113022234B

CN113022234B - Double-row tire positioning method, tire pressure monitoring method and related equipment

Info

Publication number: CN113022234B
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: 2023-11-28
Anticipated expiration: 2041-03-19
Also published as: CN113022234A

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 meets 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 preset angle conditions; acquiring the mounting positions of wheel speed sensors meeting the angle conditions as the front, back, left and right positions of a target tire; acquiring second acceleration waveform data of a target tire in a second target sampling interval in a second direction; and determining the inner and outer wheel positions of the target tire according to the monotonicity and the front-back left-right positions of the second acceleration waveform data in the target sampling interval. By the mode, the embodiment of the invention reduces the positioning cost of the double-row tires.

Description

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

Technical Field

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

Background

Current automatic positioning schemes for dual row tires generally include: based On special tire pressure tool completion, tire pressure sensor identification and position thereof are written into a TPMS (Tire Pressure Monitoring System ) ECU (Electronic Control Unit, electronic control unit) through an OBD (On-Board Diagnostic) interface, and the problem is that the method requires professional maintenance personnel to use tools to write the tire pressure sensor identification and position into the TPMS ECU, the operation threshold is high, and the vehicle owner is difficult to complete positioning by oneself generally.

Or the vehicle is provided with a plurality of low-frequency exciters capable of activating the tire pressure sensor based on the low-frequency exciters, and when the vehicle is started in an ignition mode, the sensor in the appointed tire is activated through the appointed low-frequency exciters so as to achieve the purpose of tire positioning, and the problem is that: the installation of the low frequency exciter and its wiring thus increase the manufacturing costs of the vehicle manufacturer.

In summary, 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, the embodiments of the present invention provide a double-row tire positioning method, a tire pressure monitoring method, and related devices, which are used for solving the problem in the prior art that the positioning cost of double-row tires is high.

According to an aspect of an embodiment of the present invention, there is provided a double row tire positioning 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 meets 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 preset angle conditions;

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

In an alternative, the method further comprises:

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

determining whether the first acceleration waveform data is periodically changed when the first acceleration waveform data meets the acceleration threshold value;

and when the first acceleration waveform data is periodically changed, determining that the first acceleration waveform data meets the preset acceleration waveform condition.

In an alternative, the method further comprises:

determining the wave crest or the wave trough of the first acceleration waveform data as a period reference point;

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

In an alternative, 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 with the length from the period reference point PT; p is a natural number.

In an alternative, 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 which is 1/4T+MT length from the period reference point to a time point which is 3/4T+MT length from the period reference point; m is a natural number;

when the periodic reference point is a trough, the second target sampling interval is in a second reference interval; the second reference interval is an interval from a time point 3/4t+nt length from the period reference point to a time point 1/4t+ (n+1) T length from the period reference point, and N is a natural number.

In an alternative, the method further comprises:

determining sampling angle data at time points of each period reference point PT length from each preset wheel speed sensor in a first target sampling interval;

Calculating the angle 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, determining that the angle information meets the angle condition.

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

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

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

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

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

and when the second acceleration waveform data monotonically decreases in 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 and the second direction is a tangential acceleration direction, and the target tire is a right rear wheel, the method further includes:

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

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

In an alternative, the method further comprises:

determining a parking time length according to the first acceleration waveform data;

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

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

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

a first acquisition module 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 or not;

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

the third determining module is used for determining whether the angle information of each preset wheel speed sensor meets preset angle conditions or not;

a fourth determining module, configured to determine a wheel speed sensor that satisfies the angle condition as a target wheel speed sensor, obtain an installation position of the target wheel speed sensor, and determine front-rear left-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 in 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 a fifth determining module, configured to determine the inner and outer wheel position information of the target tire according to the monotonicity information and the front-rear left-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 double row tire positioning device of 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 device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete communication with each other 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 of any of the foregoing embodiments.

According to another aspect of an embodiment 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 row tire positioning apparatus, causes the dual row tire positioning apparatus to perform the operations of the dual row tire positioning method as described in any one of the previous embodiments.

