CN111376661A - Positioning device and positioning method of tire pressure transmitter - Google Patents
Positioning device and positioning method of tire pressure transmitter Download PDFInfo
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- CN111376661A CN111376661A CN201811641377.XA CN201811641377A CN111376661A CN 111376661 A CN111376661 A CN 111376661A CN 201811641377 A CN201811641377 A CN 201811641377A CN 111376661 A CN111376661 A CN 111376661A
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- pressure transmitter
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- tooth number
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
- B60C23/0415—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels
- B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
- B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
- B60C23/0433—Radio signals
- B60C23/0447—Wheel or tyre mounted circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
- B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
- B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
- B60C23/0488—Movement sensor, e.g. for sensing angular speed, acceleration or centripetal force
Abstract
The invention provides a positioning device of a tire pressure transmitter, comprising: the tire pressure transmitters are respectively installed on tires of an automobile, each tire pressure transmitter comprises a double-shaft acceleration sensor and a signal transmitter, and the double-shaft acceleration sensor is used for acquiring double-shaft acceleration data of the tires; the system comprises a plurality of wheel speed sensors, an electronic control unit and a control unit, wherein the wheel speed sensors are used for acquiring level signals of gears in an anti-lock brake system and sending the level signals to the electronic control unit of the anti-lock brake system, and the electronic control unit processes the received level signals to generate tooth number data and sends the tooth number data; and the signal receiver is arranged in the automobile, receives the double-shaft acceleration data and the tooth number data, and determines the position of each tire pressure transmitter according to the phase difference relation of the received double-shaft acceleration data and the convergence of the tooth number data at the moment corresponding to the received double-shaft acceleration data.
Description
Technical Field
The invention relates to the field of automobile electronic control, in particular to a positioning device and a positioning method of a tire pressure transmitter.
Background
With the official emergence of the national mandatory standard of the performance requirements and test methods of passenger vehicle tire pressure monitoring systems, the use of tire pressure detection systems in automobiles will become more and more popular.
A Tire Pressure Monitor System (TPMS) generally includes a Tire Pressure detecting device and a radio frequency receiver, and can Monitor the Tire Pressure in real time. The tire pressure detection device is installed in a tire and transmits the tire pressure to the radio frequency receiver, and the radio frequency receiver is connected with the instrument panel through the CAN bus and displays the tire pressure on the instrument panel.
After the tire air pressure detecting device is installed, the installation position of the tire air pressure detecting device (including Front Left (FL), Front Right (FR), Rear Right (RR), Rear Left (RL)) needs to be determined. The determination of the mounting position of the tire air pressure detecting device includes a manual learning method and an automatic learning method. A method implemented by a special tool such as a diagnostic instrument is called an artificial learning method. The method which is realized by the TPMS system by utilizing the existing resources on the whole vehicle without an additional auxiliary tool is called an automatic learning method.
In the prior art, one of the automatic learning methods is to determine the installation position of the tire pressure detecting device by using the relationship between the acceleration information of the tire pressure detecting device and an Anti-lock Braking System (ABS).
The method determines the rotational position of the tire air pressure detecting device at the time of information transmission based on acceleration information from the tire air pressure detecting device and rotational position information of the wheel (including input timing, number of teeth, etc.) input by the CAN bus. The principle of the method is that the number of ABS teeth rotated by each tire in the running process is different due to the turning of the vehicle and the difference of factors such as a driving shaft and a driven shaft, and the automatic learning of the tire air pressure detection device is realized by utilizing the phase information of the tire air pressure detection device and the correlation between the ABS. The most common driving mode for passenger vehicles is two-wheel driving, and the standard tire pressure of a driving shaft is usually higher than that of a driven shaft when the vehicle is designed. It is often desirable to maintain consistent tire pressure for two coaxial wheels when inflating a tire. The positions of the two coaxial wheels are difficult to distinguish when the two coaxial wheels are driven in a straight line because the tire pressure of the two coaxial wheels is kept consistent.
Another of the automatic learning methods is to determine the installation position of the tire air pressure detecting device using the signal strength of the tire air pressure detecting device.
