CN112677715A - Tire pressure abnormity identification method and device - Google Patents
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Abstract
The invention provides a tire pressure abnormity identification method and a tire pressure abnormity identification device. The tire pressure abnormality identification method includes: acquiring positioning data of a vehicle and the identification speed of the vehicle in real time; determining an actual speed of the vehicle based on the positioning data; and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed.
Description
Technical Field
The invention relates to the field of vehicle safety monitoring, in particular to a tire pressure abnormity identification method and a tire pressure abnormity identification device.
Background
The real-time Monitoring System (TPMS) for the Pressure of the automobile Tire is mainly used for automatically Monitoring the Pressure of the Tire in real time when the automobile runs, and alarming the air leakage and low Pressure of the Tire to ensure the running safety, and is a life safety guarantee early warning System for drivers and passengers.
U.S. law requires that all passenger cars and light trucks sold in the united states since 8 months 2007 must be fitted with a tire pressure monitoring system, and corresponding legislation has also been enacted in europe. China is a major automobile consuming country, so a real-time automobile Tire Pressure Monitoring System (TPMS) becomes a research and development hotspot of the automobile electronic industry in China, and 7 hundred million and 1 million tires are expected to be provided with tire pressure monitoring sensors in five years in the future all over the world.
However, the conventional tire pressure monitoring device compares the number of revolutions of the tire by using the sensing function of the ABS system, and the circumferential length of the tire with insufficient tire pressure is also shortened, so that if one of the four tires has insufficient tire pressure, the number of revolutions is different from that of the other tires during driving. However, this type of tire pressure monitoring requires that the tire pressure of the tire is reduced by several pounds to be detected, and when the tire pressures of four tires are reduced together, the tire pressure cannot be detected.
During high-speed driving of automobiles, tire failure is the most worried and difficult to prevent by all drivers, and is also an important cause of sudden traffic accidents. According to statistics, 70-80% of traffic accidents on expressways are caused by tire burst. Maintaining normal tire pressure is important to the security and the fuel economy of driving, so high-end car generally can dispose this kind of tire pressure monitoring devices, and the automatic tire pressure that helps the vehicle to carry out is checked, guarantee driving safety.
On the one hand, however, the monitoring function of the tire pressure monitoring device may fail in some application scenarios; on the other hand, not all vehicles are equipped with such a tire pressure monitoring device; therefore, it is an urgent problem to identify tire pressure abnormality without increasing hardware cost.
In order to solve the above problems, the present invention provides a tire pressure abnormality identification method and a tire pressure abnormality identification device.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
According to an aspect of the present invention, there is provided a tire pressure abnormality identification method including: acquiring positioning data of a vehicle and the identification speed of the vehicle in real time; determining an actual speed of the vehicle based on the positioning data; and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed.
According to another aspect of the present invention, there is also provided a tire pressure abnormality recognition apparatus including: a memory; and a processor coupled to the memory, the processor configured to: acquiring positioning data of a vehicle and the identification speed of the vehicle in real time; determining an actual speed of the vehicle based on the positioning data; and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed.
According to yet another aspect of the present invention, there is also provided a computer storage medium having a computer program stored thereon, the computer program when executed implementing the steps of the tire pressure abnormality identification method according to any one of the above.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings.
Fig. 1 is a flowchart illustrating a tire pressure abnormality identifying method in an embodiment according to an aspect of the present invention;
fig. 2 is a partial flow chart of a tire pressure abnormality identification method in an embodiment according to an aspect of the present invention;
fig. 3 is a partial flow chart of a tire pressure abnormality identification method in an embodiment according to an aspect of the present invention;
fig. 4 is a partial flow chart of a tire pressure abnormality identification method in an embodiment according to an aspect of the present invention;
fig. 5 is a flowchart illustrating a tire pressure abnormality identifying method in another embodiment according to an aspect of the present invention;
fig. 6 is a block diagram of a tire pressure abnormality identifying apparatus in an embodiment according to another aspect of the present invention.
Detailed Description
The following description is presented to enable any person skilled in the art to make and use the invention and is incorporated in the context of a particular application. Various modifications, as well as various uses in different applications will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to a wide range of embodiments. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
In the following detailed description, numerous specific details are set forth in order to provide a more thorough understanding of the invention. It will be apparent, however, to one skilled in the art that the practice of the invention may not necessarily be limited to these specific details. In other instances, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the present invention.
