CN110667317B - Wheel position positioning method based on acceleration data - Google Patents

Wheel position positioning method based on acceleration data Download PDF

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CN110667317B
CN110667317B CN201911079046.6A CN201911079046A CN110667317B CN 110667317 B CN110667317 B CN 110667317B CN 201911079046 A CN201911079046 A CN 201911079046A CN 110667317 B CN110667317 B CN 110667317B
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wheel
acceleration
data
positioning
unit
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CN110667317A (en
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苏志刚
郝敬堂
韩冰
张亚娟
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Civil Aviation University of China
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Civil Aviation University of China
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • 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
    • B60C23/0489—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors for detecting the actual angular position of the monitoring device while the wheel is turning
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0415—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels
    • B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right

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

Abstract

A wheel position locating method based on acceleration data. The method comprises the steps that a main control unit wakes up a wheel unit to enter a positioning mode, the wheel unit collects double-shaft acceleration data, combined acceleration data are generated, sliding window processing is carried out on the combined acceleration data, the position of a wheel is positioned, and the like. The invention provides a wheel position positioning method based on acceleration data, which aims to effectively solve the problems that the existing wheel position positioning method of a tire pressure monitoring system is complicated and the autonomous positioning of wheels cannot be realized. According to the method, after a wheel unit is awakened, the acquisition of tangential acceleration and radial acceleration data of a wheel is completed, the acquired biaxial acceleration is utilized to generate combined acceleration, then the combined acceleration data is subjected to sliding window processing, and finally the combined acceleration and variance of each data window are processed to realize the autonomous positioning of the wheel. Experimental results show that the method is low in operation complexity and capable of effectively achieving automatic wheel positioning.

Description

Wheel position positioning method based on acceleration data
Technical Field
The invention belongs to the technical field of wheel positioning, and particularly relates to a wheel position positioning method based on acceleration data.
Background
According to data statistics, most of traffic accidents occurring on the expressway are caused by tire burst, so that four wheels of the automobile are ensured to have normal tire pressure, and the method has great significance for ensuring the driving safety of the automobile, reducing the abrasion of the wheels and reducing the oil consumption of the automobile. A Tire Pressure Monitoring System (TPMS) of an automobile is a safety Monitoring and early warning System capable of Monitoring Tire pressures and temperatures of four wheels in real time, and has been widely applied to various automobiles. The TPMS consists of four wheel units and a main control unit. The wheel unit obtains the tire pressure, temperature and other data of the wheels at four positions, namely, the left front position, the left rear position, the right front position and the right rear position, by using the high-sensitivity micro wireless sensing device in the running or static state of the automobile, transmits the data to the main control unit of the cab through a wireless transmission technology, and displays the tire pressure and temperature related data of the current wheels in a digital form. When the tire pressure of the wheel is abnormal, a driver needs to determine the specific position of the abnormal wheel, such as the left front wheel, in the first time. In view of this need, it is of great significance to research wheel alignment techniques suitable for tire pressure monitoring systems.
The classical wheel positioning technology mainly comprises a coding mode, an interface input mode, a low-frequency awakening mode, a wheel unit sensor distinguishing mode, an antenna receiving near-transmitting field mode, an external coding memory mode and the like. However, the installation and update processes of the devices adopted by the positioning technology are troublesome and completely depend on manual assistance. For example, the low frequency wake-up mode needs to manually read the ID of the wheel unit through the low frequency exciter and input the ID into the main control unit, which is tedious in work and low in efficiency, and the positioning system is costly due to the multiple radio frequency antennas. In view of the above problems, some TPMS main control units receive signals transmitted from wheel units by using antennas, and perform four-wheel alignment by analyzing differences in received signal power, but this method is susceptible to a complex environment, and the corresponding transmission power is reduced as the batteries of the wheel units are consumed, thereby causing alignment errors. Other TPMSs utilize acceleration sensors or angle sensors to determine wheel positions by calculating the rotational frequency of the four wheels during the turning of the vehicle and by a priori knowledge (the rotational frequency of the four wheels during the turning has a certain magnitude relationship). In addition, some TPMS acquires the rotational frequency of the wheel by using an Antilock Braking System (ABS) or a gear count method on the vehicle after acquiring the rotational frequency or the rotational speed of the wheel by using the wheel unit, and determines the wheel position by correlating the rotational frequency acquired by the wheel unit. However, the method requires high wheel rotation frequency measurement accuracy and is dependent on other systems on the vehicle and has no independence.
