WO2020034933A1 - 一种利用电流检测轮胎气压的设备 - Google Patents

一种利用电流检测轮胎气压的设备 Download PDF

Info

Publication number
WO2020034933A1
WO2020034933A1 PCT/CN2019/100313 CN2019100313W WO2020034933A1 WO 2020034933 A1 WO2020034933 A1 WO 2020034933A1 CN 2019100313 W CN2019100313 W CN 2019100313W WO 2020034933 A1 WO2020034933 A1 WO 2020034933A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
sound signal
controller
pressure
driving current
Prior art date
Application number
PCT/CN2019/100313
Other languages
English (en)
French (fr)
Inventor
陈雷
王祖光
Original Assignee
杭州容大智造科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 杭州容大智造科技有限公司 filed Critical 杭州容大智造科技有限公司
Publication of WO2020034933A1 publication Critical patent/WO2020034933A1/zh

Links

Images

Classifications

    • 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
    • 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
    • B60C23/0479—Communicating with external units being not part of the vehicle, e.g. tools for diagnostic, mobile phones, electronic keys or service stations
    • 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

Definitions

  • the present invention relates to the technical field of tire detection, and in particular, to a device for detecting tire pressure by using an electric current.
  • tire pressure is equivalent to the blood pressure of electric vehicles, and the level of tire pressure has a crucial role in the performance and power of electric vehicles.
  • Direct tire pressure monitoring devices use a pressure sensor installed in each tire to directly measure the tire pressure and use wireless transmission.
  • the transmitter sends the pressure information from the inside of the tire to the central receiver module, and then displays the tire pressure data.
  • the pressure sensor is built in the tire, and the installation is cumbersome. Because the wheel is rotating while the vehicle is running, an error may occur due to the measurement by the pressure sensor, resulting in inaccurate measurement. Moreover, the pressure sensor requires battery power to work, and it cannot directly draw power from the car. Therefore, when the pressure sensor is out of power, the process of replacing the battery is complicated. In addition, the price of pressure sensors is high, and problems such as failure may often occur at the same time.
  • an object of the present invention is to provide a device for detecting tire pressure using electric current, which can intelligently detect the tire pressure of an electric vehicle, so that the driver can know the tire pressure in real time.
  • the invention provides a device for detecting tire pressure by using an electric current, which is used for detecting the tire pressure of an electric vehicle tire.
  • the device includes: a current detection circuit, a speed sensor, and a controller;
  • the controller is configured to send a slip instruction to the battery management system, so that the battery management system outputs a driving current to drive the tire from a stationary state to a slip state;
  • the speed sensor is configured to detect the speed of the electric vehicle and send the speed to the controller;
  • the current detection circuit is configured to detect a driving current output by the battery management system, and send the detected driving current to the controller;
  • the controller is further configured to obtain a driving current at a tire slip time according to the rotation speed, and obtain a tire pressure corresponding to the driving current at the tire slip time by a driving current-pressure function; the driving current-pressure function is obtained in advance;
  • the tire slip time is a time corresponding to the rotation speed changing from 0 to non-zero.
  • the controller obtaining the driving current-pressure function in advance is specifically:
  • the controller is configured to obtain a driving current at the tire slip time corresponding to at least two air pressures, and obtain the driving current-to-air pressure by curve fitting from the at least two air pressures and the driving current corresponding to the tire slip times respectively. function.
  • the device for detecting tire pressure using an electric current further includes: a power detection circuit;
  • the power detection circuit is configured to obtain the power consumption of the electric vehicle per unit trip, and send the power consumption to the controller;
  • the controller is configured to obtain a tire pressure corresponding to the power consumption from a power consumption-pressure function; the power consumption-air pressure function is obtained in advance; a tire pressure obtained from the power consumption and a tire pressure The tire pressure obtained by the driving current is compared for mutual verification.
  • the controller obtaining the power consumption-pressure function in advance is specifically:
  • the controller is configured to obtain the power consumption per unit stroke corresponding to at least two air pressures respectively, and obtain the power consumption by curve fitting from the at least two air pressures and the corresponding power consumptions per unit strokes ⁇ Pressure function.
  • the device for detecting tire pressure using current further includes: a microphone module;
  • the microphone module is configured to obtain a sound signal of friction between a tire and a road surface
  • the controller is configured to perform spectrum analysis on the sound signal to obtain a frequency of the sound signal, and obtain a tire pressure corresponding to the frequency of the sound signal from a frequency-pressure function; the frequency-pressure function is obtained in advance; The tire pressure obtained by the driving current and the tire pressure obtained by the frequency of the sound signal are compared for mutual verification.
  • the device for detecting tire pressure using current further includes: a microphone module;
  • the microphone module is configured to obtain a sound signal of friction between a tire and a road surface
  • the controller is configured to perform spectrum analysis on the sound signal to obtain a frequency of the sound signal, and obtain a tire pressure corresponding to the frequency of the sound signal from a frequency-pressure function; the frequency-pressure function is obtained in advance; Any two of the tire air pressure obtained from the power consumption, the tire air pressure obtained from the driving current, and the tire air pressure obtained from the frequency of the sound signal are compared for mutual verification.
  • the microphone module is configured to obtain a sound signal of friction between the tire at the time of slipping with the road surface
  • the controller Before the controller performs frequency spectrum analysis on the sound signal to obtain a frequency of the sound signal, the controller is further configured to:
  • the sound signal is selected from the sound signals between the moment when the controller sends a slip instruction to the battery management system and the moment when the slip management instruction is sent to the battery management system.
  • the microphone module is further configured to obtain a background sound signal when the tire is not slipping in advance;
  • the controller is further configured to subtract the background sound signal from the sound signal before performing spectrum analysis on the sound signal to obtain a frequency of the sound signal.
  • obtaining the background sound signal when the tire is not slipping in advance is specifically:
  • the controller subtracts the final background sound signal from the sound signal.
  • the controller sets a unique ID for the battery management system
  • the controller sends the slip instruction to the battery management system through the ID of the battery management system.
  • the controller is located in an electric vehicle or a remote server.
  • the device for detecting tire pressure using current further includes: a remote server;
  • the controller is further configured to send the driving current to a remote server;
  • the remote server is configured to analyze the driving current through a neural network to obtain a current change curve, and obtain the air pressure of the automobile tire according to the change curve.
  • the present invention has at least the following advantages:
  • the device for detecting tire pressure using electric current is used to detect the tire pressure of an electric vehicle.
  • the detection device includes a current detection circuit, a speed sensor, and a controller.
  • the controller is configured to send a slip command to a battery management system.
  • the speed sensor is used to detect the speed of the electric vehicle and send the speed to the controller
  • the current detection circuit is used to detect the drive output by the battery management system.
  • the controller obtains the driving current at the tire slip time according to the speed, and the tire current corresponding to the driving current at the tire slip time is obtained by the driving current-air pressure function.
  • the direct detection method realizes the intelligent detection of the tire pressure of electric vehicles by using electric current. While reducing the cost, it improves the detection accuracy and facilitates the driver to know the tire pressure in real time.
  • FIG. 1 is an example diagram of an electric vehicle tire in contact with the ground according to an embodiment of the present application
  • FIG. 2 is a structural diagram of a device for detecting a tire pressure by using a current according to an embodiment of the present application
  • FIG. 3 is a structural diagram of another device for detecting tire pressure by using current according to an embodiment of the present application.
  • FIG. 4 is a top view of a mounting position structure of a microphone module according to an embodiment of the present application.
  • the pressure sensor is built into the tire, the installation process is cumbersome, and during the measurement process, as the wheel rotates, the pressure sensor often suffers from measurement errors and failures.
  • the cost of a pressure sensor is also high, and the cost of a single pressure sensor is generally between 500 yuan and 1500 yuan. Therefore, the traditional method of using a pressure sensor to detect tire pressure is not only cumbersome and costly, but also has low accuracy and a poor experience for the driver.
  • the application scenario of the technical solution of the present application is that in a small-scale logistics transportation environment, most of the electric vehicles with less pollution have a larger mileage, and each electric vehicle is denser during transportation.
  • Figure 1 shows an example of an electric car tire in contact with the ground.
  • the tire pressure is different, the friction between the tire and the ground is different, and the driving current required by the tire is different. It is also different.
  • the tire pressure is high, the friction between the tire and the ground is small, and the driving current required by the tire is small.
  • the tire pressure is low, the friction between the tire and the ground is large.
  • the driving current required by the tire is also large.
  • the inventor also found in the research that the battery management system (BMS) has a certain function relationship between the driving current output from the tire and the tire air pressure.
  • BMS battery management system
  • the driving current can drive the tire from a stationary state to a slipping state.
  • the tire pressure is small, the battery management system needs to output a large driving current to drive the tire from a stationary state to a slipping state, that is, the tire pressure and the battery
  • the driving current output by the management system corresponds one-to-one, and the two are inversely proportional. Therefore, the tire pressure can be obtained based on the driving current.
  • the embodiment of the present application provides a device for detecting tire pressure by using a current.
  • the controller sends a slip command to the battery management system, so that the battery management system outputs a driving current to drive the tire from a stationary state to a slip state.
  • the speed of the electric vehicle and sends the speed to the controller
  • a current detection circuit detects the driving current output by the battery management system, and sends the detected driving current to the controller, and the controller obtains the driving current at the time of tire slippage based on the speed
  • the tire pressure corresponding to the driving current at the time of tire slippage is obtained by the driving current-pressure function, so that the intelligent detection of the tire pressure of the car by the current can be realized, so that in a small-scale logistics transportation environment, the driver is driving an electric vehicle to transport
  • the tire pressure can be known in real time, and whether the cargo can be delivered to the destination on time can be determined based on the tire pressure.