The reader's attention is directed to all papers and documents which are filed concurrently with this specification and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference. All the features 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. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.
Note that where used, the designations left, right, front, back, top, bottom, positive, negative, clockwise, and counterclockwise are used for convenience only and do not imply any particular fixed orientation. In fact, they are used to reflect the relative position and/or orientation between the various parts of the object. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
It is noted that, where used, further, preferably, still further and more preferably is a brief introduction to the exposition of the alternative embodiment on the basis of the preceding embodiment, the contents of the further, preferably, still further or more preferably back band being combined with the preceding embodiment as a complete constituent of the alternative embodiment. Several further, preferred, still further or more preferred arrangements of the belt after the same embodiment may be combined in any combination to form a further embodiment.
The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.
According to an aspect of the present invention, a tire pressure abnormality identification method is provided, which can be used to assist an existing tire pressure monitoring device in identifying tire pressure abnormality, and can also be used for tire pressure abnormality monitoring of a vehicle in which a tire pressure monitoring device is not installed.
In one embodiment, as shown in fig. 1, the tire air pressure abnormality identification method includes steps S110 to S130.
Wherein, step S110 is: the method comprises the steps of acquiring positioning data of a vehicle and the identification speed of the vehicle in real time.
A vehicle is generally equipped with a Positioning device, such as a Global Positioning System (GPS) or a Global Navigation Satellite System (GNSS), so that Positioning data of the vehicle can be acquired from the Positioning device already on the vehicle.
The recognition speed of the vehicle refers to a vehicle speed recognized by a speed detection device provided or mounted on the vehicle. Such as a speed value detected by a speed sensor or ABS module.
Correspondingly, step S120 is: determining an actual speed of the vehicle based on the positioning data.
It is understood that the positioning data may indicate the position of the vehicle, and the moving speed of the vehicle position is the actual speed of the vehicle, so step S120 may be implemented as: determining a movement rate of the position of the vehicle as an actual speed of the vehicle based on the positioning data.
Step S130 is: and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed.
In the case of a generally consistent continuous driving behavior (such as on a highway), the temperature variations of tires with insufficient tire pressure and sufficient tire pressure are significantly different. This phenomenon is reflected in the variation of the ratio of the actual speed to the recognition speed.
The reason is that: when the tire pressure is insufficient, the deflection variation of the tire is increased, more heat is generated to promote the temperature of the tire to rise, the tire pressure rises along with the tire, the tire pressure rises to cause the actual rotation radius of the tire to be increased, and therefore the actual vehicle speed also rises along with the tire. Therefore, the ratio of the actual speed to the identification vehicle speed is determined, the tire pressure change can be approximately determined, and the purpose of tracking the tire pressure change is achieved.
However, the method for determining the tire pressure change is generally effective for the tire pressure change in the continuous driving process, because the temperature change range is large when the vehicle has the possibility of air leakage, artificial air release or air supplement and the time span is large in the long-term use process. Therefore, there may be a difference in the starting state of the change in the ratio of the actual speed to the recognized speed in the discontinuous driving process with a large time span, and in the case where the starting state of the change in the ratio of the actual speed to the recognized speed cannot be determined, the change in the ratio of the actual speed to the recognized speed is not comparable, and therefore it cannot be accurately determined whether the change is caused by the change in the tire pressure.
In a specific embodiment, whether the tire pressure is abnormal may be determined based on an absolute amount of change in the ratio of the actual speed to the recognition speed.
As shown in fig. 2, step S130 may include steps S231 to S232.
Wherein, step S231 is: and calculating the ratio of the actual speed to the identification speed.
Suppose the actual velocity is vRRecognizing a velocity vDThen the ratio of the actual speed to the recognition speed is:
step S232 is: and judging that the tire pressure of the vehicle is abnormal in response to the fact that the absolute difference value of the ratio relative to the standard ratio is smaller than a preset threshold value.
It is understood that the standard ratio is a ratio of an actual speed of the vehicle at the normal tire pressure state to the recognition speed. The calibration may specifically be performed based on historical data of the vehicle.