The method comprises the steps of firstly obtaining 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 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. In one aspect, 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 preset angle conditions is determined. The mounting position of the wheel speed sensor satisfying the angle condition is determined as the front-rear-left-right position information of the target tire. On the other hand, second acceleration waveform data of the target tire in a second target sampling interval in a second direction 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 the target sampling interval; and finally, determining the inner and outer wheel position information of the target tire according to the monotonicity information and the front, back, left and right position information.

Different from the method for performing tire position calibration by using a special tool or mounting a plurality of low-frequency triggers for tire positioning in the prior art, the embodiment of the invention determines the first target sampling interval and the second target sampling interval of the target tire reaching 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 for monotonicity analysis, and acquires the angle change information of each preset wheel speed sensor in the second target sampling interval for analysis, thereby finally realizing the positioning of the target tire without additional devices or professional operations, and further solving the problem of higher positioning cost of double-row tires.

The foregoing description is only an overview of the technical solutions of the embodiments of the present invention, and may be implemented according to the content of the specification, so that the technical means of the embodiments of the present invention can be more clearly understood, and the following specific embodiments of the present invention are given for clarity and understanding.

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 designate like parts throughout the figures. In the drawings:

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

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

FIG. 3 is a schematic view showing the structure of a double row tire positioning device according to an embodiment of the present invention;

fig. 4 shows a schematic structural view of a double row tire positioning apparatus provided by 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 present invention are shown in the drawings, it should be understood that the present invention may 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 according to an embodiment of the present invention, which is performed by a TPMS (Tire Pressure Monitoring System ) based apparatus. 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 such as hubs or rims of an inner tire and an outer tire of the double-row tire, and is used for acquiring first sensing data such as acceleration and tire pressure of a target tire and sending the first sensing data to the communication module. One tire pressure sensor for each tire.

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

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 the 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 tire positioning results, and sending the tire positioning results to an instrument or a central control of the target vehicle through the communication module.

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

The target tire is an inner tire or an outer tire of any 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 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, as for 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, in which the air valves of the air pressure sensors on the left rear inner wheel and the right rear outer wheel are installed toward the right, and the air valves of the air pressure sensors on the left rear outer wheel and the right rear inner wheel are installed toward the left, as in one embodiment of the present invention. That is, in the double row wheel, the direction of the air valve of the air pressure sensor on the inner wheel is opposite to the left and right position of the tire, and the direction of the air valve of the air pressure sensor on the outer wheel is the same as the left and right position direction 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 gravity and the acceleration and deceleration of 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 rotation speed of the target tire is the same, the normal acceleration is the smallest when the tire pressure sensor moves to the highest point of the target tire, the lowest point of the tire pressure sensor moves to the target tire, the normal acceleration is the largest, and the tangential acceleration is the smallest when the tire pressure sensor moves to the left end and the right end of the target tire, the stress is the largest when the stress is opposite to the gravity.

When 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 after the rotation of the target tire in a quarter period, and as a result, the normal acceleration of the target tire and the tangential acceleration have a quarter period phase difference, and the front-back relation between the normal acceleration of the left and right wheels and the phase of the tangential acceleration is opposite.

In one embodiment of the invention, the first direction preferentially selects the tangential acceleration direction because: on the one hand, the tangential acceleration of the target vehicle changes less when the target vehicle is traveling, so that the noise of the acceleration waveform data in the tangential acceleration direction is relatively small, and therefore, the tangential acceleration can be used as a reference for waveform change comparison, and meanwhile, the searching of a starting point of periodic change in the tangential acceleration direction is relatively convenient. On the other hand, the normal acceleration can shake more when the target vehicle runs, the requirement on the filtering algorithm is higher, otherwise, the periodic change of the starting point in the direction is not accurately measured, and the efficiency of the subsequent tire positioning is affected.

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 that the acceleration value is greater than a certain value, which indicates that the target vehicle has been started, and that the acceleration waveform periodically changes, which indicates that the target vehicle enters a normal driving stage.