  • FIG. 2 a structural diagram of a device for detecting a tire pressure by using a current according to an embodiment of the present application is shown.
  • the device provided in the embodiment of the present application is used to detect the air pressure of the tire 204 of an electric vehicle.
  • the tire 204 of the electric vehicle refers to the tire of the electric vehicle with less pollution and is used in small-scale logistics transportation, and has a large mileage
  • the vehicles in the transportation process are also relatively dense.
  • the device for detecting tire pressure using current includes a controller 202, a rotation speed sensor 203, a current detection circuit 201, and a battery management system BMS 205.
  • the controller 202 is configured to send a slip command to the battery management system BMS205 (or the motor), so that the battery management system BMS205 (or the motor) outputs a drive current to drive the tire from a stationary state to a slip state.
  • the rotation speed sensor 203 is configured to detect the rotation speed of the electric vehicle and send the rotation speed to the controller 202.
  • the current detection circuit 201 is configured to detect a driving current output by the battery management system BMS 205 (or a motor), and send the detected driving current to the controller 202.
  • the battery management system BMS105 is used to connect on-board power batteries and electric vehicles to achieve real-time monitoring of battery physical parameters, battery state estimation, and online diagnosis and early warning of vehicle parts and components.
  • the controller 202 can also be used to obtain the driving current at the tire slip time according to the rotation speed, and obtain the tire pressure corresponding to the driving current at the tire slip time from the driving current-pressure function; the driving current-pressure function is obtained in advance; the tire slip timing is The time when the rotation speed changes from 0 to non-zero.
  • the controller 202 may be a vehicle controller of the automobile or a controller provided separately from the vehicle controller, and the controller 102 may be located in the automobile or a remote server.
  • the tire air pressure is a function of the driving current the tire receives from a stationary state to a slipping state, which is output by the battery management system to the tire.
  • the battery management system When the tire pressure is high, the battery management system only needs to output a small driving current to drive the tire from a stationary state to a slipping state.
  • the tire pressure When the tire pressure is low, the battery management system needs to output a large driving current to drive the tire from The stationary state becomes a slipping state.
  • the tire pressure is different, the driving current that the battery management system needs to output to it is also different, that is, the tire pressure corresponds to the driving current.
  • the driving current-pressure function can be obtained through multiple experiments in advance and stored in the controller.
  • the controller obtains the battery management system output to the tire, the tire changes from a static state.
  • the driving current is in the slipping state, the voltage of the tire corresponding to the driving current at the current tire slipping time can be obtained according to the driving current-air pressure function.
  • the driving current may be the driving current of the tire at the time of slippage obtained by the controller according to the rotation speed sent by the rotation speed sensor, and the driving current is detected by the current detection circuit and sent to the controller.
  • the driving current-pressure function obtained in advance by the controller is specifically:
  • the controller is configured to respectively obtain a driving current at the tire slip time corresponding to at least two air pressures, and obtain a driving current-air pressure function by curve fitting from the at least two air pressures and the driving current corresponding to the tire slip times respectively.
  • curve fitting refers to selecting the appropriate curve type to fit the observation data, and using the fitted curve equation to analyze the relationship between the two variables. That is, a data processing method that uses continuous curves to approximately describe or compare the functional relationship between the coordinates represented by discrete point groups on a plane.
  • the tire pressure of the electric vehicle shipped from the factory and the driving current output from the battery management system to change the driving current of the tire from a stationary state to a slipping state are tested in advance to obtain multiple discrete test data, and multiple discrete
  • the test data was fitted with a curve to obtain a functional relationship between the driving current and the tire pressure.
  • a more suitable curve type may be selected for the obtained driving current I and The corresponding discrete test data of the tire pressure P is fitted.
  • the corresponding function can be selected as a function of the driving current and the tire pressure according to the type of the fitted curve, such as a cubic Hermite spline curve, that is, the driving current-pressure function.
  • this application sets an ID for the battery management system so that the controller sends a slip instruction to the battery management system according to the designated ID.
  • the controller sets a unique ID for the battery management system; the controller sends the slip instruction to the battery management system through the ID of the battery management system.
  • the ID of the battery management system can be stored in the controller in advance.
  • the controller needs to send a slip instruction to the battery management system
  • the ID of the battery management system is obtained, and the battery management system is given the ID of the battery management system.
  • Send slip instructions thereby improving work efficiency and accuracy in sending slip instructions.
  • the controller is configured to send a slip command to the battery management system, so that the battery management system outputs a driving current to drive the tire from a stationary state to a slip state, and a speed sensor is used to detect The speed of the electric vehicle and sends the speed to the controller.
  • a current detection circuit is used to detect the driving current output by the battery management system and send the detected driving current to the controller.
  • the controller obtains the tire slip time based on the speed.
  • the driving current, and the tire pressure corresponding to the driving current at the time of tire slippage are obtained from the driving current-pressure function, thereby realizing the intelligent detection of the electric vehicle tire pressure by using the current, while reducing the cost, improving the detection accuracy and driving.
  • the crew can know the tire pressure in time.
  • FIG. 3 it is a structural diagram of another device for detecting a tire pressure by using a current according to an embodiment of the present application.
  • the device provided in the embodiment of the present application is used for detecting the air pressure of the tire 204 of an electric vehicle.
  • the device provided by the embodiment of the present application for detecting the air pressure of a tire includes a controller 202, a speed sensor 203, and a current detection circuit 201.
  • the microphone module 207 is configured to obtain a sound signal of the friction between the tire and the road, and send the sound information to the controller 202.
  • the power detection circuit 206 is used to obtain the power consumption of the electric vehicle per unit trip, and sends the power consumption to the controller 202;
  • the controller 202 can not only implement the functions described in the first embodiment, but also be used to obtain the tire pressure corresponding to the electricity consumption per unit stroke of the electric vehicle sent by the electricity consumption-air pressure function from the electricity detection circuit 206;
  • the quantity-air pressure function is obtained in advance; the tire air pressure obtained from the electric power and the tire air pressure obtained from the driving current are compared for mutual verification.
  • the electric power consumption of an electric vehicle is inversely proportional to the air pressure of a car tire. This is because when the air pressure of a car tire is low, the friction between the tire and the ground will be greater, which in turn will require more energy. A large amount of electricity can ensure the normal driving of the car on the ground; on the contrary, when the air pressure of the car tire is high, the friction between the tire and the ground will be small, and then only a small amount of power will be consumed to ensure that the car is on the ground On normal driving.
  • the tire pressure can be obtained according to the power consumption-air pressure function and the power consumption per unit stroke of the electric vehicle, and then the tire pressure value is compared with the tire pressure value obtained by using the driving current. If the difference between the two is If it is within the preset and allowable error range, it means that the battery management system is normal, and it can also show that it is accurate to use the power consumption to detect the tire pressure.
  • the larger air pressure value between the two is selected as the tire air pressure.
  • the tire air pressure obtained based on the power consumption-air pressure function and the power consumption is greater than the use of the drive
  • the tire pressure obtained by the current indicates that there is an error in the tire pressure obtained by using the driving current
  • since the driving current corresponds to the tire voltage one by one it indicates that there is a problem with the driving current, and a current detection circuit and / or speed for determining the driving current can be further obtained.
  • the sensor has failed.
  • the tire pressure obtained from the power consumption-air pressure function and the power consumption is less than the tire pressure obtained by the driving current, it indicates that the tire pressure obtained from the power consumption is wrong.
  • the power consumption-air pressure function obtained in advance by the controller is specifically:
  • the controller is configured to respectively obtain the power consumption per unit stroke corresponding to at least two air pressures, and obtain the power consumption-pressure function through curve fitting from the at least two air pressures and the corresponding power consumptions per unit stroke.
  • the tire pressure of the electric car leaving the factory and the electricity consumption per unit stroke of the electric car are tested several times in advance to obtain a plurality of discrete test data, and the curve fitting is performed using the plurality of discrete test data, so that The function relationship between power consumption and tire pressure is obtained.
  • the discrete test data of the power consumption T and the corresponding tire pressure P are (T 0 , P 0 ), (T 1 , P 1 ), etc.
  • you can choose a more appropriate curve type to obtain the power consumption T is fitted with the discrete test data of the corresponding tire pressure P.
  • the corresponding function can be selected as a function of the power consumption and the tire pressure according to the fitted curve type, that is, the power consumption-air pressure function.
  • the controller 202 can not only implement the functions described above, but also perform spectrum analysis on the sound signal of the tire and road friction sent by the microphone module 207 to obtain the frequency of the sound signal.
  • the function obtains the tire pressure corresponding to the frequency of the sound signal; and the frequency-pressure function is obtained in advance; the tire pressure obtained from the driving current and the tire pressure obtained from the frequency of the sound signal are compared for mutual verification.
  • the microphone module 207 can be set on a car tire.
  • the battery management system When the battery management system outputs a driving current to drive the tire from a stationary state to a slipping state, it begins to obtain a sound signal of tire friction with the road surface, until the tire slippage stops, and The sound signal of the friction between the tire and the road surface obtained during the above period is sent to the controller.
  • the number and installation positions of the microphone modules 207 can be set according to actual needs.