In addition, the vehicle generally needs to perform wheel alignment again only after replacing wheels, replacing wheel units or adjusting the positions of four wheels, however, the current TPMS periodically performs wheel alignment once being started, which greatly increases the calculation burden of the TPMS.
Disclosure of Invention
In order to solve the above problems, it is an object of the present invention to provide a wheel position locating method based on acceleration data.
In order to achieve the above object, the present invention provides a wheel position locating method based on acceleration data, comprising the steps of, in order:
(1) constructing a wheel position positioning system, and awakening a wheel unit to enter an S1 stage of a positioning mode by using a main control unit in the wheel position positioning system;
(2) after the wheel unit enters a positioning mode, acquiring the tangential acceleration and the radial acceleration of the wheel at an S2 stage;
(3) a stage S3 of generating the resultant acceleration of the wheel unit by using the tangential acceleration and the radial acceleration of the wheel collected in the step (2);
(4) s4, performing sliding window processing on the resultant acceleration generated in the step (3) and obtaining the resultant acceleration and the acceleration variance thereof in the data window;
(5) and (4) according to the resultant acceleration and the acceleration variance thereof in the data window obtained in the step (4), completing the S5 stage of wheel position positioning.
In step (1), the method for constructing the wheel position alignment system and waking up the wheel unit to enter the alignment mode by using the main control unit therein is as follows:
the wheel position positioning system comprises a main control unit and four wheel units; the four wheel units are respectively arranged on four wheels of the left front wheel, the left rear wheel, the right front wheel and the right rear wheel of the vehicle, the main control unit is arranged on the vehicle, and the four wheel units are communicated with the main control unit in a wireless mode; each wheel unit comprises an X-axis acceleration sensor, a Z-axis acceleration sensor and a data acquisition timer, wherein the X-axis acceleration sensor and the Z-axis acceleration sensor are collectively called as a double-axis acceleration sensor; the measuring direction of the double-shaft acceleration sensor is vertical, and the tangential acceleration and the radial acceleration of the wheel are respectively collected; and then, the control personnel broadcast and issue a positioning instruction by using the main control unit, and the wheel unit enters a positioning mode after receiving the instruction.
In step (2), after the wheel unit enters the positioning mode, the method for acquiring the tangential acceleration and the radial acceleration of the wheel comprises the following steps:
when the wheel unit enters a positioning mode, a data acquisition timer is started, and the tangential acceleration a of the wheel within a positioning operation time period T is acquired by using an X-axis acceleration sensor and a Z-axis acceleration sensor respectivelyX(n) and wheel radial acceleration aZ(n); during the positioning operation, after standing for a period of time, sequentially completing two basic actions of wheel turning on the spot and low-speed straight movement, wherein a time protection interval is required between the two actions; the in-situ wheeling can be a combination of multiple sub-operations of left-fill, right-fill, and right-return.
In step (3), the method for generating the resultant acceleration of the wheel unit by using the tangential acceleration and the radial acceleration of the wheel collected in step (2) comprises the following steps:
and (3) generating the combined acceleration of the wheel units in a complex form by using the tangential acceleration and the radial acceleration of the wheel, which are acquired in the step (2), and taking the tangential acceleration of the wheel as a real part and the radial acceleration of the wheel as an imaginary part.