The method utilizes the strength of radio frequency signals to realize positioning (WAL). The principle of the method is that the spatial attenuation degree of the wireless signals is related to the spatial distance, the farther the distance is, the more the attenuation is, and the positioning can be realized by measuring the strength of the tire pressure signals received by the receiver. However, the attenuation consistency of the signal intensity to the distance needs to be realized under a stable spatial attenuation environment. In a practical vehicle, the receiver and the tire have metal structures besides air, and the attenuation value cannot be equivalent by using a straight line distance. The calibration measurement of the signal attenuation intensity of the vehicle is required, and the boundary conditions required by the calibration measurement are strict, for example, the vehicle needs to be maintained on a flat road, a stable speed range, the number of cargos and personnel in the vehicle is in a certain range, and the like.
Disclosure of Invention
The invention aims to provide a positioning device and a positioning method of a tire pressure transmitter so as to realize quick and accurate positioning of the tire pressure transmitter.
To solve the above technical problems, an aspect of the present invention provides a positioning device for a tire pressure transmitter, the positioning device including: a plurality of tire pressure transmitters respectively mounted on respective tires of an automobile, each tire pressure transmitter including a biaxial acceleration sensor for collecting biaxial acceleration data of the tire and a signal transmitter connected to the biaxial acceleration sensor and transmitting the biaxial acceleration data when the respective tire pressure transmitter reaches a reference position; the system comprises a plurality of wheel speed sensors, a plurality of wheel speed sensors and an electronic control unit, wherein the wheel speed sensors are fixedly arranged on the automobile and correspond to the tire pressure transmitters one by one, and are used for acquiring level signals of gears in an anti-lock braking system and sending the level signals to the anti-lock braking system; and the signal receiver is arranged in the automobile, receives the double-shaft acceleration data and the tooth number data, and determines the position of each tire pressure transmitter according to the phase difference relation of the received double-shaft acceleration data and the convergence of the tooth number data at the moment corresponding to the received double-shaft acceleration data.
In an embodiment of the present invention, the dual-axis acceleration sensor includes a tangential acceleration sensor for acquiring tangential acceleration data of the tire and a centrifugal acceleration sensor for acquiring centrifugal acceleration data of the tire.
In an embodiment of the present invention, the signal transmitter further includes a signal processing unit, and the signal processing unit performs data processing on the biaxial acceleration data and then sends the processed biaxial acceleration data to the signal receiver.
In an embodiment of the present invention, the dual-axis acceleration sensor periodically collects dual-axis acceleration data of a tire, and/or the wheel speed sensor periodically collects a level signal of a gear in an anti-lock brake system.
Another aspect of the present invention provides a tire pressure transmitter positioning method, including: the method comprises the following steps that a plurality of wheel speed sensors collect level signals of gears in an anti-lock brake system and send the level signals to an electronic control unit of the anti-lock brake system, the electronic control unit processes the received level signals to generate tooth number data and sends the tooth number data, and the tooth number data have corresponding gear positions; the double-shaft acceleration sensor of the tire pressure transmitter acquires double-shaft acceleration data of a tire, and the signal transmitter of the tire pressure transmitter transmits the double-shaft acceleration data when each tire pressure transmitter reaches a reference position to the signal receiver; and the signal receiver receives the tooth number data and the double-shaft acceleration data, statistically analyzes the tooth number data at the moment corresponding to the received double-shaft acceleration data, and determines the gear position corresponding to a group of tooth number data with the best convergence as the positioning of the tire pressure transmitter.
In an embodiment of the present invention, after the signal receiver determines the gear position corresponding to the set of tooth number data with the best convergence as the position of the tire pressure transmitter, the signal receiver further comprises: and determining the left and right positions of the tire pressure transmitter according to the phase difference relation of the biaxial acceleration data.
In an embodiment of the present invention, before the signal receiver determines the gear position corresponding to the set of tooth number data with the best convergence as the location of the tire pressure transmitter, the signal receiver further comprises: and determining the left and right positions of the tire pressure transmitter according to the phase difference relation of the biaxial acceleration data.
In one embodiment of the present invention, the biaxial acceleration data includes a tangential acceleration whose phase is earlier than that of the centrifugal acceleration, which is located on the right side tire, and a centrifugal acceleration whose phase is earlier than that of the tangential acceleration, which is located on the left side tire, in one cycle.