  • the installation positions of the microphone modules 207 shown in FIG. 4 are only examples, and the specific positions are not limited. If only one microphone module 207 is installed in the car, it can be installed in the middle part of the frame to communicate with the controller 202; if four microphone modules are installed, four microphone modules can be installed on the four top edges of the frame Corners, and establish communication connections with the controller 202, so that the controller 202 obtains sound signals through the four microphone modules 207.
  • FIG. 4 illustrates a top view of a microphone module installation position structure provided by an embodiment of the present application.
  • FIG. 4 it includes four microphone modules, which are respectively installed on the four corners of the top of the frame, and respectively establish a communication connection with the controller 202.
  • the controller 202 is installed in the middle part of the frame, and the four microphone modules 207 It can work at the same time and send the obtained sound signals to the controller 202, and the controller 202 can distinguish the sound signals sent by the four different microphone modules 207 according to the reception delay.
  • the air pressure of a car tire is a function of the frequency corresponding to the sound signal, and the frequency-air pressure function is obtained through multiple experiments in advance.
  • the controller analyzes the frequency corresponding to the sound signal of the current tire, the corresponding tire pressure can be obtained through the above function.
  • the tire pressure can be obtained according to the frequency-pressure function and the frequency of the sound signal, and then the tire pressure value is compared with the tire pressure value obtained by the driving current. If the difference between the two is within a preset, allowable Within the error range, it indicates that the battery management system is normal, and it can also indicate that the frequency of the sound signal is used to detect the tire pressure accurately.
  • the larger air pressure value between the two is selected as the tire air pressure.
  • the tire air pressure obtained according to the frequency-air pressure function and the frequency of the sound signal is greater than the driving current
  • the obtained tire pressure indicates that there is an error in the tire pressure obtained by using the driving current
  • since the driving current corresponds to the tire voltage it indicates that there is a problem with the driving current, and a current detection circuit and / or a speed sensor for determining the driving current can be further obtained.
  • the tire pressure obtained from the frequency-pressure function and the frequency of the sound signal is smaller than the tire pressure obtained from the driving current, it indicates that the tire pressure obtained from the frequency of the sound signal has an error.
  • it indicates that there is a problem in the frequency of acquiring the sound signal and it can be further concluded that the microphone module that obtains the sound signal is faulty.
  • the frequency-pressure function obtained in advance by the controller is specifically:
  • the controller is configured to obtain the frequency of the sound signal during skid corresponding to at least two air pressures respectively, and obtain a frequency-pressure function by curve fitting from the at least two pressures and the frequency of the corresponding sound signal during skids.
  • the tire pressure and the frequency of the sound signal during slippage of the electric car before shipment are tested in advance to obtain a plurality of discrete test data, and the curve fitting is performed using the plurality of discrete test data to obtain the frequency and Functional relationship between tire pressure.
  • the discrete test data of the frequency f and the corresponding tire pressure P is (f 0 , P 0 ), (f 1 , P 1 ), etc.
  • a more appropriate curve type can be selected to compare the frequency f with the corresponding tire.
  • the discrete test data of the air pressure P is fitted, and finally, the corresponding function can be selected as a function of the frequency and the tire air pressure according to the type of the fitted curve, that is, a frequency-air pressure function is used.
  • the controller 202 can not only implement the functions described above, but also perform spectrum analysis on the sound signal of the tire and road friction sent by the microphone module 207 to obtain the frequency of the sound signal.
  • the air pressure function obtains the tire air pressure corresponding to the frequency of the sound signal; the frequency-air pressure function is obtained in advance; the tire air pressure obtained from the power consumption, the tire air pressure obtained from the driving current, and the Compare any two of the tire pressures obtained from the frequencies to verify each other.
  • tire pressure can be obtained according to the power consumption-air pressure function and the power consumption per unit stroke of an electric vehicle; tire pressure can also be obtained according to the frequency-air pressure function and the frequency of the sound signal;
  • the air pressure function and the driving current can be used to obtain the tire air pressure, and then the air pressure values of any two of the tire air pressures obtained by these three methods can be compared. If any two of the three values are different, the difference is preset. Within the allowable error range, it can be shown that it is accurate to detect tire pressure using current or electricity or frequency.
  • the tire pressure value is wrong. It is obtained by using the driving current, which indicates that there is an error in the tire pressure obtained by the driving current. Since the driving current corresponds to the tire voltage, it indicates that there is a problem with the driving current, and a current detection circuit for determining the driving current and / or The speed sensor is malfunctioning. Correspondingly, if the tire air pressure is obtained by using electricity, it indicates that the tire air pressure obtained by using electricity is wrong. As the electricity consumption corresponds to the tire voltage, it indicates that the unit mileage is calculated.
  • the power detection circuit that determines the power consumption is faulty.
  • the tire pressure is obtained by using the frequency of the sound signal during skidding, it means that the frequency of the sound signal is used There is an error in the tire pressure. Because the frequency of the sound signal corresponds to the tire voltage one to one, it indicates that the Frequency of the sound signal problem, you can come to get the sound signal further microphone module has failed.
  • the microphone module is configured to obtain a sound signal of friction between the tire and the road at the moment of slipping;
  • the controller Before the controller performs frequency spectrum analysis on the sound signal to obtain a frequency of the sound signal, the controller is further configured to:
  • the sound signal is selected from the sound signals between the moment when the controller sends the slip instruction to the battery management system and the moment when the slip management instruction is sent to the battery management system.
  • the controller since the controller sends slip instructions to the battery management system, the controller can save the time when the slip instructions are sent, and filter out the sound signals of the tire slipping time and the road friction from all the received sound signals.
  • the controller performs spectrum analysis on the sound segment signal to obtain the frequency corresponding to the sound segment signal, and then obtains the tire pressure corresponding to the frequency of the sound segment signal by the frequency-pressure function.
  • the controller judges the sound signal when the sound signal is determined by the tire and the road.
  • the frictional sound signal improves the accuracy of subsequent judgments.
  • the controller may also perform noise removal and filter the sound signal collected by the microphone module.
  • the microphone module is further configured to obtain a background sound signal when the tire is not slipping in advance;
  • the controller is further configured to subtract the background sound signal from the sound signal before performing spectrum analysis on the sound signal to obtain a frequency of the sound signal.
  • the background sound signal may be a sound signal generated by other parts of the vehicle, or a sound signal generated by other objects related to the vehicle.
  • the previously obtained background sound signal when the tire is not slipping can be stored in the controller.
  • the sound signal sent by the microphone module is subtracted from the previously stored background sound signal. , Ensure that the sound signal analyzed by the controller is the sound signal when the tire is slipping, and avoid the influence of the background sound signal on the analysis result, thereby improving the accuracy of detecting the tire pressure.
  • the obtaining in advance the background sound signal when the tire is not slipping is specifically:
  • the background sound signal when the tire is not slipping is obtained multiple times in advance, and the average value of the background sound signals obtained multiple times is used as the final background sound signal;
  • the controller subtracts the final background sound signal from the sound signal.
  • the previously obtained final background sound signal can be stored in the controller.
  • the final background sound signal is subtracted from the sound signal to obtain the final sound signal, so that the controller can
  • the final sound signal is subjected to spectrum analysis to obtain the frequency of the final sound signal, and then the tire pressure is obtained according to the frequency-pressure function.
  • the background sound signal is more accurately removed, thereby further improving the accuracy of detecting the tire pressure.
  • the microphone module when used to obtain the sound signal of the tire slip time and the road friction, in order to ensure that when the controller judges the sound signal, the determined sound signal is the sound signal of the tire slip time and the road friction. The accuracy of the judgment.
  • noise reduction can also be performed, and the sound signal collected by the microphone module is filtered.
  • the specific filtering process is similar to the description of the above filtering process, and is not repeated here. .
  • the specific method of removing the background sound signal can be eliminated by using different filtering methods according to the characteristics of the background sound signal. For example, if the background sound signal exhibits high-frequency characteristics, a low-pass filtering method may be used to filter the background sound signal; if the background sound signal exhibits low-frequency characteristics, a corresponding high-pass filtering method may be used to filter the background sound signal. Of course, according to other attributes of the background sound signal, corresponding other methods may be used for removal, which is not limited in this embodiment.
  • this embodiment may also use a neural network to detect the air pressure of the tire.
  • the controller is further configured to send the driving current to the remote server; the remote server For analyzing the driving current through a neural network to obtain a change curve of a sound signal, and obtaining the air pressure of the automobile tire according to the change curve.
  • the driving current at the time when the car tire is slipping can be obtained multiple times.
  • the neural network is trained by using multiple driving currents to obtain the neural network after training. Since the trained neural network has obtained the change curve of the driving current at the time when the car tire is slipping Therefore, the trained neural network can obtain the air pressure of a car tire according to the characteristics of the change curve of the input driving current.
  • the controller when the controller receives the driving current sent by the current detection circuit, it sends the driving current to the remote server, and the remote server inputs the driving current into the trained neural network to obtain the characteristics of the driving current change curve.
  • the driving current obtains the air pressure of the car tire according to the characteristics of the change curve.
  • the voltage of the tire can be detected more accurately, intelligent detection of electric vehicle tire pressure using driving current, intelligent detection of electric vehicle tire pressure using electric power, and frequency of electric vehicle tire pressure using frequency can be realized. Intelligent detection, while reducing costs, improves detection accuracy and enables drivers to know tire pressure in real time.
  • At least one (a), a, b, or c can represent: a, b, c, "a and b", “a and c", “b and c", or "a and b and c" ", Where a, b, and c can be single or multiple.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

