CN113370960A - 用于确定车轮状态的装置和方法 - Google Patents

用于确定车轮状态的装置和方法 Download PDF

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Publication number
CN113370960A
CN113370960A CN202110255081.XA CN202110255081A CN113370960A CN 113370960 A CN113370960 A CN 113370960A CN 202110255081 A CN202110255081 A CN 202110255081A CN 113370960 A CN113370960 A CN 113370960A
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tpms
wheel
control unit
distance
detection unit
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CN202110255081.XA
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CN113370960B (zh
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李周浩
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Hyundai Mobis Co Ltd
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Hyundai Mobis Co Ltd
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    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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    • B60C23/0489—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 for detecting the actual angular position of the monitoring device while the wheel is turning
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Abstract

提供一种用于确定具有主制动装置和辅制动装置的车辆的每个车轮是否发生车轮抱死的车轮状态的装置和方法。该装置可以包括：车轮速度传感器(WSS)，其被配置为首次检测是否发生车轮抱死；轮胎压力监测系统(TPMS)，其配被置为二次检测是否发生车轮抱死；以及控制单元，其被配置为当所述WSS发生故障时，通过使用由所述TPMS检测到的信息来确定每个车轮是否发生车轮抱死的车轮状态。根据本公开的实施例，用于确定车轮状态的装置和方法可以通过使用两种类型的传感器双重确定车轮状态，从而提高车辆的制动稳定性。

Description

用于确定车轮状态的装置和方法
技术领域
本公开的示例性实施例涉及一种用于确定车轮状态的装置和方法，并且更具体地，涉及一种可以通过使用两种类型的传感器对车轮状态进行双重确定的用于确定车轮状态的装置和方法，从而改善车辆的制动稳定性。
背景技术
通常，为了执行制动，电子制动装置(例如，ABS/ESC)测量每个车轮的旋转速度并防止发生车轮抱死，从而减小制动距离。
对于该操作，该电子制动装置包括WSS(Wheel Speed Sensor，车轮速度传感器)，其安装在每个车轮上，并测量车轮的旋转速度，然后将信号传输到ECU(ElectronicControl Unit，电子控制单元)，从而确定是否对电子制动装置进行干预。
然而，随着近来对自动驾驶车辆的需求的增加，为了电子制动装置的稳定操作，制动装置和各种传感器的双重化的必要性也在增加。传感器的双重化可以通过简单地安装相同类型的传感器实现。但是，当安装了相同类型的传感器时，可能同时发生相同类型的错误。
因此，可以使用不同类型的传感器实现双重化，以提高车辆的制动稳定性。
因此，近来已经对WSS的双重化进行了研究。但是，目前很难期待达到期望的效果。