In an embodiment of the present invention, the signal receiver counts a number of times of receiving the dual-axis acceleration data, and stops receiving the data if the number of times of receiving the dual-axis acceleration data is greater than a threshold.
In an embodiment of the present invention, the step of receiving the tooth number data and statistically analyzing the tooth number data by the signal receiver includes: adding an overflow value to the tooth number data and then performing statistical analysis; the dual-axis acceleration sensor periodically collects dual-axis acceleration data of a tire, and/or the wheel speed sensor periodically collects level signals of gears in an anti-lock brake system.
Compared with the prior art, the invention has the following advantages: the invention provides a positioning device and a positioning method of a tire pressure transmitter, which can realize the rapid and accurate positioning of the tire pressure transmitter by acquiring double-shaft acceleration data through a double-shaft acceleration sensor, acquiring the tooth number data of a tire gear through a wheel speed sensor and an electronic control unit of an anti-lock braking system, and analyzing the phase difference relation of the double-shaft acceleration data and the convergence of the tooth number data.
Drawings
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below, wherein:
fig. 1 is a schematic view of a tire pressure transmitter positioning device according to an embodiment of the present invention;
fig. 2 is a schematic view of a tire pressure transmitter according to an embodiment of the present invention;
fig. 3 is a flowchart of a method of locating a tire pressure transmitter according to an embodiment of the present invention;
FIGS. 4A-4D are graphs illustrating the results of statistical analysis of tooth count data in accordance with one embodiment of the present invention;
fig. 5 is a flowchart of a tire pressure transmitter positioning method according to another embodiment of the present invention;
fig. 6A-6B are schematic diagrams of phase difference relationships of biaxial acceleration data in a tire pressure transmitter positioning method according to another embodiment of the present invention;
fig. 7 is a flowchart of a tire pressure transmitter positioning method according to still another embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those specifically described herein, and thus the present invention is not limited to the specific embodiments disclosed below.
As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.
Fig. 1 is a schematic view of a tire pressure transmitter positioning device 100 according to an embodiment of the present invention. Referring to fig. 1, a tire pressure transmitter positioning device 100 includes a plurality of tire pressure transmitters 110, 120, 130, and 140, a plurality of wheel speed sensors 150, 160, 170, and 180, and a signal receiver 106.
A plurality of tire pressure transmitters 110, 120, 130, and 140 are mounted on each tire 101, 102, 103, and 104, respectively. Each of the tire pressure transmitters 110, 120, 130, and 140 includes a dual-axis acceleration sensor and a signal transmitter. The double-shaft acceleration sensor is used for collecting double-shaft acceleration data of the pressure transmitter, and the signal transmitter is connected to the double-shaft acceleration sensor and sends the double-shaft acceleration data when each tire pressure transmitter reaches a reference position. The dual-axis acceleration sensor may periodically collect dual-axis acceleration data of the pressure transmitter.
The plurality of wheel speed sensors 150, 160, 170, and 180 are fixedly mounted on the vehicle, for example, the plurality of wheel speed sensors 150, 160, 170, and 180 may be fixedly mounted on a head of a wheel axle of the vehicle. The plurality of wheel speed sensors 150, 160, 170 and 180 correspond to the plurality of tire pressure transmitters 110 and 140 one-to-one, i.e., the wheel speed sensor 150 and the tire pressure transmitter 110 correspond to the tire 101, the wheel speed sensor 160 and the tire pressure transmitter 120 correspond to the tire 102, the wheel speed sensor 170 and the tire pressure transmitter 130 correspond to the tire 103, and the wheel speed sensor 180 and the tire pressure transmitter 140 correspond to the tire 104. The plurality of wheel speed sensors 150, 160, 170, and 180 are used to collect level signals of gears in the anti-lock brake system. The plurality of wheel speed sensors 150, 160, 170, and 180 may periodically collect level signals of gears in the anti-lock brake system. When the automobile runs, the gear in the anti-lock braking system rotates along with the gear, the wheel speed sensor fixedly installed on the automobile collects high level when detecting the groove of the gear, and collects low level when detecting the protrusion of the gear, and the number of the high level and the low level can reflect the information of the number of the teeth of the gear.