一种利用电流检测轮胎气压的设备，该检测设备包括：电流检测电路（201）、转速传感器（203）和控制器（202），控制器（202）用于给电池管理系统（205）发送打滑指令，以使电池管理系统（205）输出驱动电流驱动轮胎（204）从静止状态变为打滑状态，转速传感器（203）用于检测电动汽车的转速，并将转速发送给控制器（202），电流检测电路（201）用于检测电池管理系统（205）输出的驱动电流，并将检测到的驱动电流发送给控制器（202），由控制器（202）根据转速获得轮胎（204）打滑时刻的驱动电流，并由驱动电流-气压函数获得轮胎（204）打滑时刻的驱动电流对应的轮胎气压。

Description

一种利用电流检测轮胎气压的设备
本申请要求于2018年08月16日提交中国专利局、申请号为201810936027.X、发明名称为“一种利用电流检测轮胎气压的设备”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轮胎检测技术领域，具体涉及一种利用电流检测轮胎气压的设备。
背景技术
随着科技进步以及新能源技术的快速发展，电动汽车在交通运输领域的应用越来越广泛。对于电动汽车而言，尤其对于在小范围物流运输中，大都采用的污染较小的电动车，行驶里程较大，运输过程中的车辆也较为密集，为了运输安全，有必要对电动汽车进行实时监测，以便于驾驶员能及时了解车辆各零部件的状态。
在众多零部件中，轮胎气压相当于电动汽车的血压，轮胎气压的高低对电动汽车的性能和动力有着至关重要的作用。有数据表明，由爆胎引起的车祸在恶性的交通事故中所占的比例非常高，而所有会造成爆胎的因素中胎压不足当为首要原因。这并不是耸人听闻，因此，有必要提高对车辆轮胎的重视，避免人和车发生严重的损伤。
在现有技术中，对于电动汽车轮胎气压的检测，大部分采用直接式检测轮胎压力，直接式胎压监测装置是利用安装在每一个轮胎里的压力传感器来直接测量轮胎的气压，利用无线发射器将压力信息从轮胎内部发送到中央接收器模块上，然后对各轮胎气压数据进行显示。
其中，压力传感器是内置在轮胎中，安装繁琐，由于车轮在车辆行驶中是转动的，所以，通过压力传感器测量会出现误差，造成测量不准确。而且压力传感器工作时需要电池供电，其并不能直接从汽车上取电，因此，当压力传感器没电时，更换电池的工序很复杂。另外，压力传感器的价格较高，同时也经常可能会出现故障等问题。
因此，如何利用更先进的技术方法取代传统的直接式检测方式，实现对电 动汽车轮胎气压的智能检测，已成为亟待解决的问题。
发明内容
鉴于以上所述现有技术的缺点，本发明的目的在于提供一种利用电流检测轮胎气压的设备，能够实现对电动汽车轮胎气压的智能检测，以便于驾驶员可以实时获知轮胎的气压。
本发明提供了一种利用电流检测轮胎气压的设备，应用于对电动汽车的轮胎进行气压检测，该设备包括：电流检测电路、转速传感器和控制器；
所述控制器，用于给电池管理系统发送打滑指令，以使所述电池管理系统输出驱动电流驱动轮胎从静止状态变为打滑状态；
所述转速传感器，用于检测所述电动汽车的转速，将转速发送给所述控制器；
所述电流检测电路，用于检测所述电池管理系统输出的驱动电流，并将检测到的驱动电流发送给所述控制器；
所述控制器，还用于根据所述转速获得轮胎打滑时刻的驱动电流，由驱动电流-气压函数获得所述轮胎打滑时刻的驱动电流对应的轮胎气压；所述驱动电流-气压函数预先获得；所述轮胎打滑时刻为所述转速由0变为非0对应的时刻。
可选地，所述控制器，预先获得所述驱动电流-气压函数具体为：
所述控制器，用于分别获得至少两个气压对应的轮胎打滑时刻的驱动电流，由所述至少两个气压以及分别对应的轮胎打滑时刻的驱动电流通过曲线拟合获得所述驱动电流-气压函数。
可选地，所述利用电流检测轮胎气压的设备还包括：电量检测电路；
所述电量检测电路，用于获得所述电动汽车在单位行程的用电量，并将所述用电量发送给所述控制器；
所述控制器，用于由用电量-气压函数获得所述用电量对应的轮胎气压；所述用电量-气压函数预先获得；将由所述用电量获得的轮胎气压和由所述驱动电流获得的轮胎气压做对比进行互相验证。
可选地，所述控制器，预先获得所述用电量-气压函数具体为：
所述控制器，用于分别获得至少两个气压对应的单位行程的用电量，由所述至少两个气压以及分别对应的单位行程的用电量通过曲线拟合获得所述用电量-气压函数。
可选地，所述利用电流检测轮胎气压的设备还包括：麦克风模块；
所述麦克风模块，用于获得轮胎与路面摩擦的声音信号；
所述控制器，用于对所述声音信号进行频谱分析获得所述声音信号的频率，由频率-气压函数获得所述声音信号的频率对应的轮胎气压；所述频率-气压函数预先获得；将由所述驱动电流获得的轮胎气压和由所述声音信号的频率获得的轮胎气压做对比进行互相验证。
可选地，所述利用电流检测轮胎气压的设备还包括：麦克风模块；
所述麦克风模块，用于获得轮胎与路面摩擦的声音信号；
所述控制器，用于对所述声音信号进行频谱分析获得所述声音信号的频率，由频率-气压函数获得所述声音信号的频率对应的轮胎气压；所述频率-气压函数预先获得；将由所述用电量获得的轮胎气压、由所述驱动电流获得的轮胎气压和由所述声音信号的频率获得的轮胎气压中的任意两个做比对进行互相验证。
可选地，所述麦克风模块，用于获得轮胎打滑时刻与路面摩擦的声音信号；
所述控制器在对所述声音信号进行频谱分析获得所述声音信号的频率之前，还用于，
从所述声音信号中筛选位于所述控制器给所述电池管理系统发送打滑指令时刻至给所述电池管理系统发送停止打滑指令时刻之间的声音片断信号。
可选地，所述麦克风模块，还用于预先获得所述轮胎没有打滑时的背景声音信号；
所述控制器，还用于对所述声音信号进行频谱分析获得所述声音信号的频率之前，从所述声音信号中减去所述背景声音信号。
可选地，所述预先获得所述轮胎没有打滑时的背景声音信号，具体为：
预先多次获得所述轮胎没有打滑时的背景声音信号，将多次获得的背景声 音信号取平均值作为最终背景声音信号；
所述控制器从所述声音信号中减去所述背景声音信号，具体为：
所述控制器从所述声音信号中减去所述最终背景声音信号。
可选地，所述控制器为所述电池管理系统设置唯一ID；
所述控制器通过所述电池管理系统的ID给所述电池管理系统发送所述打滑指令。
可选地，所述控制器位于电动汽车或位于远程服务器。
可选地，所述利用电流检测轮胎气压的设备还包括：远程服务器；
所述控制器，还用于将所述驱动电流发送给远程服务器；
所述远程服务器，用于通过神经网络对所述驱动电流进行分析获得电流的变化曲线，并根据所述变化曲线获得所述汽车轮胎的气压。
与现有技术相比，本发明至少具有以下优点：
本申请实施例提供的利用电流检测轮胎气压的设备，应用于对电动汽车的轮胎进行气压检测，其中，检测设备包括电流检测电路、转速传感器和控制器，控制器用于给电池管理系统发送打滑指令，以使电池管理系统输出驱动电流驱动轮胎从静止状态变为打滑状态，转速传感器用于检测电动汽车的转速，并将转速发送给控制器，电流检测电路，用于检测电池管理系统输出的驱动电流，并将检测到的驱动电流发送给控制器，由控制器根据转速获得轮胎打滑时刻的驱动电流，并由驱动电流-气压函数获得轮胎打滑时刻的驱动电流对应的轮胎气压，从而可以取代传统的直接式检测方式，实现利用电流对电动汽车轮胎气压的智能检测，在降低成本的同时，提高了检测准确率，也便于驾驶员可以实时获知轮胎的气压。
附图说明