因此，需要一种能够通过使用WSS和TPMS(Tire Pressure Monitoring System，轮胎压力监测系统)来更准确且稳定地确定车轮状态的技术。
本公开的相关技术在2009年4月8日公开的公开号为10-2009-0034519且标题为“用于车辆的车轮速度校正的系统及其方法”的韩国专利申请中公开。
发明内容
各种实施例涉及用于确定车轮状态的装置和方法，其可以通过使用两种类型的传感器双重确定车轮状态，从而提高车辆的制动稳定性。
在一个实施例中，提供一种用于确定具有主制动装置和辅制动装置的车辆的每个车轮是否发生车轮抱死的车轮状态的装置。该装置可以包括：车轮速度传感器(WSS)，其被配置为首次检测是否发生车轮抱死；轮胎压力监测系统(TPMS)，其被配置为二次检测是否发生车轮抱死；以及控制单元，其被配置为当WSS发生故障时，通过使用由TPMS检测到的信息来确定每个车轮是否发生车轮抱死的车轮状态。
该控制单元可以通过使用由TPMS或单独的加速度传感器检测的加速度信息来确定每个车轮是否发生车轮抱死的车轮状态。
该装置可以进一步包括TPMS检测单元，其被配置为当从TPMS接收感测值信号时检测该感测值信号的强度，其中，控制单元计算并学习从TPMS检测单元到TPMS的距离、相应车轮的旋转角度和旋转速度，以及TPMS在车轮内的位置，并且每当车辆运行时，基于计算的和学习的信息确定对于车辆每个行驶速度的车轮状态。
由TPMS传输的感测值可以包括加速度值和压力值的变化周期。
由TPMS发送的信号的强度可以随着相应车轮旋转时TPMS与TPMS检测单元之间的距离的减小而增加，并且随着车轮旋转时TPMS与TPMS检测单元之间的距离的增大而减小。
TPMS检测单元可以通过通信单元将由TPMS发送的信号的强度和信息发送到控制单元。
控制单元可以基于信号的强度来计算从TPMS检测单元到TPMS的距离。
控制单元可以基于由TPMS检测到的压力值和加速度值的变化周期来计算相应车轮的旋转角度和旋转速度。
控制单元可以基于从TPMS检测单元到TPMS的距离以及车轮的旋转角度和旋转速度来计算TPMS在相应车轮内的位置。
控制单元可以通过使用图形用户界面(Graphic User Interface，GUI)方法，通过通信单元将计算的信息和相应车轮的状态信息输出到指定输出单元中安装的显示设备。
控制单元可以通过使用车轮状态来控制主制动装置和辅制动装置中的至少一个，其中该车轮状态是基于从TPMS检测单元到TPMS的距离、相应车轮的旋转角度和旋转速度，以及TPMS在车轮内的位置而确定。
在一实施例中，一种用于确定车轮状态的方法可以包括：由控制单元检测车辆的启动，当检测到车辆启动时，从与车轮对应的TPMS接收每个车轮的加速度值，以及检测由TPMS发送的信号的强度，该信号包括指定信息；由控制单元基于信号的强度来计算从与车轮对应的TPMS检测单元到TPMS的距离；由控制单元通过将加速度值与从TPMS检测单元到TPMS的距离进行匹配来计算TPMS在车轮内的位置；由控制单元，根据车辆的行驶速度，学习加速度值以及从TPMS检测单元到TPMS的距离；以及由控制单元基于学习信息，根据每个行驶速度的加速度值以及从TPMS检测单元到TPMS的距离，确定车轮状态。
信号的强度可以随着相应车轮旋转时TPMS与TPMS检测单元之间的距离的减小而增加，并且随着车轮旋转时TPMS与TPMS检测单元之间的距离的增大而减小。
在从TPMS接收每个车轮的加速度值时，TPMS检测单元可以通过通信单元将由TPMS发送的信号的强度和信息发送到控制单元。
在从TPMS接收每个车轮的加速度值时，控制单元可以基于由TPMS检测到的压力值和加速度值的变化周期来计算相应车轮的旋转角度和旋转速度。
该方法还可以包括：在计算出TPMS在相应车轮内的位置之后，由控制单元通过使用GUI方法，通过通信单元将计算的信息和相应车轮的状态信息输出到指定输出单元中安装的显示设备。
该方法还可包括：在确定车轮状态之后，由控制单元通过使用确定的车轮状态，控制主制动装置和辅制动装置中的至少一个。
根据本公开的实施例，用于确定车轮状态的装置和方法可以通过使用两种类型的传感器双重确定车轮状态，从而提高车辆的制动稳定性。
附图说明
图1是示出根据本公开的实施例的用于确定车轮状态的装置的示意性构造的图。
图2是用于描述通过使用由图1中的轮胎压力监测系统(TPMS)检测到的加速度值来检测旋转速度和旋转方向的方法的图。
图3是用于描述通过使用由图1中的TPMS检测到的信号的强度来检测到TPMS检测单元的距离的方法的图。
图4是用于描述根据本公开实施例的用于确定车轮状态的方法的流程图。