The absolute difference of the ratio of the actual speed of the vehicle to the recognized speed with respect to the standard ratio is:
Δk＝|k-kS| (2)
wherein k isSIs the standard ratio of the vehicle.
The preset threshold corresponding to the absolute difference value of the ratio of the actual speed to the identification speed of the vehicle relative to the standard ratio is the maximum range of the ratio variable calibrated based on the allowable variation range of the tire pressure of the vehicle.
It is understood that since the calculated Δ k is an absolute difference, there may be two possibilities of the tire pressure abnormality at this time being too high or too low.
In another specific embodiment, whether the tire pressure is abnormal may be determined based on a change gradient of the ratio of the actual speed to the identified speed.
As shown in fig. 3, step S130 may include steps S331 to S333.
Wherein, step S331 is: and calculating the ratio of the actual speed to the identification speed.
Suppose the actual velocity is vRRecognizing a velocity vDThen the ratio of the actual speed to the recognition speed is:
step S332 is: and calculating the change gradient of the ratio in real time.
The change gradient is a rate of change of a ratio of the actual speed to the recognized speed, i.e., the change gradient of the ratio is dk/dt.
Step S333 is: and judging that the tire pressure of the vehicle is abnormal in response to the change gradient of the ratio being larger than a preset threshold value.
The preset threshold corresponding to the change gradient of the ratio of the actual speed to the recognition speed is a normal gradient range in which the ratio of the actual speed to the recognition speed changes with the extension of the continuous running time when the vehicle is in the normal tire pressure range, and can be set based on experience.
In still another specific embodiment, it is also possible to determine whether the tire pressure is abnormal based on the positive offset amount of the ratio of the actual speed to the identified speed.
As shown in fig. 4, step S130 may include steps S431 to S433.
Wherein, step S431 is: and calculating the ratio of the actual speed to the identification speed.
Suppose the actual velocity is vRRecognizing a velocity vDThen the ratio of the actual speed to the recognition speed is:
step S432 is: and calculating the positive offset of the ratio in real time.
The positive offset refers to the degree that the ratio of the actual speed to the identification speed exceeds the standard ratio of the actual speed to the identification speed in the normal tire pressure state, and then the positive offset of the ratio k of the actual speed to the identification speed is as follows:
Tk＝k-kS (2)
wherein k isSThe standard ratio of the actual speed to the recognized speed of the vehicle in the normal tire pressure state can be calibrated based on the historical data of the vehicle.
Step S433 is: and responding to the fact that the positive offset of the ratio is larger than a preset threshold value, and judging that the tire pressure of the vehicle is too high.
The preset threshold corresponding to the positive offset is the maximum range of the positive offset allowed by the ratio of the actual speed to the recognition speed of the vehicle in the normal tire pressure range. When the positive offset amount of the ratio of the actual speed to the identification speed of the vehicle is larger than the corresponding preset threshold value, the tire pressure of the vehicle is also positively offset, namely, too high.
It is understood that the temperature is gradually changed during continuous driving, and thus the ratio of the actual speed to the recognized speed is not generally changed suddenly, and thus when there is a sudden change in the ratio of the actual speed to the recognized speed, it may be considered whether there is a sudden change in the tire pressure of the tire caused by other factors, such as air leakage, etc.
Furthermore, those skilled in the art can understand that the accuracy of the positioning data directly affects the accuracy of the actual speed, and further directly affects the accuracy of the tire pressure abnormality determination, so that the above step of tire pressure abnormality identification can be preferably performed when the vehicle is located in a road section where the positioning signal (such as a GPS signal or a GNSS signal) is strong.
Specifically, as shown in fig. 5, the tire air pressure abnormality identifying method 100 may further include the step S140 of: and judging whether the vehicle is in the accurate positioning road section or not based on the positioning data of the vehicle.
And the error of the positioning data of the accurate positioning road section is smaller than a preset error threshold value. Specifically, the road may be divided based on the error condition of the positioning data of each road segment on the map, so as to identify all the precisely positioned road segments on the map. Then when the positioning data of the vehicle is only that the vehicle is currently positioned on any accurate positioning road section, the vehicle can be judged to be positioned on the accurate positioning road section.
Correspondingly, step S130 is: and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed in response to the vehicle being in the accurate positioning road section.