The tire pressure transmitter positioning apparatus 100 further includes an ABS electronic control unit 105, and a CAN communication line 107. The ABS electronic control unit 105 is connected to each wheel speed sensor, processes the received level signal to generate tooth number data, and transmits the tooth number data. The ABS electronic control unit 105 may periodically send the tooth number data to the signal receiver 106. The signal receiver 106 is installed in the automobile, and the signal receiver 106 receives the biaxial acceleration data and the tooth number data, and determines the position of each tire pressure transmitter according to the phase difference relationship of the received biaxial acceleration data and the convergence of the tooth number data at the time corresponding to the received biaxial acceleration data. The CAN communication line 107 connects the ABS electronic control unit 105 and the signal receiver 106, and transmits the tooth number data received by the ABS electronic control unit 105 to the signal receiver 106 in the CAN protocol.
In this embodiment of the present invention, the acceleration data collected by the tire pressure transmitter 110 and 140 is transmitted to the signal receiver 106 in a wireless protocol manner, and the tooth number data collected by the wheel speed sensor 150 and 180 is transmitted to the signal receiver 106 in a CAN protocol manner.
Fig. 2 is a schematic view of a tire pressure transmitter 110 according to an embodiment of the present invention. Referring to fig. 2, the tire pressure transmitter 110 includes a dual-axis acceleration sensor 111 and a signal transmitter 112. The biaxial acceleration sensor 111 is used to collect biaxial acceleration data of the tire. In an embodiment of the present invention, the biaxial acceleration sensor 111 may include a tangential acceleration sensor 111a and a centrifugal acceleration sensor 111b, the tangential acceleration sensor 111a being configured to collect tangential acceleration data of the tire, the centrifugal acceleration sensor 111b being configured to collect centrifugal acceleration data of the tire, and the biaxial acceleration data including the tangential acceleration data and the centrifugal acceleration data. In other embodiments of the present invention, the dual-axis acceleration sensor may be other two-directional acceleration sensors. The signal transmitter 112 is connected to the biaxial acceleration sensor 111 and is used to transmit biaxial acceleration data when each tire pressure transmitter reaches a reference position.
In other embodiments, the signal transmitter 112 includes a signal processing unit 112a, and the signal processing unit 112a is configured to perform data processing on the dual-axis acceleration data and transmit the data to the signal receiver. By arranging the signal processing unit 112a in the signal transmitter 112, the tire pressure transmitter 110 can process data instead of sending the acquired biaxial acceleration data to the signal receiver 106 for processing, thereby avoiding the transmitting end from transmitting a large amount of data, reducing the power consumption of the transmitting end, reducing the battery loss of the sensor and prolonging the service life of the product.
The embodiment of the invention provides a positioning device of a tire pressure transmitter, which can realize the quick and accurate positioning of the tire pressure transmitter by acquiring double-shaft acceleration data through a double-shaft acceleration sensor, acquiring the tooth number data of a tire gear through a wheel speed sensor and an electronic control unit of an anti-lock braking system, and analyzing the phase difference relation of the double-shaft acceleration data and the convergence of the tooth number data.
When the vehicle is running, the tire pressure transmitter and the tire keep synchronous and do periodic rotary motion. The tire pressure transmitter and the ABS tooth number at the same tire position keep synchronous, and the tire pressure transmitter and the ABS tooth number at different tire positions do not keep synchronous, so that the tire pressure transmitter can be positioned according to the principle.
Fig. 3 is a flowchart of a tire pressure transmitter positioning method according to an embodiment of the present invention. Referring to fig. 3, the method of positioning a tire pressure transmitter includes the steps of:
step 310: a plurality of wheel speed sensors acquire level signals of gears in the anti-lock brake system.
In this step, the plurality of wheel speed sensors 150 and 180 may collect level signals of gears in the antilock brake system and transmit the level signals to the ecu 105 of the antilock brake system. The electronic control unit 105 processes the received level signal to generate tooth number data, and sends the tooth number data to the signal receiver 106. The tooth number data has a corresponding gear position. The data acquisition of each wheel speed sensor 150 and 180 may be in parallel. The plurality of wheel speed sensors 150 and 180 may periodically collect level signals of gears in the antilock brake system, and the electronic control unit 105 may periodically transmit the tooth number data to the signal receiver 106.