为了更清楚的说明本发明实施例或现有技术的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单的介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的电动汽车轮胎与地面接触的示例图；
图2为本申请实施例提供的一种利用电流检测轮胎气压的设备结构图；
图3为本申请实施例提供的另一种利用电流检测轮胎气压的设备结构图；
图4为本申请实施例提供的一种麦克风模块安装位置结构俯视图。
具体实施方式
为了使本技术领域的人员更好地理解本发明中的技术方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本发明保护的范围。
为了便于理解本发明提供的技术方案，下面先对本发明技术方案的背景技术进行简单说明。
众所周知，轮胎气压的高低对电动汽车的性能和动力有着至关重要的作用，随着电动汽车在交通运输中的应用越来越广泛，如何实现轮胎气压的准确检测已成为汽车领域的研究热点。发明人在研究中发现，目前对于在小范围物流运输中采用的污染较小的电动汽车轮胎气压的检测，大部分采用直接式胎压监测装置检测轮胎的气压，直接式胎压监测装置是利用安装在每一个轮胎里的压力传感器来直接测量轮胎的气压。
由于压力传感器是内置在轮胎中，安装过程比较繁琐，并且在测量过程中，随着车轮的转动，压力传感器经常会出现测量误差以及自身出现故障等问题。另外，压力传感器的成本也较高，单个压力传感器的造价一般要在500元-1500元之间。所以传统的利用压力传感器检测轮胎气压的方式不仅操作繁琐、成本高，而且准确率低，给驾驶员的体验也较差。
而本申请技术方案应用的场景就是在小范围的物流运输环境中，大都采用的污染较小的电动车，其行驶里程较大，且在运输过程中各电动车也较为密集。如图1所示，其示出了电动汽车轮胎与地面接触的示例图，在电动汽车行驶过程中，随着轮胎气压的不同，轮胎与地面产生的摩擦力也不同，进而轮胎所需的驱动电流也是不同的，当轮胎气压较大时，轮胎与地面产生的摩擦力较小，进而轮胎所需的驱动电流较小；相对应的，当轮胎气压较小时，轮胎与地面产生的摩擦力较大，进而轮胎所需的驱动电流也较大。
并且，发明人在研究中还发现，电池管理系统(Battery Management System，简称BMS)对轮胎输出的驱动电流与轮胎气压呈现某函数关系，当轮胎气压较大时，电池管理系统仅需输出较小的驱动电流即可驱动轮胎从静止状态变为打滑状态，当轮胎气压较小时，电池管理系统需要输出较大的驱动电流才能驱动轮胎从静止状态变为打滑状态，也就是说，轮胎气压与电池管理系统输出的驱动电流一一对应，二者成反比关系，因此，可以根据驱动电流获得轮胎气压。
基于此，本申请实施例提供了一种利用电流检测轮胎气压的设备，控制器给电池管理系统发送打滑指令，以使电池管理系统输出驱动电流驱动轮胎从静止状态变为打滑状态，转速传感器检测电动汽车的转速，并将转速发送给控制器，电流检测电路，检测电池管理系统输出的驱动电流，并将检测到的驱动电流发送给控制器，由控制器根据转速获得轮胎打滑时刻的驱动电流，并由驱动电流-气压函数获得轮胎打滑时刻的驱动电流对应的轮胎气压，从而可以实现利用电流对汽车轮胎气压的智能检测，使得在小范围的物流运输环境中，驾驶员在驾驶电动汽车运输货物时，可以实时获知轮胎的气压，并可以根据轮胎的气压判断是否能够准时将货物送至目的地。
实施例一
下面将结合附图对本申请示例性实施例示出的利用电流检测轮胎气压的设备进行详细介绍。
参见图2，其示出了本申请实施例提供的一种利用电流检测轮胎气压的设备结构图。
本申请实施例提供的设备应用于对电动汽车的轮胎204进行气压检测，其中，电动汽车的轮胎204指的是在小范围物流运输中采用的污染较小的电动车的轮胎，行驶里程较大，运输过程中的车辆也比较密集。
如图2所示，本申请实施例提供的利用电流检测轮胎气压的设备包括控制器202、转速传感器203、电流检测电路201和电池管理系统BMS205。
其中，控制器202用于给电池管理系统BMS205(或电机)发送打滑指令，以使电池管理系统BMS205(或电机)输出驱动电流驱动轮胎从静止状态变为打滑状态。
转速传感器203用于检测电动汽车的转速，将转速发送给控制器202。
电流检测电路201用于检测电池管理系统BMS205(或电机)输出的驱动电流，并将检测到的驱动电流发送给控制器202。
电池管理系统BMS105，用于连接车载动力电池和电动汽车，实现电池物理参数实时监测、电池状态估计及车辆零部件部件的在线诊断与预警等功能。
并且，控制器202还可以用于根据转速获得轮胎打滑时刻的驱动电流，由驱动电流-气压函数获得轮胎打滑时刻的驱动电流对应的轮胎气压；该驱动电流-气压函数预先获得；轮胎打滑时刻为转速由0变为非0对应的时刻。同时，控制器202既可以为汽车的整车控制器，也可以为独立于整车控制器而另外设置的控制器，而且，控制器102可以位于汽车，也可以为位于远程服务器。
在实际应用中，轮胎的气压是轮胎从静止状态到打滑状态受到的驱动电流的函数，该驱动电流是由电池管理系统向轮胎输出的。当轮胎气压较大时，电池管理系统仅需输出较小的驱动电流即可驱动轮胎从静止状态变为打滑状态，当轮胎气压较小时，电池管理系统需要输出较大的驱动电流才能驱动轮胎从静止状态变为打滑状态，轮胎气压不同时需要电池管理系统向其输出的驱动电流也是不同的，也就是说轮胎的气压与驱动电流是一一对应的。
并且，在具体的实现过程中，驱动电流-气压函数可以为预先通过多次试验获得的，并保存在控制器中，当控制器获取到电池管理系统向轮胎输出的，使得轮胎从静止状态变为打滑状态的驱动电流时，便可以根据驱动电流-气压函数获取当前轮胎打滑时刻的驱动电流对应的轮胎的电压。其中，驱动电流可以是控制器根据转速传感器发送的转速，获得的轮胎在打滑时刻的驱动电流，该驱动电流是通过电流检测电路检测到并发送至控制器的。
在本申请一些可能的实现方式中，控制器预先获得的驱动电流-气压函数具体为：
控制器用于分别获得至少两个气压对应的轮胎打滑时刻的驱动电流，由所述至少两个气压以及分别对应的轮胎打滑时刻的驱动电流通过曲线拟合获得驱动电流-气压函数。
在实际应用中，曲线拟合指的是选择适当的曲线类型来拟合观测数据，并用拟合的曲线方程分析两变量间的关系。也就是用连续曲线近似地刻画或比拟平面上离散点组所表示的坐标之间函数关系的一种数据处理方法。
在具体实现过程中，预先对出厂的电动汽车的轮胎气压与电池管理系统输出的驱动轮胎从静止状态变为打滑状态的驱动电流进行多次测试，获得多个离散试验数据，并利用多个离散试验数据进行曲线拟合，从而得到驱动电流与轮胎气压之间的函数关系。比如，预先获得驱动电流I与对应的轮胎气压P的离散试验数据为(I 0，P 0)、(I 1，P 1)等，则可以选择比较适当的曲线类型对获得的驱动电流I与对应的轮胎气压P的离散试验数据进行拟合，最后，可以根据拟合的曲线类型选择对应的函数作为驱动电流与轮胎气压的函数，例如三次Hermite样条曲线，即驱动电流-气压函数。
可以理解的是，车辆上装载的各种零部件较多，因此，控制器可能需要同时控制车上多个零部件工作，为了保证控制器发送的打滑指令能够被电池管理系统准确接收，本本申请实施例为电池管理系统设置ID，以便控制器根据指定的ID向电池管理系统发送打滑指令。
在本申请一些可能的实现方式中，所述控制器为电池管理系统设置唯一ID；所述控制器通过所述电池管理系统的ID给所述电池管理系统发送所述打滑指令。