Still further, the tire air pressure abnormality identifying method 100 may further include a tire air pressure abnormality warning step.
Specifically, the tire pressure abnormity warning step comprises the following steps: and triggering a tire pressure abnormity alarm prompt in response to the tire pressure of the vehicle being abnormal.
It is understood that the tire pressure anomaly may include too low or too high a tire pressure.
The tire pressure abnormity alarm prompt can be a prompt mode in the form of voice, characters, icons, light or any combination of the voice, the characters and the light.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
According to another aspect of the present invention, there is also provided a tire pressure abnormality identification device, which can be used to assist an existing tire pressure monitoring device in identifying tire pressure abnormality, and can also be used for monitoring tire pressure abnormality of a vehicle in which the tire pressure monitoring device is not installed.
In one embodiment, as shown in fig. 6, tire pressure abnormality identifying device 600 includes a memory 610 and a processor 620. .
The memory 610 is used for storing computer programs.
The processor 620 is connected to the memory 610 for executing the computer program on the memory 610, and when the processor 620 executes the computer program, the steps of the tire pressure abnormality identification method described in any of the above embodiments are implemented.
According to yet another aspect of the present invention, there is provided a computer storage medium having a computer program stored thereon, the computer program when executed implementing the steps of the tire pressure abnormality identification method described in any of the above embodiments.
Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. It is to be understood that the scope of the invention is to be defined by the appended claims and not by the specific constructions and components of the embodiments illustrated above. Those skilled in the art can make various changes and modifications to the embodiments within the spirit and scope of the present invention, and these changes and modifications also fall within the scope of the present invention.
Claims (17)
1. A tire pressure abnormality identification method comprising:
acquiring positioning data of a vehicle and the identification speed of the vehicle in real time;
determining an actual speed of the vehicle based on the positioning data; and
and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed.
2. The tire pressure abnormality identification method according to claim 1, wherein the determining of the actual speed of the vehicle based on the positioning data includes:
determining a position movement rate of the vehicle as an actual speed of the vehicle based on the positioning data.
3. The tire pressure abnormality identification method according to claim 2, further comprising:
judging whether the vehicle is located in an accurate positioning road section or not based on the positioning data of the vehicle, wherein the error of the positioning data of the accurate positioning road section is smaller than a preset error threshold value; and
the determining whether the tire pressure of the vehicle is abnormal based on the ratio of the actual speed to the identified speed includes:
and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed in response to the vehicle being in the accurate positioning road section.
4. The tire air pressure abnormality identification method according to claim 1, wherein the determining whether the tire air pressure of the vehicle is abnormal based on the ratio of the actual speed to the identified speed includes:
calculating the ratio of the actual speed to the recognition speed; and
and judging that the tire pressure of the vehicle is abnormal in response to the fact that the absolute difference value of the ratio relative to the standard ratio is smaller than a preset threshold value.
5. The tire air pressure abnormality identification method according to claim 1, wherein the determining whether the tire air pressure of the vehicle is abnormal based on the ratio of the actual speed to the identified speed includes:
calculating the ratio of the actual speed to the recognition speed;
calculating the change gradient of the ratio in real time; and
and judging that the tire pressure of the vehicle is abnormal in response to the change gradient of the ratio being larger than a preset threshold value.
6. The tire air pressure abnormality identification method according to claim 1, wherein the determining whether the tire air pressure of the vehicle is abnormal based on the ratio of the actual speed to the identified speed includes:
calculating the ratio of the actual speed to the recognition speed;
calculating the positive offset of the ratio in real time; and
and responding to the fact that the positive offset of the ratio is larger than a preset threshold value, and judging that the tire pressure of the vehicle is too high.
7. The tire air pressure abnormality identifying method according to claim 1, wherein the identified speed is a speed detected by a speed sensor of the vehicle.
8. The tire pressure abnormality identification method according to any one of claims 1 to 7, further comprising:
and triggering a tire pressure abnormity alarm prompt in response to the tire pressure of the vehicle being abnormal.
9. A tire pressure abnormality recognition device comprising:
a memory; and
a processor coupled to the memory, the processor configured to:
acquiring positioning data of a vehicle and the identification speed of the vehicle in real time;
determining an actual speed of the vehicle based on the positioning data; and
and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed.