Step 320: a dual axis acceleration sensor of a tire pressure transmitter collects dual axis acceleration data of a tire.
In this step, the dual axis acceleration sensor 111 of the tire pressure transmitter collects the dual axis acceleration data of the tire, and the signal transmitter 112 of the tire pressure transmitter transmits the dual axis acceleration data when each tire pressure transmitter reaches the reference position to the signal receiver 106. The dual-axis acceleration sensor 111 of the tire pressure transmitter may periodically collect dual-axis acceleration data of the tire. The dual axis acceleration sensor 111 may include a tangential acceleration sensor 111a for collecting tangential acceleration data of the tire and a centrifugal acceleration sensor 111b for collecting centrifugal acceleration data of the tire.
Step 330: the signal receiver statistically analyzes the tooth number data at the time corresponding to the received biaxial acceleration data.
In this step, the signal receiver receives the tooth number data and the biaxial acceleration data, statistically analyzes the tooth number data at the time corresponding to the received biaxial acceleration data, and determines the gear position corresponding to the set of tooth number data with the best convergence as the location of the tire pressure transmitter. The signal receiver receives a plurality of groups of tooth number data and double-axis acceleration data, the double-axis acceleration data has acquisition time information, and the tooth number data at the time corresponding to the received double-axis acceleration data can be confirmed according to the acquisition time information.
The four tires may be numbered ID1, ID2, ID3, and ID4 prior to location, and when the pressure transmitter of the tire of each ID reaches a reference point, the signal transmitter 112 of the pressure transmitter transmits biaxial acceleration data for the reference point to the signal receiver 106. For example, when the pressure transmitter ID1 reaches the reference point, gear data transmitted from the four wheel speed sensors 150 and 180 at a time through the CAN communication line is acquired, which data corresponds to the pressure transmitter ID 1. One of the four tooth number data corresponds to the reference point position of ID1, and this correspondence can be used for subsequent positioning.
Each set of tooth number data has position information of the corresponding gear, the tooth number data received by the signal receiver may be arranged in a preset order, the position order of the tooth numbers is a preset order by the electronic control unit 105, and the gear positions are arranged in the order of, for example, front left (FL _ ABS), front right (FR _ ABS), rear right (RR _ ABS), and rear left (RL _ ABS). It will be appreciated that the received tooth number data may be arranged in other orders, as long as the position information corresponding to each position is known.
After the signal receiver receives the tooth number data, the statistical analysis is performed on the tooth number data. The statistical analysis may be a variance or standard deviation of the statistical tooth count data, and the result of the statistical analysis may reflect the convergence of one set of data, and determine the location information corresponding to the set of tooth count data with the best convergence as the location of the tire pressure transmitter.
Table 1 shows the tooth number data collected by the wheel speed sensor of the pressure transmitter corresponding to ID1 in this embodiment, and fig. 4A-4D are schematic diagrams showing the results of statistical analysis of the tooth number data according to an embodiment of the present invention. When the pressure transmitter with the number ID1 reaches the reference point, the signal receiver 112 obtains the gear tooth number data collected by the wheel speed sensor 150 and 180 and sent through the CAN communication line 107 after being processed by the ABS electronic control unit 105. After a number of cycles, the signal receiver collects a set of tooth number data, which is processed by the ABS electronic control unit and arranged in the order of front left (FL _ ABS), front right (FR _ ABS), rear right (RR _ ABS), and rear left (RL _ ABS).
After the signal receiver receives sufficient tooth count data, its variance is calculated according to the following equation: s2＝[(x1-m)2+(x2-m)2+……+(xn-m)2]And/n. Where x1 to xn are the tooth number data, m is the average value of the tooth number data, and n is the number of the tooth number data, and is S2The variance.
Through statistical analysis, it is found that, of the tooth number data collected by the wheel speed sensor of the pressure transmitter corresponding to ID1, the variance of the first group of tooth number data is the smallest, and the convergence is the best, so that it is possible to determine the position information of the pressure transmitter with the number ID1, which is located as the corresponding wheel speed sensor, i.e., the left front wheel. The pressure transmitters numbered ID2, ID3 and ID4 also perform the steps with the pressure transmitter numbered ID1, and the positioning of the pressure transmitters numbered ID2, ID3 and ID4 can be achieved, and thus the positions of all the pressure transmitters are determined. In the embodiment of the invention, the positioning of the pressure transmitters with the numbers ID1, ID2, ID3 and ID4 is parallel, so that the positioning speed can be further improved.
