DE102011084088B4 - Method and device for determining the installation position of a wheel sensor - Google Patents

Abstract

Method (10) for determining the installation position of a wheel sensor (20) on a vehicle (12) with at least two wheels (14), at least one of which has a wheel sensor (20), with the following steps:
- Sending and receiving a signal (22) from the wheel sensor (20),
- Providing at least one piece of information (30) about another state of the vehicle (12) at the time of receiving the signal (22) from the wheel sensor (20),
- Provision of at least one expected value (34) for the signal (22) of the wheel sensor (20) as a function of the at least one item of information (30) about the other state of the vehicle (12),
16 - Assignment of the wheel sensor (20) to an installation position on the vehicle (12) as a function of a comparison of the signal (22) of the wheel sensor (20) with the expected value (34) of the signal (22) of the wheel sensor (20), characterized in that, that the assignment of the wheel sensor (20) to an installation position on the vehicle (12) depending on a comparison of the signal (22) of the wheel sensor (20) with the expected value (34) of the signal (22) of the wheel sensor (20) a determination of the probability a correct or incorrect assignment of the wheel sensor (20) to an installation position on the vehicle (12).

Description

The invention relates to a method and a device for determining the installation position of a wheel sensor on a vehicle with at least two wheels, of which at least one wheel has a wheel sensor. The state of the art is next to DE 10 2006 033 589 A1 and the US 6 259 361 B1 especially on the DE 103 07 266 A1 referenced.

A wheel sensor relevant here is preferably designed as a tire sensor that is built into a tire of the wheel. The wheel sensor records measured values of various measured variables on the associated wheel, such as the tire air pressure, the tire temperature, the wheel angle position and / or the wheel load. The wheel sensor sends the measured values to a receiving device that is built into the chassis of the vehicle itself. Known wheel sensors also send an identification number for the wheel sensor, the so-called ID number, when the measured value is transmitted. The receiving device can then assign the received measured values to a wheel sensor. However, the receiving device cannot yet use the ID number to determine whether the wheel belonging to the wheel sensor is installed on the vehicle itself or on a neighboring vehicle, and also not at which installation position on the vehicle the wheel is located. For example, due to a wheel change, a wheel with a specific wheel sensor can have a different position before the wheel change than after the wheel change.

In order to be able to clearly assign the received measured values of several wheel sensors to an installation position, modern vehicles are therefore increasingly equipped with systems for wheel localization.

In the vehicle market, comparatively inexpensive wheel control systems in the form of tire pressure control systems with which the wheel position can be localized are known. These tire pressure monitoring systems manage without the use of so-called trigger transmitters. Instead, the wheel sensors on each wheel use built-in accelerometers to determine the direction of rotation of the associated wheel. The field strength of the signal from the wheel sensor is used to assign it to a front or rear axle.

The systems currently on the market in this way have the disadvantage that the associated antenna of the receiving device for receiving the signals transmitted by the wheel sensors must be located on or in the vehicle in a specific area. The installation location of the antenna cannot be freely selected. With these systems, a minimum field strength difference must be ensured between the signals from the wheel sensors on the front axle and the rear axle.

Furthermore, there are already systems that use a comparison with the wheel speeds determined by the vehicle for localization. Wheel sensors always send at the same angular position of the wheel and determine the position of the wheel by comparing it with measured values from wheel speed meters on the vehicle, which are installed in the associated brake system, for example. For this purpose, for example, on the aforementioned DE 10 2006 033 589 A1 This method, which uses the comparison of wheel speeds for localization, places high demands on the timing of the wheel speed signals.

Which is considered to be the closest prior art DE 103 07 266 A1 describes a system for remotely monitoring tire pressure in a vehicle having left and right front and rear tires with a transmitter mounted in each tire transmitting tire information signals that convey tire pressure data and associated tire rotation direction data. A vehicle-mounted receiver is seated at a location spaced a first distance from the front tires and a second distance from the rear tires, the first distance being different from the second distance. An in-vehicle controller that communicates with the receiver determines whether pressure data are to be assigned to a front tire or a rear tire based on the strength of the tire information signal, and whether the pressure data are to be assigned to a right tire or a left tire based on the assigned direction of rotation data . The temperatures of the individual tires and other boundary conditions such as the position of the vehicle engine are also taken into account. Something similar describes the US 6 259 361 B1 .