On the other hand, when the target vehicle enters the normal running stage, on the 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 mounting 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 (characteristic points such as peaks and troughs corresponding to the first acceleration waveform data), the tire gear angle acquired by the wheel speed sensor mounted at the front, rear, left and right positions of the target tire is kept unchanged, while the tire gear angles acquired by the preset wheel speed sensors at other positions are constantly changed, so that the tire positioning can be performed in combination of 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 value is an average acceleration value at which the target vehicle is started from rest. When the first acceleration waveform data satisfies the acceleration threshold value, it is determined whether the first acceleration waveform data is periodically changed. The periodic variation is embodied by the continuous appearance of two peaks and troughs in the acceleration waveform. The determination of the wave crest may be that the acceleration before the point is increased, the acceleration after the point is decreased, and the determination of the wave trough may be that the acceleration after the point is decreased, and the acceleration after the point is increased.

Specifically, when a peak is collected each time, recording the time from the start of sampling to the occurrence of the peak, wherein the time interval between two continuous peaks is a first interval, calculating the time interval between a third peak and a second peak as a second interval, and when the first interval and the second interval tend to be the same, indicating that the target vehicle has performed a uniform motion state. Meanwhile, in order to avoid that too many noise signals are collected and influence the judgment of wave crests and wave troughs, in still another embodiment of the invention, the sampling frequency of the first acceleration waveform data can 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 hertz, the sampling frequency can be set to be 100 hertz, so that too many burr interference signals during starting of the automobile can be collected due to too dense sampling. And when the first acceleration waveform data is periodically changed, determining that the first acceleration waveform data meets the preset acceleration waveform condition.

In addition, since the tire positioning is performed frequently in a short time, in still another embodiment of the present invention, the target tire may be repositioned when the vehicle is restarted after it is determined that the target vehicle is stopped for a while. In still another embodiment of the present invention, before determining whether the first acceleration waveform data satisfies the acceleration threshold value, it may further include:

and determining the parking time length according to the first acceleration waveform data. And determining the time length of which the first acceleration waveform data is smaller than a preset starting threshold value as the parking time length. And determining whether the parking time period is greater than a preset parking time period threshold value. The preset parking time period threshold may be 10 minutes or 15 minutes, considering that a change in tire position does not generally occur in a short period of time, and thus tire positioning need not be performed again.

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

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

On the one hand, the first acceleration waveform data is converted into sine waves when the preset waveform condition is met, the target tire can be determined to move to a preset angle according to characteristic points such as peaks or troughs of the sine waves, and at the moment, the gear angle acquired by the wheel speed sensor corresponding to the position of the target tire is a specific value, so that the angle information of the wheel speed sensor at each position can be acquired when the target tire is at the preset angle for a plurality of 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 plurality of target tires rotate to a preset angle, such as time points corresponding to peaks of the plurality of first acceleration waveform data.

On the other hand, according to the analysis of the stress variation of the different positions of the target tire during the running of the target vehicle in the foregoing step 102, when the target vehicle is running normally, the first acceleration waveform data and the second waveform acceleration waveform data have a certain phase relationship. Therefore, after determining that the first acceleration waveform data satisfies the preset waveform condition, a characteristic 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 cycle reference point, and the acceleration waveform data in the second direction may be acquired according to the cycle reference point. Therefore, the second target sampling interval corresponds to a sampling point at which there is a specific trend in the change of the acceleration waveform data in the second direction.

Step 106 further comprises: and determining the wave crest or the wave trough of the first acceleration waveform data as a period reference point.

Referring to fig. 2, when 202 in fig. 2 is an acceleration waveform in tangential acceleration, 204 is an acceleration waveform in normal acceleration. Wherein, the point A is a wave crest and the 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 and the phase relationship between the waveforms of the target tire on the normal acceleration and the tangential acceleration when the target tire moves to the preset angle, the process of determining the first target sampling interval comprises the following steps: a period T of the first acceleration waveform data is determined.

The interval duration between the peaks and the valleys of the first acceleration waveform data may be regarded as 1/2T, from which the period T is determined.

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

Referring to fig. 2, when the period reference point is 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, the first target sampling interval may include a preset number of sampling points, for example, data corresponding to 20 peaks must be acquired.

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 which is 1/4T+MT length from the period reference point to a time point which is 3/4T+MT length from the period reference point; m is a natural number.