In the step (4), the method for performing sliding window processing on the combined acceleration generated in the step (3) and obtaining the combined acceleration and the acceleration variance thereof in the data window includes:
and (4) performing sliding window processing on the resultant acceleration of the wheel unit generated in the step (3) to obtain the resultant acceleration in each data window, and further calculating to obtain an acceleration variance.
In step (5), the method for completing the wheel position alignment according to the combined acceleration and the acceleration variance thereof in the data window obtained in step (4) is as follows:
the wheel unit compares the resultant acceleration variance in the data window obtained in the step (4) with different thresholds, so that the states of the wheels, including static state, in-situ wheel hitting and low-speed straight running, can be judged; the rear wheel is kept still all the time during the wheel turning on the spot, and the wheel which does not detect the wheel turning on the spot is the rear wheel, otherwise the wheel is the front wheel; and for the low-speed straight-going data window, analyzing the rotation angle change of the wheel unit by utilizing the amplitude angle change of the resultant acceleration, wherein if the rotation angle is increased progressively, the wheel unit is a left wheel, and otherwise, the wheel unit is a right wheel.
The wheel position positioning method based on the acceleration data firstly wakes up the wheel unit, the wheel unit collects the tangential acceleration and the radial acceleration of the wheel, the sliding window processing is carried out on the resultant acceleration generated by the double acceleration, and then the automatic positioning of the wheel is realized according to the resultant acceleration and the acceleration variance of each data window. The method can autonomously realize wheel position positioning on the premise of not depending on other vehicle-mounted systems, has low calculation complexity, can finish the wheel position positioning only in a positioning mode, avoids frequent positioning operation of the wheel unit, and has good application value.
Drawings
FIG. 1 is a flow chart of a method for wheel position location based on acceleration data provided by the present invention;
FIG. 2 is a schematic view of the wheel unit and the master control unit mounted thereon;
FIG. 3 is a schematic view of the measurement directions of a two-axis acceleration sensor of the wheel unit;
FIG. 4 is a graph of wheel acceleration measurement analysis during in situ wheeling;
FIG. 5 is a graph of wheel acceleration measurement analysis during low speed straight travel;
FIG. 6 is a plot of left and right wheel rotation angles versus sample time;
FIG. 7 is a plot of acceleration variance versus window of front and rear wheel data;
FIG. 8 is a graph of acceleration variance within a window of data during low speed straight travel;
fig. 9 is a graph comparing the distribution of the slope values between two adjacent points of the rotation angles of the left and right wheels.
Detailed Description
The following describes in detail a wheel position locating method based on acceleration data according to the present invention with reference to the accompanying drawings and specific examples.
As shown in fig. 1, the method for locating a wheel position based on acceleration data according to the present invention includes the following steps performed in order:
(1) constructing a wheel position positioning system, and awakening a wheel unit to enter an S1 stage of a positioning mode by using a main control unit in the wheel position positioning system;
the wheel position positioning system comprises a main control unit and four wheel units; the four wheel units are respectively installed on the front left wheel, the rear left wheel, the front right wheel and the rear right wheel of the vehicle as shown in A, B, C and D in fig. 2, the main control unit is installed on the vehicle as shown in E in fig. 2, and the four wheel units are communicated with the main control unit in a wireless mode. As shown in fig. 3, each wheel unit includes an X-axis acceleration sensor, a Z-axis acceleration sensor, and a data acquisition timer, wherein the X-axis acceleration sensor and the Z-axis acceleration sensor are collectively referred to as a dual-axis acceleration sensor. The measuring direction of the double-shaft acceleration sensor is vertical, and the tangential acceleration and the radial acceleration of the wheel are respectively collected. When the wheel unit is arranged at the position of the wheel inflating valve, the mounting directions of the left wheel and the right wheel are opposite, so that the tangential acceleration directions acquired by the left wheel and the right wheel are also opposite. When the double-shaft acceleration sensor is installed, when the measuring directions of the two shafts and the tangential direction and the radial direction of the wheel have certain included angles, the tangential acceleration and the radial acceleration of the wheel can be calculated through simple projection.