Since, with these known methods, errors can occur in the assignment of the wheel sensor signals, especially depending on the sometimes unsuitable installation location of the receiving device in the vehicle, this is a further improved method for determining the installation position of a wheel sensor according to the preamble of claim 1 ( = Object of the invention).

This object is achieved with the features of claim 1 or with a device according to claim 9 and is essentially characterized in that the assignment of the wheel sensor to an installation position on the vehicle is dependent on a comparison of the signal from the wheel sensor with the expected value of the signal of Wheel sensor comprises determining the probability of a correct or incorrect assignment of the wheel sensor to an installation position on the vehicle.

The signal from the tire sensor according to the invention supplies tire data in particular in the form of so-called telegrams. These telegrams are received by the vehicle and the data they contain are recorded and stored together with the time of receipt. Furthermore, expected values for the signals from the wheel sensors are generated on the vehicle side using generally available information, in particular about the driving situation and structural properties of the vehicle. The information about any other condition of the vehicle is also referred to here as vehicle data. Correlation of the actual signal of the wheel sensor with the signal to be expected from the wheel sensor can then be used to determine the correspondence in the signal comparison for possible installation positions and thus to draw conclusions about the installation position. Assigning the wheel sensor to an installation position on the vehicle as a function of a comparison of the signal from the wheel sensor with the expected value of the signal from the wheel sensor includes determining the probability of a correct or incorrect assignment of the wheel sensor to an installation position on the vehicle. The probability value determined in this way indicates the wheel position with which the signal correlates best.

In the sense of an advantageous development, an evaluation model can be used to determine the probability value, in which the individual measured variables taken into account are evaluated. Several methods for assigning the wheel sensor to an installation position on the vehicle can advantageously be implemented independently of one another.

The signal of the wheel sensor according to the invention is preferably sent when it has detected a predetermined angular range W1 to be traversed by the associated wheel. The signal from the wheel sensor is then sent again when it has detected n wheel revolutions (where n denotes a positive natural number) and a predetermined angular range W1 to be passed through. Alternatively, a renewed signal transmission is advantageous if the wheel sensor has passed through n wheel revolutions and an angular range W2 = W1 + Wx (where Wx denotes an angular range less than 360 °). In addition, the signal from the wheel sensor can advantageously be sent and received in a fixed time grid.

The expected value for the signal from the wheel sensor can preferably be determined by means of information generally available on the vehicle side. In particular, at least one expectation matrix is used, by means of which, depending on the driving situation, a pressure value delta, a temperature value delta and / or a contact delta can be determined on the associated tire. Furthermore, a wheel speed delta depending on the steering angle, a wheel speed delta depending on the accelerator pedal position, a wheel speed delta depending on the brake pedal position, a temperature value delta depending on the engine temperature and / or a wheel speed delta depending on the drive axle can be determined.