在实际应用中，可以预先将电池管理系统的ID保存在控制器中，当控制器需要向电池管理系统发送打滑指令时，获取电池管理系统的ID，通过该电池管理系统的ID给电池管理系统发送打滑指令，从而提高了工作效率和打滑指令发送的准确率。
在本申请实施例提供的利用电流检测轮胎气压的设备中，控制器用于给电池管理系统发送打滑指令，以使电池管理系统输出驱动电流驱动轮胎从静止状态变为打滑状态，转速传感器用于检测电动汽车的转速，并将转速发送给控制器，电流检测电路，用于检测电池管理系统输出的驱动电流，并将检测到的驱动电流发送给控制器，由控制器根据转速获得轮胎打滑时刻的驱动电流，并由驱动电流-气压函数获得轮胎打滑时刻的驱动电流对应的轮胎气压，从而实现利用电流对电动汽车轮胎气压的智能检测，在降低成本的同时，提高了检测准确率，也使得驾驶员可以及时获知轮胎的气压。
实施例二
利用上述实施例介绍了利用电流检测轮胎气压的设备组成和功能，下面将 结合附图对上述设备具体功能实现进行详细介绍。
参见图3，其示出了本申请实施例提供的另一种利用电流检测轮胎气压的设备结构图。
本申请实施例提供的设备应用于对电动汽车的轮胎204进行气压检测，如图3所示，本申请实施例提供的利用电流检测轮胎气压的设备包括控制器202、转速传感器203、电流检测电路201、麦克风模块207和电量检测电路206。
其中，转速传感器203和电流检测电路201的功能与上述实施例一种的描述一致，此处不再赘述。
麦克风模块207用于获得轮胎与路面摩擦的声音信号，并将该声音信息发送至控制器202。
电量检测电路206用于获得电动汽车在单位行程的用电量，并将该用电量发送给控制器202；
控制器202不仅能够实现其在实施例一描述的功能外，还用于由用电量-气压函数获得电量检测电路206发送的电动汽车在单位行程的用电量对应的轮胎气压；而用电量-气压函数是预先获得的；用电量获得的轮胎气压和由所述驱动电流获得的轮胎气压做对比进行互相验证。
在实际应用中，电动汽车的用电量与汽车轮胎的气压是成反比的，这是因为，当汽车轮胎的气压较低时，则轮胎与地面的摩擦力会较大，进而就需要消耗较多的电量才能保证汽车在地面上的正常行驶；反之，当汽车轮胎的气压较高时，则轮胎与地面的摩擦力会较小，进而就仅需要消耗较少的电量即可保证汽车在地面上的正常行驶。
进一步的，根据用电量-气压函数及电动汽车的单位行程的用电量即可获得轮胎气压，再将该轮胎气压值与利用驱动电流获得的轮胎气压值进行比较，如果二者的差值是在预设的、允许的误差范围内，则表明电池管理系统正常，同时还可以表明利用用电量检测轮胎气压准确。
如果二者差值未在预设的、允许的误差范围内，则选取二者中较大的气压值作为轮胎气压，当根据用电量-气压函数及用电量获得的轮胎气压大于利用驱动电流获得的轮胎气压时，表明利用驱动电流获得的轮胎气压出现差错，由于驱动电流与轮胎电压一一对应，则表明驱动电流出现问题，可以进一步得出 确定驱动电流的电流检测电路和/或转速传感器出现了故障。相应的，当根据用电量-气压函数及用电量获得的轮胎气压小于利用驱动电流获得的轮胎气压时，表明利用用电量获得的轮胎气压出现差错，由于用电量与轮胎电压一一对应，则表明计算单位里程的用电量出现问题，可以进一步得出确定用电量的电量检测电路出现了故障。
其中，在本申请一些可能的实现方式中，控制器预先获得的用电量-气压函数具体为：
控制器用于分别获得至少两个气压对应的单位行程的用电量，由所述至少两个气压以及分别对应的单位行程的用电量通过曲线拟合获得用电量-气压函数。
在具体实现过程中，预先对出厂的电动汽车的轮胎气压与电动汽车的单位行程的用电量进行多次测试，获得多个离散试验数据，并利用多个离散试验数据进行曲线拟合，从而得到用电量与轮胎气压之间的函数关系。比如，预先获得用电量T与对应的轮胎气压P的离散试验数据为(T 0，P 0)、(T 1，P 1)等，则可以选择比较适当的曲线类型对获得的用电量T与对应的轮胎气压P的离散试验数据进行拟合，最后，可以根据拟合的曲线类型选择对应的函数作为用电量与轮胎气压的函数，即用电量-气压函数。
在本申请一些可能的实现方式中，控制器202不仅能够实现上述功能外，还用于对麦克风模块207发送的轮胎与路面摩擦的声音信号进行频谱分析获得该声音信号的频率，由频率-气压函数获得该声音信号的频率对应的轮胎气压；而频率-气压函数是预先获得的；将由驱动电流获得的轮胎气压和由声音信号的频率获得的轮胎气压做对比进行互相验证。
在实际应用中，麦克风模块207可以设置在汽车轮胎上，当电池管理系统输出驱动电流驱动轮胎从静止状态变为打滑状态时，开始获得轮胎与路面摩擦的声音信号，直至轮胎打滑停止，并将在上述时间段内获得的轮胎与路面摩擦的声音信号发送给控制器。
其中，麦克风模块207的数量和安装位置可以根据实际需求进行设定，图4所示麦克风模块207安装位置仅作为示例，不对具体位置进行限定。如果汽车上仅安装一个麦克风模块207，可以将其安装在车架中间部分，与控制器202 进行通信；如果安装四个麦克风模块，则可以将四个麦克风模块安装在车架的四个顶部边角的位置，并分别与控制器202建立通信连接，以便控制器202通过四个麦克风模块207来获得声音信号。当然，还可以其他数量的麦克风模块207，并根据实际安装数量合理部署麦克风模块207的位置。
为了更好地理解麦克风模块207的安装位置，参见图4，其示出了本申请实施例提供的一种麦克风模块安装位置结构俯视图。在图4中，包括四个麦克风模块，分别安装在车架顶部的四个边角上，并分别与控制器202建立通信连接，控制器202安装在车架的中间部分，四个麦克风模块207可以同时工作，并将获得的声音信号发送给控制器202，控制器202可以根据接收时延区分四个不同麦克风模块207发送的声音信号。
在实际应用中，汽车轮胎的气压是声音信号对应的频率的函数，该频率-气压函数为预先通过多次试验获得。当控制器分析出当前轮胎的声音信号对应的频率时，可以通过上述函数，获取对应轮胎气压。
进一步的，根据频率-气压函数及声音信号的频率即可获得轮胎气压，再将该轮胎气压值与利用驱动电流获得的轮胎气压值进行比较，如果二者的差值是在预设的、允许的误差范围内，则表明电池管理系统正常，同时还可以表明利用声音信号的频率检测轮胎气压准确。
如果二者差值未在预设的、允许的误差范围内，则选取二者中较大的气压值作为轮胎气压，当根据频率-气压函数及声音信号的频率获得的轮胎气压大于利用驱动电流获得的轮胎气压时，表明利用驱动电流获得的轮胎气压出现差错，由于驱动电流与轮胎电压一一对应，则表明驱动电流出现问题，可以进一步得出确定驱动电流的电流检测电路和/或转速传感器出现了故障。相应的，当频率-气压函数及声音信号的频率获得的轮胎气压小于利用驱动电流获得的轮胎气压时，表明利用声音信号的频率获得的轮胎气压出现差错，由于声音信号的频率与轮胎电压一一对应，则表明获取声音信号的频率出现问题，可以进一步得出获得声音信号的麦克风模块出现了故障。
其中，在一些可能的实现方式中，控制器预先获得的频率-气压函数具体为：
控制器用于分别获得至少两个气压对应的打滑时声音信号的频率，由所述 至少两个气压以及分别对应的打滑时声音信号的频率通过曲线拟合获得频率-气压函数。
在具体实现过程中，预先对出厂的电动汽车的轮胎气压与打滑时声音信号的频率进行多次测试，获得多个离散试验数据，并利用多个离散试验数据进行曲线拟合，从而得到频率与轮胎气压之间的函数关系。比如，预先获得频率f与对应的轮胎气压P的离散试验数据为(f 0，P 0)、(f 1，P 1)、等，则可以选择比较适当的曲线类型对频率f与对应的轮胎气压P的离散试验数据进行拟合，最后，可以根据拟合的曲线类型选择对应的函数作为频率与轮胎气压的函数，即用频率-气压函数。