And then, the control personnel broadcast and issue a positioning instruction by using the main control unit, and the wheel unit enters a positioning mode after receiving the instruction.
(2) After the wheel unit enters a positioning mode, acquiring the tangential acceleration and the radial acceleration of the wheel at an S2 stage;
when the wheel unit enters a positioning mode, a data acquisition timer is started, and the tangential acceleration a of the wheel within a positioning operation time period T is acquired by using an X-axis acceleration sensor and a Z-axis acceleration sensor respectivelyX(n) and wheel radial acceleration aZ(n) of (a). During the positioning operation, the vehicle is in a stable ground, after a period of rest, the two basic actions of wheel turning on the spot and low-speed straight running are sequentially completed, and a time protection interval is required between the two actions. The in-situ wheeling can be a combination of multiple sub-operations of left-fill, right-fill, and right-return. When the positioning operation is carried out, the execution times and the sequence of two basic actions of wheel beating in situ and low-speed straight running are not required.
(3) A stage S3 of generating the resultant acceleration of the wheel unit by using the tangential acceleration and the radial acceleration of the wheel collected in the step (2);
in order to eliminate the influence of the double-axis acceleration sensor on the measurement data of the two axes when the two-axis acceleration sensor is positioned at different positions of the wheel, the tangential acceleration of the wheel and the radial acceleration of the wheel, which are collected in the step (2), are used, the tangential acceleration of the wheel is taken as a real part, the radial acceleration of the wheel is taken as an imaginary part, and the resultant acceleration a (n) of the wheel unit in a complex form is generated as follows:
a(n)＝aX(n)+jaZ(n) (1)
wherein j is an imaginary number;
during the positioning operation, the vehicle includes three states of complete rest, wheel on site, and low speed straight-ahead. The resultant accelerations a (n) of the wheel units in different states have different expression forms, which are as follows:
when the vehicle is completely stationary, the acceleration of the wheel unit is affected only by gravity, and if the wheel unit is at the zero angle point when it is located at the top end of the wheel, the position of the wheel unit on the wheel can be represented by an angle of counterclockwise rotation about the axle to the outside. As shown in FIG. 4, the initial position angle of the wheel unit is set to
Figure BDA0002263371500000061
Then there are:
Figure BDA0002263371500000062
substituting the formula (2) into the formula (1), wherein the resultant acceleration a (n) of the wheel unit when the vehicle is stationary is:
Figure BDA0002263371500000063
when the vehicle performs a pivot-wheel operation, as shown in fig. 4, the wheel unit on the rear wheel is stationary, the acceleration thereof is in accordance with equation (3), and the acceleration of the wheel unit on the front wheel is affected by both gravity and the force generated by the pivot-wheel operation. In a wheel-in-place operation,since the wheel unit is not rotated about the wheel axis, the initial position angle of the wheel unit
Figure BDA0002263371500000071
No change occurs. Let the acceleration generated by the wheel-striking operation be aF(n)＝aFX(n)+jaFZ(n), the acceleration of the wheel unit on the front wheel during the pivot wheel-on-spot is:
Figure BDA0002263371500000072
substituting the formula (4) into the formula (1) to obtain the resultant acceleration a (n) of the wheel unit on the front wheel when the wheel is in situ turned:
Figure BDA0002263371500000073
when the vehicle performs a low-speed straight-ahead operation, since the speed is low, the influence of centrifugal force can be ignored, and the acceleration of the wheel unit is influenced only by gravity, there are:
Figure BDA0002263371500000074
where θ (n) is the angle of counterclockwise rotation about the wheel axis outboard, as shown in particular in fig. 5. When formula (6) is substituted for formula (1), the resultant acceleration a (n) of the wheel unit when the vehicle travels straight at a low speed is obtained as:
Figure BDA0002263371500000075
(4) s4, performing sliding window processing on the resultant acceleration generated in the step (3) and obtaining the resultant acceleration and the acceleration variance thereof in the data window;