1. 1. Eigenraderkennung, d.h. das zugeordnete Rad ist an diesem Fahrzeug verbaut;
2. 2. Pannenwarnung ohne Position;
3. 3. Temperaturanzeige im Display;
4. 4. Druckanzeige im Display;
5. 5. Warnung falscher Reifen verbaut;
6. 6. Warnung zu hohe Geschwindigkeit für den verbauten Reifen;
7. 7. Pannenwarnung mit Position;
8. 8. Verschleißwarnung;
9. 9. Anpassung von nicht sicherheitskritischen Fahrzeugfunktionen bei einer gefahrenen Geschwindigkeit V kleiner einer ersten Grenzgeschwindigkeit V1 (V < V1);
10. 10. Anpassung von nicht sicherheitskritischen Fahrzeugfunktionen bei einer gefahrenen Geschwindigkeit V zwischen einer ersten Grenzgeschwindigkeit V1 und einer zweiten Grenzgeschwindigkeit V2 (V1 < V < V2);
11. 11. Anpassung von nicht sicherheitskritischen Fahrzeugfunktionen bei einer gefahrenen Geschwindigkeit V größer einer zweiten Grenzgeschwindigkeit V2 (V > V2);
12. 12. Anpassung von sicherheitskritischen Fahrzeugfunktionen bei einer gefahrenen Geschwindigkeit V kleiner einer ersten Grenzgeschwindigkeit V1 (V < V1);
13. 13. Anpassung von sicherheitskritischen Fahrzeugfunktionen bei einer gefahrenen Geschwindigkeit V zwischen einer ersten Grenzgeschwindigkeit V1 und einer zweiten Grenzgeschwindigkeit V2 (V1 < V < V2);
14. 14. Anpassung von sicherheitskritischen Fahrzeugfunktionen bei einer gefahrenen Geschwindigkeit V größer einer zweiten Grenzgeschwindigkeit V2 (V > V2).

The assignment determined in this way is differently permissible with regard to a correct assignment of a wheel sensor to a specific wheel. So it has different levels of reliability. Depending on this reliability, the result of the assignment can then advantageously be used in different ways. In the following, preferred uses of the determined assignment according to the invention are listed, the list being in ascending order with regard to the reliability requirement:

1. 1. Own wheel recognition, ie the assigned wheel is installed on this vehicle;
2. 2. Breakdown warning without position;
3. 3. Temperature indication in the display;
4. 4. Pressure indication in the display;
5. 5. Warning wrong tires installed;
6. 6. Warning too high speed for the installed tire;
7. 7. Breakdown warning with location;
8. 8. Wear warning;
9. 9. Adaptation of non-safety-critical vehicle functions at a driven speed V less than a first limit speed V1 (V <V1);
10. 10. Adaptation of non-safety-critical vehicle functions at a driven speed V between a first limit speed V1 and a second limit speed V2 (V1 <V <V2);
11. 11. Adaptation of non-safety-critical vehicle functions at a driven speed V greater than a second limit speed V2 (V>V2);
12. 12. Adaptation of safety-critical vehicle functions at a driven speed V less than a first limit speed V1 (V <V1);
13. 13. Adaptation of safety-critical vehicle functions at a driven speed V between a first limit speed V1 and a second limit speed V2 (V1 <V <V2);
14. 14. Adaptation of safety-critical vehicle functions at a driven speed V greater than a second limit speed V2 (V> V2).

According to the invention, a driver type identification is advantageously carried out first and then the warning limits are adapted as a function of the driver type. The recognition speed can be further increased by means of a self-learning vehicle model. The vehicle-specific values of the expectation matrices are initialized during manufacture of the vehicle and converge to optimized values during operation of the vehicle. Possible driver-specific deviations from the learned values are reset every time you start driving.

Depending on the type or variant of the vehicle, there are various methods according to the invention, some of which are also basically simple, for evaluating the localization or positioning of a wheel sensor. Temperature differences between the two vehicle axles, pressure differences between the tires and differences in the number of revolutions between driven and non-driven axles are preferably used as measured variables. The reliability and speed of determination vary greatly depending on the procedure. By combining several methods, the reliability of the information obtained can be increased according to the invention.

On the vehicle side, measured variables or parameters are preferably used that are not assigned to the individual tire positions and are rather uncritical with regard to the timing of the provision.

The signal of the wheel sensor therefore preferably comprises at least one of the following information, which is also referred to as tire data: identification number of the wheel sensor (ID number), tire pressure, tire temperature, wheel angle position, signal number from activation or so-called telegram number, contact length, Direction of rotation, acceleration values, coefficient of friction of the tire, tire dimension, battery life counter, tire DOT (plant code, size code, type code, week of manufacture), production date of the tire and tire dimension. The wheel angle position can advantageously also be transmitted from the vehicle's steering system via the respective transmission time.