Referring to fig. 2, when the period reference point is point a, the second target sampling interval may be [ T1, T2] (M is 0), or may be [ T4, T5] (M is 1), and so on. When the period reference point is the 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 transmitted by each wheel speed sensor. May be obtained by an 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.

In connection with the foregoing step 106, the preset angle condition means that the change rate of the angle value corresponding to each time point of the first target sampling interval from the period reference point PT is smaller than the preset change rate threshold.

Step 110 further includes: and respectively determining sampling angle data at each time point which is distant from the period reference point PT length in a first target sampling interval for each preset wheel speed sensor.

For example, assume that the corresponding sample angle data of the wheel speed sensor A, B, C, D in the first target sample interval (including 10 sample time points) are respectively:

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

The calculation of the angle change rate may be to calculate the change rate between the sampling angle data corresponding to each two adjacent sampling time points in the first target sampling interval of each wheel speed sensor, respectively, and then calculate the average value as the angle change rate of each wheel speed sensor 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 smallest may be determined as the wheel speed sensor whose angular information satisfies the angular 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-right position of the target tire.

Step 114: and acquiring second acceleration waveform data of the target tire in a second direction in 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 monotonically increasing, monotonically decreasing, or without monotonicity, where monotonic increasing refers to a value of the second acceleration increasing over time. The monotonicity determination method may be that the tangential slope of each sampling point of the second acceleration waveform data in the target sampling interval is calculated, and is determined according to the tangential slope, and the monotonicity determination method is not limited in the invention.

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

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

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

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

It is considered that the directions of the air valve mounting of the inner wheel and the air valve mounting of the outer wheel are opposite in the double-row wheel, and the directions of the air valve of the tire pressure sensor on the inner wheel are opposite to the left and right position information of the tire, and the directions of the air valve of the tire pressure sensor on the outer wheel are 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 by combining the direction of the inflating valve determined according to the monotonicity and the front-rear-left-right position, thereby completing the tire positioning.

In still another embodiment of the present invention, the determination of the valve orientation may be performed according to monotonicity, then the determination of the front-rear-left-right position information may be performed according to the angle information of the wheel speed sensor, and then the two information may be combined, so that the execution sequence of the two information does not affect the tire positioning result.

Specifically, in embodiments where the target vehicle is six-wheel drive, step 118 further includes:

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

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, step 118 further includes: when the second acceleration waveform data monotonically decreases in 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 in the second target sampling interval, determining that the target tire is a right rear inner wheel.

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

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

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

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

After the tire pressure sensor is processed by the processing module in the TPMS equipment to obtain the left and right wheel positioning information, the identification information of the tire pressure sensor can be further bound with the left and right wheel positioning information, and the binding result and the tire pressure sensor are further sent to an 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:

An RF preamble for indicating the start of a data frame.

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

The sensor ID is used for uniquely indicating the identity of the tire pressure sensor.

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

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

Left and right front and rear wheel information: with the direction of the inflating valve of the tire pressure sensor as a reference, 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 positions send no position information.

Status word: including real-time motion state, air pressure state, etc. of the target vehicle, and indicates the mode in which the tire pressure sensor is located, such as: parking mode, travel mode, blow-by mode, etc.

Check field: and checking whether the data is valid or not according to the check field through a certain check algorithm, and correcting errors in data transmission.

In still another embodiment of the present invention, a tire pressure monitoring method is provided, including the tire positioning method of any one of the preceding 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 tire pressure sensors arranged on the tires at corresponding positions is obtained, and the use states of the tires are determined according to the tire parameter information to display and remind, so that drivers and the like can know the use conditions of the tires in real time.

Wherein determining the usage status of each tire according to the tire parameter information may include: 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 dangerous conditions or not, and alarming through a preset device under the dangerous conditions.

In still another embodiment of the present invention, there is provided a tire pressure monitoring apparatus including the tire positioning device in the foregoing embodiment. The tire pressure monitoring equipment further comprises a display device and an alarm device, and the use states of the tires can be displayed in real time and timely reminded, so that drivers and the like can know the use conditions of the tires in real time.

Fig. 3 shows a schematic structural view of a double row tire positioning device according to an embodiment of the present invention. As shown in fig. 3, the apparatus 300 includes: the first acquisition module 302, the first determination module 304, the second determination module 306, the second acquisition module 308, the third determination module 310, the fourth determination module 312, the third acquisition module 314, the analysis module 316, and the fifth determination module 318.