具体实施方式
如在相应领域中的传统，一些示例性实施例可以在附图中以功能块、单元和/或模块的形式来示出。本领域普通技术人员将理解，这些块、单元和/或模块由诸如逻辑电路、分立组件、处理器、硬连线电路、存储元件、布线连接等电子(或光学)电路物理地实现。当块、单元和/或模块由处理器或类似硬件实现时，可以使用软件(例如，代码)对它们进行编程和控制，以执行本文讨论的各种功能。替代地，每个块、单元和/或模块可以由专用硬件来实现或者实现为执行一些功能的专用硬件和执行其他功能的处理器(例如，一个或更多个编程处理器和相关电路)的组合。在不脱离本发明构思的范围的情况下，一些示例性实施例的每个块、单元和/或模块可以在物理上被分成两个或更多个相互作用和离散的块、单元和/或模块。此外，在不脱离本发明构思的范围的情况下，一些示例性实施例的块、单元和/或模块可以物理地组合成更复杂的块、单元和/或模块。
在下文中，下面将参考附图通过各种示例性实施例来描述用于确定车轮状态的装置和方法。
应当注意，附图不是精确的比例，并且可能仅仅出于描述方便和清楚的目的而夸大了线的粗细或部件的尺寸。而且，本文使用的术语是通过考虑本发明的功能来定义的，并且可以根据用户或操作者的习惯或意图来改变。因此，应根据本文阐述的全部公开内容对术语进行定义。
图1是示出根据本公开的实施例的用于确定车轮状态的装置的示意性构造的图。
如图1所示，根据本实施例的用于确定车轮状态的装置包括轮胎压力监测系统(TPMS)111至114、TPMS检测单元121至124、通信单元130、控制单元140以及制动单元151和152。
TPMS 111至114安装在车辆的各个车轮上，并且通过无线方法将感测值传输到TPMS检测单元121至124。
例如，由TPMS 111至114传输的每个感测值包括加速度值和压力值。此时，每个TPMS可以包括用于检测加速度信息的单独的加速度传感器(例如，IMU(InertiaMeasurement Unit，惯性测量单元))。
例如，基于加速度传感器所处的角度，通过纵向加速度gX_veh和水平加速度gY_ang的三角函数来确定旋转值输出。当车辆实际加速时，纵向加速度gX_veh增加。因此，当确定旋转值输出时，该装置需要从安全气囊IMU中减去纵向加速度值，以确定是否发生了车轮抱死。这表示为gX_实际＝gX_ang-gX_veh。在此，gX_实际表示每个位置的加速度传感器的实际输出值，gX_ang表示从相应的TPMS输出的旋转值，以及gX_veh表示从车辆内的各种IMU或逻辑中提取的车辆的实际纵向加速度值。
当从TPMS 111至114接收感测值信号时，TPMS检测单元121至124检测信号的强度(例如，接收的信号强度(Received Signal Strength，RSS)(见图3)。
例如，如图3所示，由TPMS 111至114中的每一个发送的信号的强度(例如，RSS)，当相应车轮(或轮胎)旋转时随着TPMS与相应的TPMS检测单元之间的距离减小而增加，并且当相应车轮(或轮胎)旋转时随着TPMS与相应的TPMS检测单元之间的距离增加而减小。当使用由TPMS 111至114发送的信号的强度(例如，RSS)时，可能无法识别旋转方向。然而，在本实施例中，可以根据由TPMS 111至114检测的加速度值(或加速度值的变化周期)来确定旋转方向。
TPMS检测单元121至124通过通信单元130将由TPMS 111至114发送的信号的强度和信息发送到控制单元140，该信息包括压力值、加速度值以及压力值和加速度值的变化周期。
TPMS检测单元121至124分别安装在车辆外部的指定位置(例如，车辆外部车轮的边缘)。因此，检测到的信号的强度(例如，RSS的周期性变化)可以根据通过车轮的旋转而变化的距离而不同。
控制单元140基于信号的强度计算从TPMS检测单元121至124到TPMS111至114的距离。
控制单元140基于信息(例如，压力值、加速度值以及压力值和加速度值的变化周期)计算车轮的旋转角度和旋转速度。
因此，控制单元140可以计算从TPMS检测单元121至124到TPMS 111至114的距离、旋转角度和旋转速度，并且基于该距离、旋转角度和旋转速度识别各个车轮内的TPMS 111至114的位置。
每当车辆行驶时，控制单元140可以计算从TPMS检测单元121至124到TPMS 111至114的距离、旋转角度和旋转速度，并且基于该距离、旋转角度和旋转速度学习TPMS 111至114在各个车轮内的位置。因此，控制单元140可以计算对于每个车辆速度的到TPMS 111至114的距离、旋转角度、旋转速度，以及TPMS 111至114在各个车轮内的位置。即，控制单元140可以确定车轮状态。