the wheel unit carries out sliding window processing on the resultant acceleration generated in the step (3), and the time length of a data window is set to be twThen the mth data window wmResultant acceleration a ofm(n) is:
am(n)＝amX(n)+jamZ(n) (8)
where N is 1,2, …, N, the mean of the resultant accelerations μ within the data windowmThe unbiased estimate of (d) is:
Figure BDA0002263371500000076
further obtaining the resultant acceleration variance in the data window
Figure BDA0002263371500000077
The unbiased estimate of (d) is:
Figure BDA0002263371500000081
(5) and (4) according to the resultant acceleration and the acceleration variance thereof in the data window obtained in the step (4), completing the S5 stage of wheel position positioning:
if the m-th data window wmFor the data collected when the vehicle is completely still, the formula (3) is substituted into the formula (10), and the mth data window w can be obtainedmVariance of internal acceleration
Figure BDA0002263371500000082
By substituting the formula (5) for the formula (10), it can be known that the acceleration variance in the mth data window corresponding to the front wheel when the vehicle is in-situ wheeled
Figure BDA0002263371500000083
Is a positive number. As can be seen from the formula (6), when the vehicle runs straight at a low speed, the tangential acceleration and the radial acceleration of the wheel are in sine fluctuation, and the acceleration variance in the data window is far larger than that in the data window corresponding to the front wheel during in-situ wheel beating.
Considering the noise influence of the acquired data, a static judgment threshold value alpha, an in-situ wheel beating judgment threshold value beta and a low-speed straight-going judgment threshold value gamma are set. For certain wheel mth data window wmInternal additionVariance of velocity
Figure BDA0002263371500000084
When in use
Figure BDA0002263371500000085
When the wheel is in a static state, the wheel is considered to be in a static state; when in use
Figure BDA0002263371500000086
When the wheel is in place, the wheel is considered to be beaten; when in use
Figure BDA0002263371500000087
When the vehicle is running, the wheel is considered to be in a low-speed straight-running state.
During the positioning operation, the front wheels are in three states of static, in-situ wheeling and low-speed straight running, and the rear wheels are only in two states of static and low-speed straight running. By comparing the acceleration variance in the data window obtained in step (4)
Figure BDA0002263371500000088
Performing an analysis, if present
Figure BDA0002263371500000089
The front wheel, otherwise the rear wheel.
If the m-th data window wmVariance of internal acceleration
Figure BDA00022633715000000810
The mth data window w can be calculated by using the formula (7)mAngle of rotation thetamThe quadrant in which (n) is located and the magnitude of its value. When the vehicle moves straight ahead, the left wheel rotates counterclockwise at a rotation angle theta when viewed from the outside of the wheel axism(n) is increasing and right wheel is just opposite, the angle of rotation thetam(n) is decreasing. However, when the argument is calculated, the result is- π to π, and there is a phase wrap condition, i.e., there is a sharp change of 2 π, as shown in FIG. 6. In addition, as can be seen from fig. 6, the left wheel is rotated by an angle θ except for a steep changem(n) skew between any two adjacent pointsThe rates are all positive, while the right wheel is reversed. If the data sampling frequency is fsAngle of rotation thetam(n) the value of the slope between two adjacent points can be expressed as:
km(n)＝fs[θm(n+1)-θm(n)] (11)
wherein N is 1,2, …, N-1.
Generally, the acceleration sampling frequency is not less than 10Hz, the number of points collected by one rotation of the wheel is far more than 4 when the vehicle runs at low speed, and only one point of the points is subjected to abrupt change of the rotation angle. Therefore, if the angle θ is rotatedm(n) slope value k between two adjacent pointsmAnd (n) if the number of positive numbers is larger than that of negative numbers, the left wheel is determined, otherwise, the right wheel is determined. For convenient judgment, the rotation angle theta is calculatedm(n) slope value k between two adjacent pointsmThe sum of the signs of the slopes in (n) is:
Figure BDA0002263371500000091
if the sum S of the signs of the slopes is a positive number, the left wheel is designated, and if the sum S of the signs of the slopes is a negative number, the right wheel is designated.