Wherein, the first acquisition module 302 is configured to acquire first acceleration waveform data of the 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 determine whether the angle information of each preset wheel speed sensor meets a preset angle condition;

a fourth determining module 312, configured to determine a wheel speed sensor that satisfies the angle condition as a target wheel speed sensor, obtain an installation position of the target wheel speed sensor, and determine front-rear left-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 in the second target sampling interval, where the second direction is a normal acceleration direction or a tangential acceleration direction;

An analysis module 316 for analyzing monotonicity information of the second acceleration waveform data within the target sampling interval;

a fifth determining module 318 is configured to determine inner and outer wheel position information of the target tire according to the monotonicity information and the front-rear left-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 value;

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

In an alternative 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 with the length from the period reference point PT; p is a natural number.

In an alternative 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 which is 1/4T+MT length from the period reference point to a time point which is 3/4T+MT length from the period reference point; m is a natural number; when the periodic reference point is a trough, the second target sampling interval is in a second reference interval; the second reference interval is an interval from a time point 3/4t+nt length from the period reference point to a time point 1/4t+ (n+1) T length from the period reference point, and N is a natural number.

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

determining sampling angle data at time points of each period reference point PT length from each preset wheel speed sensor in a first target sampling interval; calculating the angle 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, determining that the angle information meets the angle condition.

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

when the second acceleration waveform data monotonically decreases in the second target sampling interval, determining that the target tire is a left rear inner wheel; and when the second acceleration waveform data monotonically increases in 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 tangential acceleration direction and the second direction is a normal acceleration direction and the target tire is a right rear wheel, the fifth determination module 318 is further configured to: when the second acceleration waveform data monotonically decreases in 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 in the second target sampling interval, determining that the target tire is a right rear inner wheel.

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

When the second acceleration waveform data monotonically increases in the second target sampling interval, determining that the target tire is a left rear inner wheel; and when the second acceleration waveform data monotonically decreases in 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 and the second direction is a tangential acceleration direction and the target tire is a right rear wheel, the fifth determination module 318 is further configured to: when the second acceleration waveform data monotonically increases in the second target sampling interval, determining that the target tire is a right rear outer wheel; and when the second acceleration waveform data monotonically decreases in the second target sampling interval, determining that the target tire is a right rear inner wheel.

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

determining a parking time length according to the first acceleration waveform data; determining whether the parking time is greater than a preset parking time threshold; and when the parking time is greater than a preset parking time 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 of the foregoing embodiments, and is not repeated. According to the double-row tire positioning device, the first target sampling interval and the second target sampling interval, in which 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 for monotonicity analysis, and the angle change information of each preset wheel speed sensor is collected in the second target sampling interval for analysis, so that the target tire is positioned finally, no additional device or professional operation is 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, which is not limited to the specific implementation of the dual-row tire positioning device according to the embodiment of the present invention.

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

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

In particular, program 410 may include program code including computer-executable instructions. The processor 402 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention. The one or more processors comprised by the dual row tire positioning apparatus may be the same type of processor, such as one or more CPUs; but may also be different types of processors such as one or more CPUs and one or more ASICs. Memory 406 for storing programs 410. Memory 406 may comprise high-speed RAM memory or may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

Program 410 may be specifically invoked by processor 402 to cause a dual row tire positioning device to perform the operations of the dual row tire positioning method of 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 of the foregoing embodiments, and is not repeated. According to the double-row tire positioning equipment, the first target sampling interval and the second target sampling interval, in which 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 for monotonicity analysis, and the angle change information of each preset wheel speed sensor is collected in the second target sampling interval for analysis, so that the target tire is positioned finally, no additional device or professional operation is needed, and the problem of high positioning cost of the double-row tire can be solved.

Embodiments of the present invention provide a computer readable storage medium storing at least one executable instruction that, when run on a dual row tire positioning apparatus, causes the dual row tire positioning apparatus to perform the dual row tire positioning method of any of the method embodiments described above.