TABLE 1 number of teeth data collected by a wheel speed sensor of a pressure transmitter corresponding to ID1
| FL_ABS | FR_ABS | RR_ABS | RL_ABS |
| 47 | 27 | 31 | 90 |
| 44 | 24 | 54 | 34 |
| 49 | 22 | 0 | 46 |
| 45 | 27 | 67 | 3 |
| 47 | 26 | 26 | 45 |
| 42 | 24 | 93 | 32 |
| 48 | 29 | 57 | 70 |
| 45 | 22 | 58 | 67 |
| 40 | 35 | 23 | 45 |
| 40 | 31 | 48 | 9 |
| 47 | 24 | 36 | 67 |
| 44 | 21 | 4 | 87 |
The embodiment of the invention provides a positioning method of a tire pressure transmitter, which can realize the quick and accurate positioning of the tire pressure transmitter by acquiring double-shaft acceleration data through a double-shaft acceleration sensor, acquiring the tooth number data of a tire gear through a wheel speed sensor and an electronic control unit of an anti-lock braking system and analyzing the convergence of the tooth number data.
When the vehicle runs straight, the variance of the gear data of the left tire and the right tire is very close to each other, and the left position and the right position of the tire pressure transmitter cannot be accurately judged only by carrying out statistical analysis on the tooth number data. Another embodiment of the present invention provides a method for positioning a tire pressure transmitter, wherein after statistical analysis of the tooth number data, the phase difference relationship of the biaxial acceleration data is further analyzed to distinguish the left and right positions of the tire pressure transmitter.
Fig. 5 is a flowchart of a tire pressure transmitter positioning method according to another embodiment of the present invention. Referring to fig. 5, the positioning method of the tire pressure transmitter in the present embodiment includes the steps of:
step 510: a plurality of wheel speed sensors acquire level signals of gears in the anti-lock brake system.
The step of acquiring the level signal of the gear in the anti-lock brake system by the wheel speed sensors may refer to step 310, and will not be described herein.
Step 520: a dual axis acceleration sensor of a tire pressure transmitter collects dual axis acceleration data of a tire.
The step of acquiring the biaxial acceleration data of the tire by the biaxial acceleration sensor of the tire pressure transmitter may refer to step 320, and is not described herein again.
Step 530: the signal receiver statistically analyzes the tooth number data at the time corresponding to the received biaxial acceleration data.
The step of the signal receiver statistically analyzing the tooth number data at the time corresponding to the received biaxial acceleration data can refer to step 330, and will not be described herein again.
Step 540: the signal receiver determines the left and right positions of the tire pressure transmitter based on the phase difference relationship of the biaxial acceleration data.
In this step, the signal receiver receives the dual axis acceleration data and determines the left and right positions of the tire pressure transmitter based on the phase difference relationship of the dual axis acceleration data. The signal receiver can count the times of the received biaxial acceleration data, and if the times of the received biaxial acceleration data are larger than a threshold value, the signal receiver starts to perform statistical analysis on the tooth number data until the position of each tire is located. In other embodiments, the statistical analysis of the tooth count data may be performed by waiting until the positioning time has expired (e.g., 8-10 min).
Fig. 6A-6B are schematic diagrams of phase difference relationships of biaxial acceleration data according to another embodiment of the invention. Fig. 6A is an acceleration curve of the left wheel acceleration sensor, and fig. 6B is an acceleration curve of the right wheel acceleration sensor. Due to the symmetrical relationship between the left and right tires of the vehicle, the transmitters mounted on the left and right sides are usually mounted in the opposite directions. When the vehicle runs, the left tire rotates counterclockwise, and the right tire rotates along with the pointer, so that the respective tangential acceleration and centrifugal acceleration of the left and right tires have a phase difference relationship in one cycle, and the phase difference relationship may be any integer. With this phase difference relationship, the left tire and the right tire can be identified. As shown in fig. 6A, in one cycle, the acceleration sensor whose phase of the centrifugal acceleration (Z axis) is earlier than that of the tangential acceleration (X axis) is located in the left tire. As shown in fig. 6B, the acceleration sensor having the phase of the tangential acceleration (X-axis) earlier than the phase of the centrifugal acceleration (Z-axis) is located in the right tire. As can be seen in fig. 6A and 6B, the biaxial acceleration is the centrifugal acceleration and the tangential acceleration, and the phase difference relationship between the centrifugal acceleration and the tangential acceleration is 90 degrees. By analyzing the phase difference relationship between the centrifugal acceleration and the tangential acceleration, the left-side tire and the right-side tire can be identified.