10. The tire pressure anomaly identification device according to claim 9, wherein the processor is further configured to:
determining a position movement rate of the vehicle as an actual speed of the vehicle based on the positioning data.
11. The tire pressure anomaly identification device according to claim 10, wherein the processor is further configured to:
judging whether the vehicle is located in an accurate positioning road section or not based on the positioning data of the vehicle, wherein the error of the positioning data of the accurate positioning road section is smaller than a preset error threshold value; and
and judging whether the tire pressure of the vehicle is abnormal or not based on the ratio of the actual speed to the identified speed in response to the vehicle being in the accurate positioning road section.
12. The tire pressure anomaly identification device according to claim 9, wherein the processor is further configured to:
calculating the ratio of the actual speed to the recognition speed; and
and judging that the tire pressure of the vehicle is abnormal in response to the fact that the absolute difference value of the ratio relative to the standard ratio is smaller than a preset threshold value.
13. The tire pressure anomaly identification device according to claim 9, wherein the processor is further configured to:
calculating the ratio of the actual speed to the recognition speed;
calculating the change gradient of the ratio in real time; and
and judging that the tire pressure of the vehicle is abnormal in response to the change gradient of the ratio being larger than a preset threshold value.
14. The tire pressure anomaly identification device according to claim 9, wherein the processor is further configured to:
calculating the ratio of the actual speed to the recognition speed;
calculating the positive offset of the ratio in real time; and
and responding to the fact that the positive offset of the ratio is larger than a preset threshold value, and judging that the tire pressure of the vehicle is too high.
15. The tire air pressure abnormality identifying device according to claim 9, wherein the identified speed is a speed detected by a speed sensor of the vehicle.
16. The tire pressure abnormality identification device according to any one of claims 9 to 15, wherein the processor is further configured to:
and triggering a tire pressure alarm abnormity prompt in response to the tire pressure of the vehicle being abnormal.
17. A computer storage medium having a computer program stored thereon, wherein the computer program when executed implements the steps of the tire pressure abnormality identification method according to any one of claims 1 to 16.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115157939A (en) * | 2022-08-04 | 2022-10-11 | 上海派智能源有限公司 | Tire pressure detection device and method for vehicle tire, vehicle and motor controller thereof |
| CN115352227A (en) * | 2022-08-23 | 2022-11-18 | 保隆霍富(上海)电子有限公司 | Vehicle tire identification method and device and vehicle tire identification method based on antenna |
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| EP1475250A1 (en) * | 2003-05-09 | 2004-11-10 | Harman/Becker Automotive Systems GmbH | GPS (global positioning system) based method for determining a change of an inflation pressure of a tire and system therefor |
| CN105313614A (en) * | 2014-06-27 | 2016-02-10 | 英飞凌科技股份有限公司 | Auto tire localization systems and methods utilizing a TPMS angular position index |
| CN106143012A (en) * | 2016-07-26 | 2016-11-23 | 成都之达科技有限公司 | Vehicle part state real-time processing method |
| CN106218329A (en) * | 2016-07-26 | 2016-12-14 | 成都之达科技有限公司 | Vehicle parameter acquisition method based on wireless senser |
| CN109572334A (en) * | 2018-12-06 | 2019-04-05 | 铁将军汽车电子股份有限公司 | Composite tire pressure monitoring method and tire pressure monitoring equipment |
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| CN115157939A (en) * | 2022-08-04 | 2022-10-11 | 上海派智能源有限公司 | Tire pressure detection device and method for vehicle tire, vehicle and motor controller thereof |
| CN115157939B (en) * | 2022-08-04 | 2024-03-15 | 上海派智能源股份有限公司 | Tyre pressure detection device and method for vehicle tyre, vehicle and motor controller thereof |
| CN115352227A (en) * | 2022-08-23 | 2022-11-18 | 保隆霍富(上海)电子有限公司 | Vehicle tire identification method and device and vehicle tire identification method based on antenna |
| CN115352227B (en) * | 2022-08-23 | 2023-07-04 | 保隆霍富(上海)电子有限公司 | A self-vehicle tire identification method and its identification device, and an antenna-based self-vehicle tire identification method |
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