控制单元140可以通过使用图形用户界面(Graphic User Interface，GUI)方法，通过通信单元130将计算出的信息(例如，各个车轮内的TPMS的距离、旋转角度、旋转速度和位置)输出到指定的输出单元(例如，车辆的AVN设备或安装在车辆集群中的显示设备)(未示出)。
此外，控制单元140可以基于计算出的信息(例如，各个车轮内的TPMS的距离、旋转角度、旋转速度和位置)同时控制制动单元151和152。可替代地，控制单元140可通过使用由WSS(未示出)检测的车轮状态信息控制第一制动单元(例如，主制动装置)151，并通过使用由TPMS检测的车轮状态信息控制第二制动单元(例如，辅制动装置)152。
此外，控制单元140通过使用TPMS 111至114的加速度值检测车轮状态(例如，车轮的旋转以及关于是否发生车轮抱死的信息)。
例如，如图2所示，TPMS的加速度值，在相应车轮旋转时生成正弦波信号(见图2(a))，并且在相应车轮不旋转时生成线性信号(见图2(b))。
参考图2(a)，控制单元140可以通过使用加速度值的输出来确定每个车轮的旋转。然而，由于加速度值的特性，车轮在每次旋转下可能产生相同的值，并且根据用该相同的值之间设置的时间差测量的值之间的差值而彼此区分。例如，可以在45度和135度处生成相同的值。然而，当t2-t1是正数时，测量值对应于45度，而当t2-t1是负数时，测量值对应于135度。当发生车轮抱死时(图2(b)中的部分③和部分④)，可以仅通过加速度值来检测车轮抱死。然而，即使没有发生车轮抱死，在道路上的实际行驶中，控制单元140也可能根据周围情况误识别出发生了车轮抱死。因此，根据本实施例，控制单元140通过另外使用从TPMS检测单元121至124到TPMS 111至114的各自的距离信息来确定车轮的最终状况(例如，车轮抱死)。
图4是用于描述根据本公开实施例的用于确定车轮状态的方法的流程图。
参考图4，在步骤S101中，控制单元140检测车辆的启动。当检测到车辆启动时(步骤S101中为是)，在步骤102中，控制单元140从各个TPMS111至114接收车轮的加速度值，并检测由TPMS 111至114发送的信号的强度，该信号包括指定信息(例如，压力值和加速度值)。
在步骤S103中，控制单元140基于该信号的强度计算或检测从TPMS检测单元121至124到TPMS 111至114的距离。
在步骤S104中，控制单元140通过将加速度值与从TPMS检测单元121至124到TPMS111至114的距离相匹配来检测或计算TPMS在各个车轮内的位置。
同时，由于各个车轮中的TPMS 111到114的位置互不相同，因此可以实时管理取决于每个车轮的旋转的位置变化。即，在步骤S105中，控制单元140根据行驶速度来学习加速度值以及从TPMS检测单元121至124到TPMS111至114的距离。
在步骤S106中，当按如上所述执行学习过程时，控制单元140基于学习信息，根据对于每个行驶速度的加速度值以及从TPMS检测单元121至124到TPMS 111至114的距离来确定车轮状态(例如，车轮抱死)。
根据本公开的实施例，该装置和方法可以通过使用两种类型的传感器(例如，WSS和TPMS)来双重确定车轮状态，或者通过传感器的双重化来确定车轮状态，并基于由TPMS确定的车轮状态以及由现有的WSS确定的车轮状态来控制制动单元(即，第一制动单元151和第二制动单元152中的至少一个)，从而提高自动驾驶车辆的制动稳定性。
尽管已经参考附图中示出的实施例公开了本公开，但是这些实施例仅用于说明目的，并且本技术所属领域的技术人员将理解，由此可以得到各种修改和其他等效实施例。因此，本公开的真实技术范围应由技术方案限定。此外，可以使用例如方法或过程、装置、软件程序、数据流或信号来实现本说明书中描述的实施例。尽管仅在单纯的上下文中讨论了某个特征(例如，仅在方法中进行了讨论)，但是可以以另一种类型(例如，设备或程序)来实现所讨论的特征。可以用合适的硬件、软件或固件来实现装置。例如，该方法可以在诸如处理器之类的设备中实现，该设备通常是指包括计算机、微处理器、集成电路或可编程逻辑设备的处理设备。处理器的示例包括诸如计算机、蜂窝电话、PDA(Personal DigitalAssistant，个人数字助理)之类的通信设备，其可以促进终端用户之间的信息通信。
尽管已经出于说明性的目的公开了本公开的示例性实施例，但是本领域技术人员将理解，在不脱离如技术方案所限定的本公开的范围和精神的情况下，可以进行各种修改、添加和替换。因此，本公开的真实技术范围应由技术方案限定。