At least one item of information from the group of the following information is advantageously derived from the signal from the wheel sensor. In the present case, this information is also referred to as derived tire data: wheel speed, temperature change in a time or time span t1, pressure change in a time or time span t2, reception yield and reception yield as a function of the vehicle speed. The reception yield is understood to mean the number of signals (or telegrams) received per unit of time.

As information about another condition of the vehicle, the so-called vehicle data, at least one piece of information from the group of the following information is advantageously provided: vehicle model, engine type (e.g. internal combustion engine or electric motor), engine power, vehicle speed, steering angle of the front axle, steering angle of the rear axle, engine temperature, Brake temperature, outside temperature, drive axle, type of brake system, type of exhaust system, tires approved for the vehicle, load condition of the vehicle, windshield wiper or rain sensor signal, vehicle acceleration in longitudinal direction, vehicle acceleration in transverse direction, accelerator pedal position, brake pedal position, clamp condition, time since ignition-on, duration since ignition off before ignition on, driver identification, information on seat occupancy, information on seat adjustment, information on steering wheel adjustment, operating seconds counter and identification number of the Ra received from the previous trip dsensors. The driver identification takes place particularly advantageously via a vehicle key identification number.

The signal from the wheel sensor, the associated point in time of reception and the at least one piece of information relating to the other state of the vehicle associated with the point in time are preferably stored. From these stored values, several values are then advantageously evaluated together.

The provision of at least one expected value for the signal from the wheel sensor as a function of the at least one item of information is advantageously carried out via the other state of the vehicle by means of a modeling of the vehicle.

From the signal of the wheel sensor in comparison with the at least one item of information about the other state of the vehicle, further statements about the state of the associated wheel or of the wheel sensor are preferably derived.

Information derived in a particularly meaningful way is, in particular, the detection of tire damage, tire wear and / or a state of the energy source of the wheel sensor.

• 1. Eine Auswertung nur über den Fülldruck, wobei davon ausgegangen wird dass der Fülldruck an der Hinterachse z.B. um circa 0,5 bar größer ist als an der Vorderachse;
• 2. Eine Auswertung der Reifentemperatur, wobei nach längerer Fahrt durch die Motorwärme gemeinhin die Reifentemperatur an der Vorderachse größer ist als an der Hinterachse;
• 3. Eine Auswertung der Umdrehungszahl der Reifen beim Anfahren, wobei bedingt durch den Schlupf der Reifen beim Anfahren gemeinhin die Umdrehungszahl auf der Antriebsachse größer ist als auf der nicht angetriebenen Achse;
• 4 . Erkennung der Umdrehungsrichtung anhand von in der Radelektronik implementierten Beschleunigungssensoren.

The following four methods are particularly preferably implemented:

• 1. An evaluation only on the filling pressure, whereby it is assumed that the filling pressure on the rear axle is, for example, about 0.5 bar higher than on the front axle;
• 2. An evaluation of the tire temperature, with the tire temperature on the front axle generally being higher than on the rear axle after a long journey due to the engine heat;
• 3. An evaluation of the number of revolutions of the tires when starting up, with the number of revolutions on the drive axle generally being greater than on the non-driven axle due to the slip of the tires when starting up;
• 4th Detection of the direction of rotation using acceleration sensors implemented in the wheel electronics.

The reliability of the four methods is different and each of them on its own cannot, as a rule, clearly assign one of four wheel positions to a wheel sensor identification number. In method no. 1, for example, a customer could swap the wheels on the front and rear axles without correctly adjusting the inflation pressure.

Initially, each of these methods therefore provides only a less than reliable statement. Therefore, an initially determined position of a wheel sensor, which is determined shortly after receiving the first telegram, is assigned a very low reliability code and must not be used, for example, to display a breakdown position. Only when the initial position has been confirmed by, in particular, two further independent processes (advantageously slip and engine heat) does the reliability index rise to such a high value that the tire information is enabled for safety-critical driving functions.