The executable instructions may be specifically for causing a dual row tire positioning apparatus to perform the operations of the dual row tire positioning method of any of the embodiments described above.

The specific implementation process of the computer readable medium provided in the embodiment of the present invention is the same as the implementation process of the double-row tire positioning method described in any of the foregoing embodiments, and will not be repeated. According to the computer readable medium, the first target sampling interval and the second target sampling interval of the target tire reaching 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 is collected in the first target sampling interval for monotonicity analysis, the angle change information of each preset wheel speed sensor is collected in the second target sampling interval for analysis, and finally the positioning of the target tire is realized, no additional device or professional operation is needed, so that the problem of high positioning cost of double-row tires can be solved.

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 is callable by a processor to cause a dual row tire positioning apparatus to perform the dual row tire positioning method of any of the method embodiments described above.

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 double row tire positioning method of any of the method embodiments described above.

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 a construction of such a system is apparent from the description above. In addition, embodiments of the present invention are not directed to any particular programming language. It will be appreciated that the teachings of the present invention described herein may be implemented in a variety of programming languages, and the above description of specific languages is provided for disclosure of enablement and best mode of the present invention.

In the description provided herein, numerous specific details are set forth. However, it is understood 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 above 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 disclosure and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be construed as reflecting the intention that: i.e., the claimed invention requires more features than are expressly recited in each claim.

Those skilled in the art will appreciate that the modules in the apparatus of the embodiments may be adaptively changed and disposed in one or more apparatuses different from the embodiments. The modules or units or components of the embodiments may be combined into one module or unit or component, and they may be divided into a plurality of sub-modules or sub-units or sub-components. Any combination of all features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or units of any method or apparatus so disclosed, may be used in combination, except insofar as at least some of such features and/or processes or units 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 use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names. The steps in the above embodiments should not be construed as limiting the order of execution unless specifically stated.

Claims

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

when the first acceleration waveform data meets 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 preset angle conditions; the preset angle condition comprises that the angle change rate corresponding to the time point of each distance period reference point PT length on the first target sampling interval is smaller than a preset change rate threshold value or the absolute value of the angle change rate is minimum in all the preset wheel speed sensors; the periodic reference point is a peak or a trough of the first acceleration waveform data; p is a natural number, and T is a period of the first acceleration waveform data; the calculation of the angle change rate is to calculate the change rate between sampling angle data corresponding to every two adjacent sampling time points of each wheel speed sensor in a first target sampling interval respectively, and then the calculated average value is used as the angle change rate of each wheel speed sensor in the first target sampling interval;

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

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

4. A method according to claim 3, wherein said determining said first target sample interval from said periodic reference point further comprises:

determining a period T of the first acceleration waveform data;

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

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

7. The method of claim 4, wherein 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 determining the inside-outside wheel position information of the target tire from the monotonicity information and the front-rear-left-right position information further comprises:

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

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

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

11. A dual row tire positioning device, said device comprising:

the third determining module is used for determining whether the angle information of each preset wheel speed sensor meets preset angle conditions or not; the preset angle condition comprises that the angle change rate corresponding to the time point of each distance period reference point PT length on the first target sampling interval is smaller than a preset change rate threshold value or the absolute value of the angle change rate is minimum in all the preset wheel speed sensors; the periodic reference point is a peak or a trough of the first acceleration waveform data; p is a natural number, and T is a period of the first acceleration waveform data; the calculation of the angle change rate is to calculate the change rate between sampling angle data corresponding to every two adjacent sampling time points of each wheel speed sensor in a first target sampling interval respectively, and then the calculated average value is used as the angle change rate of each wheel speed sensor in the first target sampling interval;

12. A tire pressure monitoring method, characterized in that the tire pressure monitoring method comprises the double row tire positioning method according to any one of claims 1 to 10.

13. A tire pressure monitoring device comprising the dual row tire positioning device of claim 11.

14. A dual row tire positioning apparatus, comprising: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete communication with each other 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 of any one of claims 1-10.

15. A computer readable storage medium having stored therein at least one executable instruction that, when run on a dual row tire positioning apparatus, causes the dual row tire positioning apparatus to perform the operations of the dual row tire positioning method of any one of claims 1-10.