Results of the experiment
In order to verify the effectiveness of the method, an experimental wheel position positioning system is built. The system utilizes LIS3DH acceleration sensors of Italian semiconductor corporation to acquire wheel tangential acceleration and wheel radial acceleration. Data sampling frequency fsSet to 10 Hz.
In the wheel alignment operation, the alignment operation time period T is set to 100s, the pivot wheel operation time period is set to 10s to 40s, the low-speed straight-ahead operation time period is set to 60s to 90s, and the wheels are stationary in other time periods. Setting a data window time length twAnd performing sliding window processing on the generated combined acceleration data for 3 s. The stationary determination threshold α is set to 0.1, the home-position turning determination threshold β is set to 1, and the low-speed straight-ahead determination threshold γ is set to 60.
In the in-situ wheel-turning operation, the operations of left full turning, right full turning and back turning are sequentially executed, and each action interval is 5 s. During this time, the rear wheels are at rest at all times, unlike the front wheels. As shown in fig. 7, which is a comparison graph of the acceleration variances in the data windows of the front wheels and the rear wheels during the in-situ wheel turning operation, it can be seen from fig. 7 that the maximum value of the acceleration variance in the data window of the rear wheels is not more than 0.05 and is less than the stationary determination threshold α, and the acceleration variances in at least four data windows of the front wheels during the wheel turning operation are between the stationary determination threshold α and the in-situ wheel turning determination threshold β. Accordingly, by determining the acceleration variance within the data window, it is possible to determine whether the wheel is a front wheel or a right wheel.
When the vehicle runs straight at a low speed, the tangential acceleration and the radial acceleration of the wheels of the four wheel units are in sine fluctuation, the oscillation periods are the same, and the acceleration variances in the data windows are basically consistent. Fig. 8 shows the acceleration variance in the data window of a certain wheel during low-speed straight running, and it can be seen from fig. 8 that the acceleration variance in the data window during low-speed straight running is about 90, and the acceleration variance in the data window during low-speed straight running and static transition is slightly lower but is also much larger than the in-situ wheel-turning judgment threshold β.
A data window with the acceleration variance larger than the low-speed straight-going judgment threshold gamma is randomly selected from the left wheel data window and the right wheel data window, and the data window selected by the left wheel is set as wLWith a start time and an end time of 75s and 78s, respectively, and a right-hand round with a selected data window of wRThe start time and the end time are 71s and 74s, respectively. The data windows w can be calculated respectively by using the formula (11)LAnd a data window wRAngle of rotation of (1) slope value k between two adjacent pointsL(n) and kR(n), wherein n is 1, …, 30. For the convenience of display, the slope value k between two adjacent points of the rotation angle is determinedL(n) and kR(n) mapping to data windows w, respectivelyLAnd wRIn the corresponding time period, the specific result is shown in fig. 9, and it can be seen that the slope value k between two adjacent points of the rotation angleLThe number of positive values in (n) is far larger than that of negative values, and the value of the slope k between two adjacent points of the rotation angle is larger than that of negative valuesRThe number of negative values in (n) is much larger than the number of positive values. The slope value k between two adjacent points of the rotation angle is measuredL(n) and kR(n) is a substituent of the formula (12),it can be calculated that for the left wheel the sum of the slope signs S-24 and for the right wheel the sum of the slope signs S-24.
Experimental results show that the wheel position positioning method based on the acceleration data can autonomously realize wheel positioning on the premise of not depending on other vehicle-mounted systems, and has a good application value.
The above-described embodiments are merely illustrative of the present invention, and the present invention is not considered to be limited to the above description. It will be appreciated by those skilled in the art that changes may be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims.