In addition to tire pressure monitoring systems based on wheel and tire sensors, there are also tire repair systems that use the vehicle's wheel speed sensors to assess a flat tire. This means that flat tires can be reliably detected for all types of tires (including those without or with a defective tire sensor). However, a gradual loss of air pressure in all tires cannot be reliably identified with all tire types. In an advantageous embodiment of the solution according to the invention, in addition to the mechanisms already described above for the reliability assessment of a breakdown warning with position, such a breakdown warning system is also included in the assessment matrix. In the event that no sensors are installed on one or more tires or they have failed, this measure improves the overall system performance and increases the availability of a reliable breakdown warning in the event of incorrect operation or failures.

The assignment of a wheel sensor to a wheel is advantageously carried out again with each additional signal from the wheel sensor and the overall probability of a correct or incorrect assignment of the wheel sensor to an installation position on the vehicle is determined. This results in a table of the identification numbers of the wheel sensors and their reliability assessments, which can then be evaluated as explained above.

• 1 eine stark vereinfachte Seitenansicht eines Fahrzeugs mit einer erfindungsgemäßen Vorrichtung und
• 2 ein Schaubild eines Ausführungsbeispiels eines erfindungsgemäßen Verfahrens.

An exemplary embodiment of the solution according to the invention is explained in more detail below with reference to the accompanying schematic drawing. It shows:

• 1 a greatly simplified side view of a vehicle with a device according to the invention and
• 2 a diagram of an embodiment of a method according to the invention.

In 2 is procedure 10 to determine the installation position of a wheel sensor on a vehicle 12th according to 1 . shown. The vehicle 12th is a passenger car with four wheels 14th on two axles (front axle 16 and rear axle 18th ), each of which is the wheels 14th a wheel sensor 20th having.

From the wheel sensors 20th signals are sent out regularly. The signals contain information or so-called tire data 22nd about the state of each to the wheel sensor 20th belonging wheel 14th , especially the one about the bike 14th belonging tires.

The signals are received by a receiving device 24 received on the chassis of the vehicle and a control unit 26th which processes it. In the control unit 26th are in particular from the tire data 22nd so-called derived tire data 28 extracted.

The control unit 26th further information about another condition of the vehicle, so-called vehicle data 30th , especially at the time of receiving the signal from the wheel sensor 20th forwarded. This vehicle data 30th originate from sensors not shown, such as temperature or acceleration sensors on the vehicle 12th .

In the control unit 26th is an evaluation model 32 deposited, by means of which on the basis of an expectation matrix 34 at least one expected value for the signal from the wheel sensor 20th depending on the vehicle data 30th is determined. Using the valuation model 32 will as a result 36 the determinations for each ID number 38 a tire sensor 20th a reliability assessment 40 assigned in the form of a reliability value.

In the reliability assessment 40 becomes the installation position of the respective wheel sensor 20th at the vehicle 12th depending on a comparison of the tire data 22nd and derived tire data 28 of the signal from the wheel sensor 20th with the associated expected value of the signal from the wheel sensor 20th from the expectation matrix 34 certainly. If there is a high degree of agreement, there is a high probability value for the evaluation that this assignment is correct.

Also take into account the reliability rating 40 the comparison of several different tire data 22nd respectively. 28 with their expected values and derives an overall assessment of the reliability of a correct assignment from this.

With the result 36 controls the control unit 26th different displays depending on the level of reliability of the assignment 42 and functions 44 at the vehicle 12th at. About these ads 42 and functions 44 with increasing reliability requirements include self-wheel detection, a breakdown warning without a position, a temperature display in a display, a pressure display in a display, a warning about an incorrectly installed tire, a warning about too high a speed for a built-in tire, a breakdown warning with position, a Wear warning for a tire, an adaptation of non-safety-critical vehicle functions at low speeds, an adaptation of non-safety-critical vehicle functions at medium speeds, an adaptation of non-safety-critical vehicle functions at high speeds, an adaptation of safety-critical vehicle functions at low speeds, an adaptation of safety-critical vehicle functions at medium speeds and finally an adaptation of safety-critical vehicle functions at high speeds.