The embodiment of the invention provides a method for positioning a tire pressure transmitter, which is characterized in that a double-shaft acceleration sensor is used for acquiring double-shaft acceleration data, a wheel speed sensor and an electronic control unit of an anti-lock braking system are used for acquiring the tooth number data of a tire gear, and the phase difference relation of the double-shaft acceleration data and the convergence of the tooth number data are analyzed, so that the tire pressure transmitter can be quickly and accurately positioned.
TABLE 2 processed tooth number data
In another embodiment of the present invention, to further make the determination result more accurate, the step of receiving the tooth number data and performing statistical analysis on the tooth number data by the signal receiver further includes: the tooth number data is statistically analyzed after adding an overflow value. In this embodiment the overflow value is the number of periodic teeth, which is 96 teeth. Table 2 shows the processed tooth number data, and referring to table 2, when the tooth number data is distributed around the overflow value, the convergence of the obtained tooth number data can be made better by performing this step.
In another embodiment of the present invention, the phase difference relationship of the biaxial acceleration of the tire can be collected first to distinguish the left and right positions of the tire, and then the front and back positions of the tire can be judged by using the tooth number information collected by the signal receiver when the transmitter reaches the corresponding reference point.
Fig. 7 is a flowchart of a tire pressure transmitter positioning method according to still another embodiment of the present invention. In this embodiment, the method for positioning a tire pressure transmitter includes the steps of:
step 710: a plurality of wheel speed sensors acquire level signals of gears in the anti-lock brake system.
The step of acquiring the level signal of the gear in the anti-lock brake system by the wheel speed sensors may refer to step 510, and will not be described herein.
Step 720: a dual axis acceleration sensor of a tire pressure transmitter collects dual axis acceleration data of a tire.
The step of acquiring the biaxial acceleration data of the tire by the biaxial acceleration sensor of the tire pressure transmitter may refer to step 520, which is not described herein again.
Step 730: the signal receiver determines the left and right positions of the tire pressure transmitter based on the phase difference relationship of the biaxial acceleration data.
The step of the signal receiver determining the left and right positions of the tire pressure transmitter according to the phase difference relationship of the biaxial acceleration data can refer to step 540, and is not described herein again.
Step 740: the signal receiver statistically analyzes the tooth number data at the time corresponding to the received biaxial acceleration data.
The step of the signal receiver performing statistical analysis on the tooth number data at the time corresponding to the received biaxial acceleration data may refer to step 530, which is not described herein again.
The embodiment of the invention provides a method for positioning a tire pressure transmitter, which is characterized in that a double-shaft acceleration sensor is used for acquiring double-shaft acceleration data, a wheel speed sensor and an electronic control unit of an anti-lock braking system are used for acquiring the tooth number data of all tire gears, and the phase difference relation of the double-shaft acceleration data and the convergence of the tooth number data are analyzed, so that the tire pressure transmitter can be quickly and accurately positioned.
This application uses specific words to describe embodiments of the application. Reference throughout this specification to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic described in connection with at least one embodiment of the present application is included in at least one embodiment of the present application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.
Although the present invention has been described with reference to the present specific embodiments, it will be appreciated by those skilled in the art that the above embodiments are merely illustrative of the present invention, and various equivalent changes and substitutions may be made without departing from the spirit of the invention, and therefore, it is intended that all changes and modifications to the above embodiments within the spirit and scope of the present invention be covered by the appended claims.