在本申请另一些可能的实现方式中，控制器202不仅能够实现上述功能外，还用于对麦克风模块207发送的轮胎与路面摩擦的声音信号进行频谱分析获得该声音信号的频率，由频率-气压函数获得所述声音信号的频率对应的轮胎气压；所述频率-气压函数预先获得；将由所述用电量获得的轮胎气压、由所述驱动电流获得的轮胎气压和由所述声音信号的频率获得的轮胎气压中的任意两个做比对进行互相验证。
在实际应用中，既可以根据用电量-气压函数及电动汽车的单位行程的用电量获得轮胎气压；也可以根据频率-气压函数及声音信号的频率获得轮胎气压，还可以根据驱动电流-气压函数及驱动电流获得轮胎气压，进而可以将通过这三种方式获得的轮胎气压中的任意两个的气压值进行比较，如果三者中任意两个值做差的差值都是在预设的、允许的误差范围内，则可以表明利用电流或用电量或频率检测轮胎气压都是准确的。
如果通过对三者中任意两个值做差，发现有某个值与其他二者的差值未在预设的、允许的误差范围内，则表明该轮胎气压值出现差错，若该轮胎气压是利用驱动电流获得的，则表明利用驱动电流获得的轮胎气压出现差错，由于驱动电流与轮胎电压一一对应，则表明驱动电流出现问题，可以进一步得出确定驱动电流的电流检测电路和/或转速传感器出现了故障；相应的，若给轮胎气压是利用用电量获得的，则表明利用用电量获得的轮胎气压出现差错，由于用电量与轮胎电压一一对应，则表明计算单位里程的用电量出现问题，可以进一步得出确定用电量的电量检测电路出现了故障；相应的，若该轮胎气压是利用 打滑时的声音信号的频率获得的，则表明利用声音信号的频率获得的轮胎气压出现差错，由于声音信号的频率与轮胎电压一一对应，则表明获取声音信号的频率出现问题，可以进一步得出获得声音信号的麦克风模块出现了故障。
在本申请其他一些可能的实现方式中，所述麦克风模块，用于获得轮胎打滑时刻与路面摩擦的声音信号；
所述控制器在对所述声音信号进行频谱分析获得所述声音信号的频率之前，还用于，
从所述声音信号中筛选位于所述控制器给所述电池管理系统发送打滑指令时刻至给所述电池管理系统发送停止打滑指令时刻之间的声音片段信号。
在实际应用中，由于是由控制器向电池管理系统发送打滑指令，因此，控制器可以保存发送打滑指令的时刻，并从所有接收的声音信号中筛选出轮胎打滑时刻与路面摩擦的声音信号，从而使得控制器对声音片段信号进行频谱分析获得声音片段信号对应的频率，再由频率-气压函数获得该声音片段信号的频率对应的轮胎气压。
可以理解的是，利用麦克风模块获得轮胎与路面摩擦的声音信号时，不免会采集其他零部件产生的背景声音信号，为了保证控制器在进行声音信号判断时，所判断的声音信号为轮胎与路面摩擦的声音信号，提高后续判断的准确性，本申请实施例在控制器进行声音信号判断之前，还可以进行除噪，将麦克风模块采集的声音信号进行过滤。
在本申请一些可能的实现方式中，所述麦克风模块，还用于预先获得所述轮胎没有打滑时的背景声音信号；
所述控制器，还用于对所述声音信号进行频谱分析获得所述声音信号的频率之前，从所述声音信号中减去所述背景声音信号。
其中，背景声音信号可以为车辆其他零部件产生的声音信号，当然也可以为与车辆相关的其他物体产生的声音信号。
在实际应用中，可以将预先获得的轮胎没有打滑时的背景声音信号存储在控制器中，在控制器对声音信号进行频谱分析之前，将麦克风模块发送的声音信号减去预存的上述背景声音信号，保证控制器分析的声音信号为轮胎打滑时的声音信号，避免背景声音信号对分析结果的影响，从而提高检测轮胎气压的 准确性。
为了保证能够尽可能地去除背景声音信号的干扰，在本申请一些可能的实现方式中，所述预先获得所述轮胎没有打滑时的背景声音信号，具体为：
预先多次获得轮胎没有打滑时的背景声音信号，将多次获得的背景声音信号取平均值作为最终背景声音信号；
所述控制器从所述声音信号中减去所述背景声音信号，具体为：
控制器从声音信号中减去所述最终背景声音信号。
在实际应用中，可以将预先获得的最终背景声音信号存储在控制器中，在控制器对声音信号进行频谱分析之前，从声音信号中减去最终背景声音信号得到最终声音信号，以便控制器对最终声音信号进行频谱分析获得最终声音信号的频率，进而根据频率-气压函数获得轮胎气压，通过更准确地将背景声音信号去除，进一步提高了检测轮胎气压的准确性。
可以理解的是，当利用麦克风模块获得轮胎打滑时刻与路面摩擦的声音信号时，为了保证控制器在进行声音信号判断时，所判断的声音信号为轮胎打滑时刻与路面摩擦的声音信号，提高后续判断的准确性，本申请实施例在控制器进行声音信号判断之前，也可以进行除噪，将麦克风模块采集的声音信号进行过滤，具体过滤过程与上述过滤过程的描述类似，此处不再赘述。
但需要说明的是，具体去除背景声音信号的方法可以根据背景声音信号的特征，采用不同的滤波方法进行消除。比如，若背景声音信号呈现为高频特征，则可以采用低通滤波方法，将背景声音信号过滤；若背景声音信号呈现低频特征，则可以采用相应的高通滤波方法，将背景声音信号过滤。当然，还可以根据背景声音信号的其他属性，采用相应的其他方法进行去除，本实施例对此不进行限定。
在本申请一些可能的实现方式中，本实施例还可以利用神经网络检测轮胎的气压，具体为，所述控制器，还用于将所述驱动电流发送给所述远程服务器；所述远程服务器，用于通过神经网络对所述驱动电流进行分析获得声音信号的变化曲线，并根据所述变化曲线获得所述汽车轮胎的气压。
实际应用时，可以多次获得汽车轮胎打滑时刻的驱动电流，利用多个驱动电流训练神经网络，获得训练后的神经网络，由于训练后的神经网络已获取汽 车轮胎打滑时刻的驱动电流的变化曲线特征，因此，训练后的神经网络可以根据输入驱动电流的变化曲线特征，获取汽车轮胎的气压。
基于此，当控制器接收到电流检测电路发送的驱动电流时，将该驱动电流发送给远程服务器，由远程服务器将驱动电流输入训练后的神经网络，获取驱动电流的变化曲线特征，训练后的驱动电流根据变化曲线特征获取汽车轮胎的气压。
通过上述实施例的方案可以更准确地检测出轮胎的电压，实现利用驱动电流对电动汽车轮胎气压的智能检测、利用用电量对电动汽车轮胎气压的智能检测以及利用频率对电动汽车轮胎气压的智能检测，在降低成本的同时，提高了检测准确率，也使得驾驶员可以实时获知轮胎气压。
应当理解，在本申请中，“至少一个(项)”是指一个或者多个，“多个”是指两个或两个以上。“和/或”，用于描述关联对象的关联关系，表示可以存在三种关系，例如，“A和/或B”可以表示：只存在A，只存在B以及同时存在A和B三种情况，其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项(个)”或其类似表达，是指这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a，b或c中的至少一项(个)，可以表示：a，b，c，“a和b”，“a和c”，“b和c”，或“a和b和c”，其中a，b，c可以是单个，也可以是多个。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围情况下，都可利用上述揭示的方法和技术内容对本发明技术方案做出许多可能的变动和修饰，或修改为等同变化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均仍属于本发明技术方案保护的范围内。