The valuation model 32 is designed as a self-learning model, ie the vehicle-specific values of the expectation matrix 34 are unique when the vehicle is manufactured 12th initialize and converge during operation of the vehicle 12th to become optimized.

The wheel sensors 20th send information about the identification number (ID number) of the wheel sensor in their signals 20th , the tire pressure, the tire temperature, the wheel angle position, the signal number from activation, a battery life counter, a tire DOT, the production date of the tire and the target tire dimension. As more tire data 22nd the contact length, the direction of rotation, acceleration values, the friction coefficient of the tire and / or the actual tire dimensions are determined.

As derived tire data 28 the wheel speed, a temperature change in a time t1, a pressure change in a time t2, the reception yield per unit of time and / or the reception yield are determined as a function of the vehicle speed.

As information about another condition of the vehicle, the so-called vehicle data 30th , are at the time of receiving the signal from the wheel sensor 20th the vehicle model, the engine type, the engine power, the vehicle speed, the steering angle of the front axle, the steering angle of the rear axle, the engine temperature, the brake temperature, the outside temperature, the drive axle (front or rear axle), the type of brake system, the type of exhaust system, the tires approved for the vehicle, the load condition of the vehicle, the windshield wiper or rain sensor signal, the vehicle acceleration in the longitudinal direction, the vehicle acceleration in the transverse direction, the accelerator pedal position, the brake pedal position, the clamp condition, the time since ignition-on, the duration of ignition-off before Ignition-on, the driver identification, information about the seat occupancy, information about the seat settings, information about the steering wheel settings, an operating seconds counter and / or an identification number of the wheel sensor received from the previous trip.

All of this information and associated points in time are included in the evaluation model 32 saved and optionally evaluated together or individually. Several methods for assigning one of the wheel sensors are advantageous 20th to an installation position on the vehicle 12th implemented independently of each other.

Four methods are carried out here: an evaluation based on the inflation pressure only, an evaluation of the tire temperature, an evaluation of the number of revolutions of the wheels 14th when starting the vehicle 12th and detection of the direction of rotation.

A position of the wheel sensor 20th is determined promptly after receipt of the first signal and assigned a very low reliability index. The result obtained with it 36 may only be used for a non-safety-critical display 42 be used. Only when the initial position has been confirmed by two further independent methods (preferably slip and engine heat) does the reliability rating increase 40 in result 36 to such a high value that the result also applies to safety-critical functions 44 is being used.

The assignment of the position is therefore made with each additional signal from the wheel sensor 20th performed again and thereby the overall probability of a correct or incorrect assignment of the wheel sensor 20th its installation position on the vehicle 12th in the tabular assignment of ID numbers 38 and reliability assessment 40 in result 36 steadily increased.

List of reference symbols

10

procedure

12th

vehicle

14th

wheel

16

Front axle

18th

Rear axle

20th

Wheel sensor

22nd

Tire data

24

Receiving device

26th

Control unit

28

derived tire data

30th

Vehicle data

32

Valuation model

34

Expectation matrix

36

Result

38

ID number

40

Reliability assessment

42

advertisement

44

function

Claims (9)