Claims (10)
1. A positioning device of a tire pressure transmitter, the positioning device comprising:
a plurality of tire pressure transmitters respectively mounted on respective tires of an automobile, each tire pressure transmitter including a biaxial acceleration sensor for collecting biaxial acceleration data of the tire and a signal transmitter connected to the biaxial acceleration sensor and transmitting the biaxial acceleration data when the respective tire pressure transmitter reaches a reference position;
the system comprises a plurality of wheel speed sensors, a plurality of wheel speed sensors and an electronic control unit, wherein the wheel speed sensors are fixedly arranged on the automobile and correspond to the tire pressure transmitters one by one, and are used for acquiring level signals of gears in an anti-lock braking system and sending the level signals to the anti-lock braking system;
and the signal receiver is arranged in the automobile, receives the double-shaft acceleration data and the tooth number data, and determines the position of each tire pressure transmitter according to the phase difference relation of the received double-shaft acceleration data and the convergence of the tooth number data at the moment corresponding to the received double-shaft acceleration data.
2. The positioning device of claim 1, wherein the dual-axis acceleration sensor comprises a tangential acceleration sensor for acquiring tangential acceleration data of the tire and a centrifugal acceleration sensor for acquiring centrifugal acceleration data of the tire.
3. The positioning apparatus according to claim 1 or 2, wherein the signal transmitter further comprises a signal processing unit, and the signal processing unit performs data processing on the biaxial acceleration data and then transmits the processed biaxial acceleration data to the signal receiver.
4. The positioning device of claim 1, wherein the dual axis acceleration sensor periodically collects dual axis acceleration data of a tire and/or the wheel speed sensor periodically collects level signals of a gear in an anti-lock braking system.
5. A method of locating a tire pressure transmitter, the method comprising:
the method comprises the following steps that a plurality of wheel speed sensors collect level signals of gears in an anti-lock brake system and send the level signals to an electronic control unit of the anti-lock brake system, the electronic control unit processes the received level signals to generate tooth number data and sends the tooth number data, and the tooth number data have corresponding gear positions;
the double-shaft acceleration sensor of the tire pressure transmitter acquires double-shaft acceleration data of a tire, and the signal transmitter of the tire pressure transmitter transmits the double-shaft acceleration data when each tire pressure transmitter reaches a reference position to the signal receiver;
and the signal receiver receives the tooth number data and the double-shaft acceleration data, statistically analyzes the tooth number data at the moment corresponding to the received double-shaft acceleration data, and determines the gear position corresponding to a group of tooth number data with the best convergence as the positioning of the tire pressure transmitter.
6. The method of claim 5, wherein said signal receiver determining the gear position corresponding to the most convergent set of tooth number data as the position of said tire pressure transmitter further comprises: and determining the left and right positions of the tire pressure transmitter according to the phase difference relation of the biaxial acceleration data.
7. The method of claim 5, wherein said signal receiver determining the gear position corresponding to the most convergent set of tooth number data as being prior to said positioning of said tire pressure transmitter further comprises: and determining the left and right positions of the tire pressure transmitter according to the phase difference relation of the biaxial acceleration data.
8. The positioning method according to any one of claims 5 to 7, wherein the biaxial acceleration data includes a tangential acceleration whose phase is earlier than that of the centrifugal acceleration, which is located at the right-side tire, and a centrifugal acceleration whose phase is earlier than that of the tangential acceleration, which is located at the left-side tire, in one cycle.
9. The positioning method according to any one of claims 5-7, wherein the signal receiver counts the number of times the biaxial acceleration data is received, and stops receiving data if the number of times the biaxial acceleration data is received is greater than a threshold value.
10. The method of claim 5, wherein said step of said signal receiver receiving said tooth count data and statistically analyzing said tooth count data comprises: adding an overflow value to the tooth number data and then performing statistical analysis; the dual-axis acceleration sensor periodically collects dual-axis acceleration data of a tire, and/or the wheel speed sensor periodically collects level signals of gears in an anti-lock brake system.
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| CN201811641377.XA CN111376661A (en) | 2018-12-29 | 2018-12-29 | Positioning device and positioning method of tire pressure transmitter |
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| CN201811641377.XA CN111376661A (en) | 2018-12-29 | 2018-12-29 | Positioning device and positioning method of tire pressure transmitter |
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