CN113874269B - Method for measuring the actual tire size of a vehicle's tire - Google Patents
Method for measuring the actual tire size of a vehicle's tire Download PDFInfo
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- CN113874269B CN113874269B CN202080028212.4A CN202080028212A CN113874269B CN 113874269 B CN113874269 B CN 113874269B CN 202080028212 A CN202080028212 A CN 202080028212A CN 113874269 B CN113874269 B CN 113874269B
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- vehicle
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- actual tire
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
- B60W2530/18—Distance travelled
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/25—Data precision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
The present invention relates to a method for measuring the actual tyre size of a tyre of a vehicle. In a method in which the tire size can be determined particularly accurately, the actual tire size of the vehicle is determined by means of GPS signals during the driving of the vehicle.
Description
Technical Field
The present invention relates to a method for measuring the actual tyre size of a tyre of a vehicle.
Background
It is known to use tires in winter as opposed to summer. The tires can be distinguished in terms of vehicle size. Therefore, the vehicle speed calculated based on the standard tire size shown on the dashboard of the vehicle is not always correct.
Disclosure of Invention
The present invention is based on the object of proposing a method for determining the actual tire size of a tire of a vehicle.
According to the invention, the object is achieved in that the actual tire size of the vehicle is determined by means of the GPS signal during the travel of the vehicle in that the sum of the distance travelled by the vehicle and the accuracy of the GPS signal is divided by the number of revolutions of the wheel. This has the advantage that the actual tire size is determined without a high quality measurement system, since the GPS system is nowadays included in all vehicles. The proposed solution is therefore based solely on software use, thereby reducing the costs for determining the tyre size.
Advantageously, the tire size stored in the vehicle is automatically corrected by means of the actual tire size. By providing the correct tire size for a large number of vehicle auxiliary systems or safety systems present in the vehicle, the vehicle can be reliably controlled.
In one embodiment, the stored tire size is replaced by the actual tire size when the difference between the stored and actual tire size exceeds a preset limit value. By choosing the boundary values it is ensured that the two tire sizes should be significantly different.
In one variant, the current speed of the vehicle is determined by means of the actual tire size. The determination of vehicle speed is based on motor speed, tire radius, and other parameters. By replacing the preset tire size with the actually calculated tire size, the vehicle speed is always correctly calculated so that it is correctly provided to the auxiliary and safety system and is also correctly shown in the dashboard for the driver.
In one variant, the GPS signal is checked for the presence of a preset accuracy before determining the actual tire size. The more accurate the GPS signal, the more accurately the tire size can be found.
In a further embodiment, the actual tire size is determined as a function of the accuracy of the speed sensor.
Advantageously, the actual tire size is determined in relation to the load difference on the tire. This is particularly significant because the actual tire deformation changes are related to load changes and initial deformation. Therefore, deformation of the tire due to different loads of the vehicle can also be considered in determining the tire size, thereby improving the accuracy of the tire size in determining.
In another embodiment, the actual tire size is determined in connection with a track evaluation at the time of vehicle lane change. The distance travelled by the vehicle is taken into account by means of track evaluation in order to improve the GPS assessment of the tire size.
In one embodiment, the assessment error is considered in the trajectory assessment. The evaluation error must be as small as possible in order that it can function reliably in determining the tire size.
Drawings
The invention allows a number of embodiments. One of which shall be further elucidated on the basis of the figures shown in the drawings.
The drawings show:
Figure 1 shows an embodiment of a vehicle for performing the method according to the invention,
Figure 2 shows an embodiment of the method according to the invention,
Figure 3 shows a schematic diagram for determining a lane change,
Figure 4 shows a schematic diagram for determining the deformation of a vehicle tyre,
Fig. 5 shows an embodiment of the correlation of errors with tire size.
Detailed Description
An embodiment of a vehicle for performing the method according to the invention is shown in fig. 1. The vehicle 1 comprises a control unit 2, which is coupled to a GPS receiver 3. Furthermore, the control unit 2 is coupled to a rotational speed sensor 4 for determining the rotational speed of the wheels. A wheel size determination unit 5, which is coupled to a vehicle speed determination unit 6, is provided in the control device 2. Furthermore, the two units 5 and 6 are connected to a storage unit 7.