Method (10) for determining the installation position of a wheel sensor (20) on a vehicle (12) with at least two wheels (14), at least one of which has a wheel sensor (20), with the following steps: - Sending and receiving a signal (22) of the wheel sensor (20), - Provision of at least one piece of information (30) about another state of the vehicle (12) at the time of receipt of the signal (22) of the wheel sensor (20), - Provision of at least one expected value (34) for the signal ( 22) of the wheel sensor (20) as a function of the at least one piece of information (30) about the other state of the vehicle (12), 16 - Assignment of the wheel sensor (20) to an installation position on the vehicle (12) as a function of a comparison of the signal (22) ) of the wheel sensor (20) with the expected value (34) of the signal (22) of the wheel sensor (20), characterized in that the assignment of the wheel sensor (20) to an installation position on the vehicle (12) is dependent on a comparison of the signal (22 ) of the wheel sensor ors (20) with the expected value (34) of the signal (22) of the wheel sensor (20) comprises determining the probability of a correct or incorrect assignment of the wheel sensor (20) to an installation position on the vehicle (12). Procedure according to Claim 1 , the assignment being carried out again with a further signal (22) from the wheel sensor (20) and the overall probability of a correct or incorrect assignment of the wheel sensor (20) to an installation position on the vehicle (12) being determined. Procedure according to Claim 1 or 2 , in which the signal (22) of the wheel sensor (20) comprises at least one from the group of the following information: identification number of the wheel sensor, tire pressure, tire temperature, wheel angle position, signal number from activation, contact length, direction of rotation, acceleration values, coefficient of friction of the tire, state of the energy source, Tire DOT, production date of the tire and tire dimension. Method according to one of the Claims 1 until 3 , in which at least one piece of information (28) from the group of the following information is derived from the signal (22) of the wheel sensor (20): wheel speed, temperature change in a first time, pressure change in a second time, reception yield and reception yield depending on the vehicle speed. Method according to one of the Claims 1 until 4th , in which at least one item of information from the group of the following information is provided as information (30) about another condition of the vehicle at the time the signal (22) is received from the wheel sensor (20): vehicle model, engine type, engine power, vehicle speed, steering angle of the front axle (16), steering angle of the rear axle (18), engine temperature, brake temperature, outside temperature, drive axle, type of brake system, type of exhaust system for the vehicle (12) approved tires, load condition of the vehicle (12), windshield wiper or rain sensor signal, vehicle acceleration in the longitudinal direction , Vehicle acceleration in the transverse direction, accelerator pedal position, brake pedal position, clamp status, time since ignition-on, duration of ignition-off before ignition-on, driver identification, information about seat occupancy, information about seat setting, information about steering wheel setting, operating seconds counter and at identification number of the wheel sensor received from the previous trip. Method according to one of the Claims 1 until 5 , in which the signal (22) of the wheel sensor (20), the associated point in time of reception and the at least one piece of information (30) relating to the other state of the vehicle (12) are stored at the point in time. Method according to one of the Claims 1 until 6th , in which the provision of at least one expected value (34) for the signal (22) of the wheel sensor (20) as a function of the at least one piece of information (30) about the other state of the vehicle (12) by means of modeling (32) of the vehicle (12 ) is carried out. Procedure according to Claim 7 in which the signal (22) of the wheel sensor (20) in comparison with the at least one piece of information (30) about the other state of the vehicle (12) provides further information about the state of the associated wheel (14) or the wheel sensor (20) be derived. Device for determining the installation position of a wheel sensor (20) on a vehicle (12) with at least two wheels (14), at least one of which has a wheel sensor (20), comprising: a means for transmitting and receiving a signal (22) from the wheel sensor (20), and a means for providing at least one piece of information (30) about another state of the vehicle (12) at the time of receiving the signal (22) from the wheel sensor (20), and a means for providing at least one expected value (34) for the signal (22) of the wheel sensor (20) as a function of the at least one piece of information (30) about the rest of the condition of the vehicle (12) and a means for assigning the wheel sensor (20) to an installation position on the vehicle (12) as a function of a Comparison of the signal (22) of the wheel sensor (20) with the expected value (34) of the signal (22) of the wheel sensor (20), as well as an assignment of the wheel sensor (20) to an installation in a means for reliability evaluation (40) upposition on the vehicle (12) as a function of a comparison of the signal (22) of the wheel sensor (20) with the expected value (34) of the signal (22) of the wheel sensor (20) in the form of determining the probability of a correct or incorrect assignment of the wheel sensor ( 20) to an installation position on the vehicle (12).

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