Claims (3)

1. A wheel position locating method based on acceleration data, characterized in that the wheel position locating method based on acceleration data comprises the following steps performed in order:
(1) constructing a wheel position positioning system, and awakening a wheel unit to enter an S1 stage of a positioning mode by using a main control unit in the wheel position positioning system;
(2) after the wheel unit enters a positioning mode, acquiring the tangential acceleration and the radial acceleration of the wheel at an S2 stage;
(3) a stage S3 of generating the resultant acceleration of the wheel unit by using the tangential acceleration and the radial acceleration of the wheel collected in the step (2);
(4) s4, performing sliding window processing on the resultant acceleration generated in the step (3) and obtaining the resultant acceleration and the acceleration variance thereof in the data window;
(5) according to the resultant acceleration and the acceleration variance thereof in the data window obtained in the step (4), completing the S5 stage of positioning the wheel position;
in step (2), after the wheel unit enters the positioning mode, the method for acquiring the tangential acceleration and the radial acceleration of the wheel comprises the following steps:
when the wheel unit enters a positioning mode, a data acquisition timer is started, and the tangential acceleration a of the wheel within a positioning operation time period T is acquired by using an X-axis acceleration sensor and a Z-axis acceleration sensor respectivelyX(n) and wheel radial additionSpeed aZ(n); during the positioning operation, after standing for a period of time, sequentially completing two basic actions of wheel turning on the spot and low-speed straight movement, wherein a time protection interval is required between the two actions; wherein the in-situ wheeling is a combination of a plurality of sub-operations of left-hand full-up, right-hand full-up and correction;
in step (3), the method for generating the resultant acceleration of the wheel unit by using the tangential acceleration and the radial acceleration of the wheel collected in step (2) comprises the following steps:
generating a complex acceleration of the wheel units in a complex form by using the tangential acceleration and the radial acceleration of the wheel collected in the step (2) and taking the tangential acceleration of the wheel as a real part and the radial acceleration of the wheel as an imaginary part;
in step (5), the method for completing the wheel position alignment according to the combined acceleration and the acceleration variance thereof in the data window obtained in step (4) is as follows:
the wheel unit compares the resultant acceleration variance in the data window obtained in the step (4) with different thresholds, and judges the states of the wheels, including static state, in-situ wheel hitting and low-speed straight running; the rear wheel is kept still all the time during the wheel turning on the spot, and the wheel which does not detect the wheel turning on the spot is the rear wheel, otherwise the wheel is the front wheel; and for the low-speed straight-going data window, analyzing the rotation angle change of the wheel unit by utilizing the amplitude angle change of the resultant acceleration, wherein if the rotation angle is increased progressively, the wheel unit is a left wheel, and otherwise, the wheel unit is a right wheel.
2. The acceleration-data-based wheel position locating method according to claim 1, characterized in that: in step (1), the method for constructing the wheel position alignment system and waking up the wheel unit to enter the alignment mode by using the main control unit therein is as follows:
the wheel position positioning system comprises a main control unit and four wheel units; the four wheel units are respectively arranged on four wheels of the left front wheel, the left rear wheel, the right front wheel and the right rear wheel of the vehicle, the main control unit is arranged on the vehicle, and the four wheel units are communicated with the main control unit in a wireless mode; each wheel unit comprises an X-axis acceleration sensor, a Z-axis acceleration sensor and a data acquisition timer, wherein the X-axis acceleration sensor and the Z-axis acceleration sensor are collectively called as a double-axis acceleration sensor; the measuring direction of the double-shaft acceleration sensor is vertical, and the tangential acceleration and the radial acceleration of the wheel are respectively collected; and then, the control personnel broadcast and issue a positioning instruction by using the main control unit, and the wheel unit enters a positioning mode after receiving the instruction.
3. The acceleration-data-based wheel position locating method according to claim 1, characterized in that: in the step (4), the method for performing sliding window processing on the combined acceleration generated in the step (3) and obtaining the combined acceleration and the acceleration variance thereof in the data window includes:
and (4) performing sliding window processing on the resultant acceleration of the wheel unit generated in the step (3) to obtain the resultant acceleration in each data window, and further calculating to obtain an acceleration variance.
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