An embodiment of the method according to the invention shall be described in connection with fig. 2. The quality of the GPS signal received by the GPS receiver 2 is estimated in block 100 and the traffic conditions are estimated. In block 110 it is checked whether all conditions correspond to a preset. If this is not the case, then block 100 is returned. If all the conditions are present satisfactorily, the real-time program implemented in the tire size determination unit 5 is started in block 120. Thereby, the actual tire size R cal of the vehicle 1 is calculated in block 130. Subsequently, a value of the difference between the actually found tire size R cal and the preset tire size R current stored in the storage unit 7 is formed. The value of the difference is compared with a preset threshold β in block 140. If the value difference is greater than the threshold value β, a transition is made to a block 150, in which the ascertained actual tire size R cal is stored in the memory unit 7 instead of the currently stored tire size R current. The vehicle speed determination unit 6 now determines the vehicle speed using the new actually determined tire size R cal. Subsequently, the real-time routine is ended. When the value of the tire size difference determined in block 140 is less than the threshold value, the process also ends in block 160.
The real-time procedure for determining the actual tire size R cal is further described. In general, there are a number of sources of influence on the calculation of the tire size. Some of these, such as temperature and air humidity, are very small and can therefore be disregarded. Other effects, such as accuracy of the speed sensor, GPS accuracy, load differences and estimation errors at lane changes are taken into account in the calculation. Tire size R cal is calculated as follows:
the equation 1 is simplified to equation 2.
The number of revolutions N is linearized by means of approximation equation 3.
The following steps are obtained:
Applicable in the equation are:
S distance travelled by vehicle
Precision state of epsilon GpS GPS signal
Error estimation of epsilon CL lane change
Precision of epsilon N rotating speed sensor
Number of n-lane changes
N revolutions
DeltaR FL load dependent error estimation
In equation 5 the parameters epsilon N、εCL and epsilon GPS are less than 1, so the product of two of the parameters is very small and negligible when considered further.
If equation 7 is substituted into equation 6, the following is found for tire size R cal:
In order to obtain a high accuracy, an accurate rotational speed sensor should be selected. The accuracy should not exceed 0.5% here. The impact of the GPS signal is related to the distance travelled and the quality of the GPS signal. Typically, the standard GPS system (SPS) has an accuracy of 22.5 m. The improved GPS signal accurate positioning service (PPS) provides a precision of 9 m. Furthermore, the accuracy can be improved to 0.02m by means of an additional differential measurement system. In normal use when the signal quality is 11.7m, the effect of GPS inaccuracy can be reduced to 0.5% after the distance travelled is 2340 m.
Fig. 3 shows a schematic diagram of a lane change for a vehicle. Assuming that the frequency K (S) of the lane change is below a boundary value, e.g. t/km, then it is possible by means of
n=K(S)*s (9)
Describing the error type as
The following are applicable:
s W distance in the driving direction during lane change,
The distance of S L perpendicular to the direction of travel,
S RW actual path for lane change
S RWR simplified path for lane change
V sclar estimation factor for true estimated path relative to actual path
Precision of epsilon CLM rotation speed sensor
The error εCL describes the actual pitch of the drive relative to the measured pitch:
On the other hand, the actual travel section S RW may be approximated as S RWR:
If equation 12 is substituted into equation 11, it follows that:
In one embodiment, when the distance S L perpendicular to the lane is 3.5m and the distance S W in the driving direction during lane change is 50m and the frequency K (S) of lane change is 1/km, the scaling factor V sclar =1.1 and the accuracy ∈clm of the rotation speed sensor is 1%, the influence of the estimation error is reduced to 0.75%.
Furthermore, the load difference has a large influence on the determination of the tire size, since the actual tire deformation change changes by the load change. Fig. 4 shows a schematic diagram of the magnitude of the deformation for the tire.
The relationship between the deformation and the load of the tire is approximately shown by equation 14.
The equation 14 is described as an equivalent in equation 15.
Wherein the method comprises the steps of
F L is the load on the vehicle tire,
F Lo is the initial load on the vehicle,
P o is the initial pressure at which,
B is the width of the tyre and,
X is the deformation of the tyre and,
X o is the initial set of the shape,
R is the radius of the undeformed tyre,
ΔF L is the load difference, and
Alpha is the coefficient of the load difference.
Because the deformation x of the tire must be less than the radius r of the tire, a solution is found in equation 16, where the change in radius r is from the current load S L to the initial load F Lo
Is described in (c). The change in load is described in equation 18.
ΔFL＝FL-FL0＝αFL0-FL0＝(α-1)FL0 (18)
Alpha is here a factor compared to the initial load.
If equations 16 and 18 are used in equation 17, it follows that:
equation 19 is shown simplified as follows:
The actual radius of the tire is described as follows:
Rreal＝r-x0 (21)
If equation 21 is entered into equation 20, normalized equation 22 is obtained.