Claims (12)

  1. 一种利用电流检测轮胎气压的设备，其特征在于，应用于对电动汽车的轮胎进行气压检测，该设备包括：电流检测电路、转速传感器和控制器；
    所述控制器，用于给电池管理系统发送打滑指令，以使所述电池管理系统输出驱动电流驱动轮胎从静止状态变为打滑状态；
    所述转速传感器，用于检测所述电动汽车的转速，将转速发送给所述控制器；
    所述电流检测电路，用于检测所述电池管理系统输出的驱动电流，并将检测到的驱动电流发送给所述控制器；
    所述控制器，还用于根据所述转速获得轮胎打滑时刻的驱动电流，由驱动电流-气压函数获得所述轮胎打滑时刻的驱动电流对应的轮胎气压；所述驱动电流-气压函数预先获得；所述轮胎打滑时刻为所述转速由0变为非0对应的时刻。
  2. 根据权利要求1所述的利用电流检测轮胎气压的设备，其特征在于，所述控制器，预先获得所述驱动电流-气压函数具体为：
    所述控制器，用于分别获得至少两个气压对应的轮胎打滑时刻的驱动电流，由所述至少两个气压以及分别对应的轮胎打滑时刻的驱动电流通过曲线拟合获得所述驱动电流-气压函数。
  3. 根据权利要求1所述的利用电流检测轮胎气压的设备，其特征在于，还包括：电量检测电路；
    所述电量检测电路，用于获得所述电动汽车在单位行程的用电量，并将所述用电量发送给所述控制器；
    所述控制器，用于由用电量-气压函数获得所述用电量对应的轮胎气压；所述用电量-气压函数预先获得；将由所述用电量获得的轮胎气压和由所述驱动电流获得的轮胎气压做对比进行互相验证。
  4. 根据权利要求3所述的利用电流检测轮胎气压的设备，其特征在于，所述控制器，预先获得所述用电量-气压函数具体为：
    所述控制器，用于分别获得至少两个气压对应的单位行程的用电量，由所述至少两个气压以及分别对应的单位行程的用电量通过曲线拟合获得所述用 电量-气压函数。
  5. 根据权利要求1所述的利用电流检测轮胎气压的设备，其特征在于，还包括：麦克风模块；
    所述麦克风模块，用于获得轮胎与路面摩擦的声音信号；
    所述控制器，用于对所述声音信号进行频谱分析获得所述声音信号的频率，由频率-气压函数获得所述声音信号的频率对应的轮胎气压；所述频率-气压函数预先获得；将由所述驱动电流获得的轮胎气压和由所述声音信号的频率获得的轮胎气压做对比进行互相验证。
  6. 根据权利要求3所述的利用电流检测轮胎气压的设备，其特征在于，还包括：麦克风模块；
    所述麦克风模块，用于获得轮胎与路面摩擦的声音信号；
    所述控制器，用于对所述声音信号进行频谱分析获得所述声音信号的频率，由频率-气压函数获得所述声音信号的频率对应的轮胎气压；所述频率-气压函数预先获得；将由所述用电量获得的轮胎气压、由所述驱动电流获得的轮胎气压和由所述声音信号的频率获得的轮胎气压中的任意两个做比对进行互相验证。
  7. 根据权利要求5或6所述的利用电流检测轮胎气压的设备，其特征在于，所述麦克风模块，用于获得轮胎打滑时刻与路面摩擦的声音信号；
    所述控制器在对所述声音信号进行频谱分析获得所述声音信号的频率之前，还用于，
    从所述声音信号中筛选位于所述控制器给所述电池管理系统发送打滑指令时刻至给所述电池管理系统发送停止打滑指令时刻之间的声音片断信号。
  8. 根据权利要求5或6所述的利用电流检测轮胎气压的设备，其特征在于，所述麦克风模块，还用于预先获得所述轮胎没有打滑时的背景声音信号；
    所述控制器，还用于对所述声音信号进行频谱分析获得所述声音信号的频率之前，从所述声音信号中减去所述背景声音信号。
  9. 根据权利要求8所述的利用电流检测轮胎气压的设备，其特征在于，所述预先获得所述轮胎没有打滑时的背景声音信号，具体为：
    预先多次获得所述轮胎没有打滑时的背景声音信号，将多次获得的背景声 音信号取平均值作为最终背景声音信号；
    所述控制器从所述声音信号中减去所述背景声音信号，具体为：
    所述控制器从所述声音信号中减去所述最终背景声音信号。
  10. 根据权利要求1所述的利用电流检测轮胎气压的设备，其特征在于，所述控制器为所述电池管理系统设置唯一ID；
    所述控制器通过所述电池管理系统的ID给所述电池管理系统发送所述打滑指令。
  11. 根据权利要求1-10任一项所述的利用电流检测轮胎气压的设备，其特征在于，所述控制器位于电动汽车或位于远程服务器。
  12. 根据权利要求1-10任一项所述的利用电流检测轮胎气压的设备，其特征在于，还包括远程服务器；
    所述控制器，还用于将所述驱动电流发送给远程服务器；
    所述远程服务器，用于通过神经网络对所述驱动电流进行分析获得电流的变化曲线，并根据所述变化曲线获得所述汽车轮胎的气压。
PCT/CN2019/100313 2018-08-16 2019-08-13 一种利用电流检测轮胎气压的设备 WO2020034933A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201810936027.XA CN108973544B (zh) 2018-08-16 2018-08-16 一种利用电流检测轮胎气压的设备
CN201810936027.X 2018-08-16

Publications (1)

Publication Number Publication Date
WO2020034933A1 true WO2020034933A1 (zh) 2020-02-20

Family

ID=64553072

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2019/100313 WO2020034933A1 (zh) 2018-08-16 2019-08-13 一种利用电流检测轮胎气压的设备

Country Status (2)

Country Link
CN (1) CN108973544B (zh)
WO (1) WO2020034933A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108973543B (zh) * 2018-08-16 2021-05-04 杭州容大智造科技有限公司 一种利用用电量检测轮胎气压的设备
CN109017166B (zh) * 2018-08-16 2020-09-08 杭州容大智造科技有限公司 一种利用声音检测轮胎气压的设备
CN108973544B (zh) * 2018-08-16 2020-09-08 杭州容大智造科技有限公司 一种利用电流检测轮胎气压的设备

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100300192A1 (en) * 2009-05-27 2010-12-02 Honda Motor Co., Ltd. Tire pressure monitoring system and pressure monitoring unit
CN102227619A (zh) * 2009-09-30 2011-10-26 松下电器产业株式会社 轮胎状态检测装置以及轮胎状态检测方法
CN104924864A (zh) * 2015-05-18 2015-09-23 北京新能源汽车股份有限公司 一种纯电动汽车胎压监测方法
CN107796639A (zh) * 2016-08-30 2018-03-13 上海保隆汽车科技股份有限公司 轮胎噪声监测系统和监测方法
CN108263151A (zh) * 2016-12-30 2018-07-10 比亚迪股份有限公司 汽车及汽车的胎压监测方法
CN108973544A (zh) * 2018-08-16 2018-12-11 杭州容大智造科技有限公司 一种利用电流检测轮胎气压的设备

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9026305B2 (en) * 2012-07-19 2015-05-05 Hunter Engineering Company System and method for wheel assembly acoustical evaluation
CN203063594U (zh) * 2012-08-21 2013-07-17 上海通用汽车有限公司 一种汽车轮胎压力检测及报警控制系统
JP5993804B2 (ja) * 2013-06-12 2016-09-14 株式会社ブリヂストン タイヤ接地状態推定方法
CN108973543B (zh) * 2018-08-16 2021-05-04 杭州容大智造科技有限公司 一种利用用电量检测轮胎气压的设备
CN109017166B (zh) * 2018-08-16 2020-09-08 杭州容大智造科技有限公司 一种利用声音检测轮胎气压的设备

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100300192A1 (en) * 2009-05-27 2010-12-02 Honda Motor Co., Ltd. Tire pressure monitoring system and pressure monitoring unit
CN102227619A (zh) * 2009-09-30 2011-10-26 松下电器产业株式会社 轮胎状态检测装置以及轮胎状态检测方法
CN104924864A (zh) * 2015-05-18 2015-09-23 北京新能源汽车股份有限公司 一种纯电动汽车胎压监测方法
CN107796639A (zh) * 2016-08-30 2018-03-13 上海保隆汽车科技股份有限公司 轮胎噪声监测系统和监测方法
CN108263151A (zh) * 2016-12-30 2018-07-10 比亚迪股份有限公司 汽车及汽车的胎压监测方法
CN108973544A (zh) * 2018-08-16 2018-12-11 杭州容大智造科技有限公司 一种利用电流检测轮胎气压的设备

Also Published As

Publication number Publication date
CN108973544B (zh) 2020-09-08
CN108973544A (zh) 2018-12-11

Similar Documents

Publication Publication Date Title
WO2020034934A1 (zh) 一种利用声音检测轮胎气压的设备
WO2020034933A1 (zh) 一种利用电流检测轮胎气压的设备
CN102991489B (zh) 对空转和打滑进行检测和补偿的安全列车测速测距系统及方法
CN108973543B (zh) 一种利用用电量检测轮胎气压的设备
CN104742888A (zh) 全驱车辆参考车速实时检测方法
CN107054404B (zh) 一种列车轮对轮径自动校验方法及装置
CN107303785A (zh) 一种胎压监测系统及方法
CN105283365A (zh) 轮胎接地状态估计方法
CN103927870A (zh) 一种基于多个震动检测传感器的车辆检测装置
CN103909933A (zh) 一种分布式电驱动车辆的前轮侧向力估算方法
El Tannoury et al. Synthesis and application of nonlinear observers for the estimation of tire effective radius and rolling resistance of an automotive vehicle
CN107933219A (zh) 一种汽车车轮胎压监控及控制调节方法
CN112533773B (zh) 轮胎损坏检测系统和方法
JP2012250630A (ja) タイヤ空気圧低下検出装置、方法及びプログラム
CN107264535A (zh) 一种基于频响特性的整车质量估计方法
WO2020128938A8 (en) Method for estimating the pressure of the tyres of a vehicle
CN106347044A (zh) 考虑低压状况的胎压监测装置及其方法
CN105270409A (zh) 一种路面峰值附着系数测试装置及测试方法
CN100590409C (zh) 车辆轴承故障检测仪及故障检测方法
CN108407555B (zh) 汽车轮胎定位方法和装置
US11472237B2 (en) Tire damage detection system and method
WO2013139977A1 (en) System and method for monitoring vehicle load dynamics
CN108238025B (zh) 一种分布式驱动电动汽车路面附着系数估计系统
CN107696998A (zh) 一种汽车牵引力动态均衡电子控制系统及其控制方法
CN101001774B (zh) 制动器性能监控方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19850472

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19850472

Country of ref document: EP

Kind code of ref document: A1