Claims (17)

1.一种用于确定具有主制动装置和辅制动装置的车辆的每个车轮是否发生车轮抱死的车轮状态的装置，所述装置包括：
车轮速度传感器(WSS)，其被配置为首次检测是否发生车轮抱死；
轮胎压力监测系统(TPMS)，其被配置为二次检测是否发生车轮抱死；以及
控制单元，其被配置为当所述WSS发生故障时，通过使用由所述TPMS检测到的信息来确定每个车轮是否发生车轮抱死的车轮状态。
2.根据权利要求1所述的装置，其中，所述控制单元通过使用由所述TPMS或单独的加速度传感器检测的加速度信息来确定每个车轮是否发生车轮抱死的车轮状态。
3.根据权利要求1所述的装置，还包括：TPMS检测单元，其被配置为当从所述TPMS接收感测值信号时检测所述感测值信号的强度，
其中，所述控制单元计算并学习从所述TPMS检测单元到所述TPMS的距离、相应车轮的旋转角度和旋转速度，以及所述TPMS在车轮内的位置，并且每当车辆运行时，基于计算的和学习的信息确定对于车辆每个行驶速度的车轮状态。
4.根据权利要求3所述的装置，其中，由所述TPMS传输的感测值包括加速度值和压力值的变化周期。
5.根据权利要求3所述的装置，其中，由所述TPMS发送的信号的强度，随着相应车轮旋转时所述TPMS与所述TPMS检测单元之间的距离的减小而增加，并且随着车轮旋转时所述TPMS与所述TPMS检测单元之间的距离的增大而减小。
6.根据权利要求3所述的装置，其中，所述TPMS检测单元通过通信单元将由所述TPMS发送的信号的强度和信息发送到所述控制单元。
7.根据权利要求3所述的装置，其中，所述控制单元基于所述信号的强度来计算从所述TPMS检测单元到所述TPMS的距离。
8.根据权利要求3所述的装置，其中，所述控制单元基于由所述TPMS检测到的压力值和加速度值的变化周期来计算相应车轮的旋转角度和旋转速度。
9.根据权利要求3所述的装置，其中，所述控制单元基于从所述TPMS检测单元到所述TPMS的距离以及所述车轮的旋转角度和旋转速度来计算所述TPMS在相应车轮内的位置。
10.根据权利要求3所述的装置，其中，所述控制单元通过使用图形用户界面(GUI)方法，通过所述通信单元将计算的信息和相应车轮的状态信息输出到指定输出单元中安装的显示设备。
11.根据权利要求3所述的装置，其中，所述控制单元通过使用所述车轮状态来控制所述主制动装置和所述辅制动装置中的至少一个，其中所述车轮状态是基于从所述TPMS检测单元到所述TPMS的距离、相应车轮的旋转角度和旋转速度，以及所述TPMS在车轮内的位置而确定。
12.一种用于确定车轮状态的方法，包括：
由控制单元检测车辆的启动，当检测到车辆启动时，从与车轮对应的TPMS接收每个车轮的加速度值，以及检测由所述TPMS发送的信号的强度，所述信号包括指定信息；
由所述控制单元基于所述信号的强度，计算从与所述车轮对应的TPMS检测单元到所述TPMS的距离；
由所述控制单元通过将加速度值与从所述TPMS检测单元到所述TPMS的距离进行匹配来计算所述TPMS在车轮内的位置；
由所述控制单元，根据所述车辆的行驶速度，学习加速度值以及从所述TPMS检测单元到所述TPMS的距离；以及
由所述控制单元基于学习信息，根据每个行驶速度的加速度值以及从所述TPMS检测单元到所述TPMS的距离，确定车轮状态。
13.根据权利要求12所述的方法，其中，所述信号的强度随着相应车轮旋转时所述TPMS与所述TPMS检测单元之间的距离的减小而增加，并且随着所述车轮旋转时所述TPMS与所述TPMS检测单元之间的距离的增大而减小。
14.根据权利要求12所述的方法，其中，在从所述TPMS接收每个车轮的加速度值时，
所述TPMS检测单元通过通信单元将由所述TPMS发送的信号的强度和信息发送到所述控制单元。
15.根据权利要求12所述的方法，其中，在从所述TPMS接收每个车轮的加速度值时，
所述控制单元基于由所述TPMS检测到的压力值和加速度值的变化周期来计算相应车轮的旋转角度和旋转速度。
16.根据权利要求12所述的方法，还包括：在计算出所述TPMS在相应车轮内的位置之后，由所述控制单元通过使用GUI方法，通过通信单元将计算的信息和相应车轮的状态信息输出到指定输出单元中安装的显示设备。
17.根据权利要求12所述的方法，还包括：在确定车轮状态之后，由所述控制单元通过使用确定的车轮状态，控制主制动装置和辅制动装置中的至少一个。
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