This means that the actual tire deformation changes are related to the load changes and the initial deformation. Assuming that an empty vehicle is 1t heavy with one passenger and that the current vehicle has a weight of 1.2t, because 4 people occupy space in the vehicle, the factor of the load difference α=1.2. The initial deformation of the tire was 2%, so the relative change in deformation was expected to be 0.8. The error can be suppressed by means of a precise weight sensor.
In transforming equation 8, the total relative measurement error of the described system can be shown as follows:
After the tire is replaced, the tire size is increased or decreased by about 1 inch. Thus, the measurement system requires a 1/2 inch accuracy, which is derived from equation 24.
For example, the number of the cells to be processed,
Fig. 5 shows the correlation of tire size and required distal end accuracy. If the tire size is 17 inches, then a 2.4% accuracy is assumed assuming a total relative systematic error of 2.37 is expected in the final portion of the present specification.
Description of the reference numerals
1 Vehicle 2 control unit 3GPS receiver 4 rotational speed sensor 5 tire size finding unit 6 vehicle speed determining unit 7 storage unit.
Claims (8)
1. A method for determining an actual tire size of a tire of a vehicle,
It is characterized in that the method comprises the steps of,
The actual tire size of the vehicle is determined by means of GPS signals during the travel of the vehicle in such a way that the sum of the distance travelled by the vehicle and the accuracy of the GPS signals is divided by the number of revolutions of the wheel, and the actual tire size is determined in connection with the track evaluation at the time of lane change of the vehicle, wherein the actual tire size is determined taking into account the error estimate of the lane change of the vehicle and the number of lane changes.
2. The method according to claim 1,
It is characterized in that the method comprises the steps of,
The tire size stored in the vehicle is corrected by means of the actual tire size.
3. The method according to claim 2,
It is characterized in that the method comprises the steps of,
When the value of the difference between the stored and actual tire sizes exceeds a preset threshold value, the stored tire size is replaced by the actual tire size.
4. A method according to claim 3,
It is characterized in that the method comprises the steps of,
The current driving speed of the vehicle is determined by means of the actual tire size.
5. The method according to claim 1,
It is characterized in that the method comprises the steps of,
Before determining the actual tire size, it is checked whether the GPS signal has a preset accuracy.
6. The method according to claim 1,
It is characterized in that the method comprises the steps of,
The actual tire size is determined in relation to the accuracy of the speed sensor.
7. The method according to claim 1,
It is characterized in that the method comprises the steps of,
The actual tire size is determined in relation to the load differential across the tire.
8. The method according to any one of claim 1 to 7,
It is characterized in that the method comprises the steps of,
Evaluation errors are taken into account in the track evaluation.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102019110805.5 | 2019-04-26 | ||
| DE102019110805.5A DE102019110805B4 (en) | 2019-04-26 | 2019-04-26 | Method for determining an actual tire size of the tires of a vehicle |
| PCT/DE2020/100236 WO2020216395A1 (en) | 2019-04-26 | 2020-03-25 | Method for measuring an actual tire size of the tires of a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113874269A CN113874269A (en) | 2021-12-31 |
| CN113874269B true CN113874269B (en) | 2025-02-25 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080028212.4A Active CN113874269B (en) | 2019-04-26 | 2020-03-25 | Method for measuring the actual tire size of a vehicle's tire |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN113874269B (en) |
| DE (1) | DE102019110805B4 (en) |
| WO (1) | WO2020216395A1 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102014105411A1 (en) * | 2014-04-16 | 2015-10-22 | Ford Global Technologies, Llc | IMPROVED PARKING HILF RATE SPEED COMPENSATION TECHNOLOGY |
| CN105555555A (en) * | 2013-08-01 | 2016-05-04 | 大众汽车有限公司 | Method and system for determining a pressure ratio between a target tire pressure and a current tire pressure for a tire of a vehicle |
| KR20160060507A (en) * | 2014-11-20 | 2016-05-30 | 현대자동차주식회사 | Apparatus for storing driving path |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7283897B2 (en) * | 2002-05-31 | 2007-10-16 | Quantum Engineering, Inc. | Method and system for compensating for wheel wear on a train |
| ATE335621T1 (en) * | 2003-05-09 | 2006-09-15 | Harman Becker Automotive Sys | GPS (GLOBAL POSITIONING SYSTEM) BASED METHOD AND SYSTEM FOR DETECTING TIRE PRESSURE CHANGES |
| DE102006020490A1 (en) * | 2006-02-24 | 2007-08-30 | Volkswagen Ag | Method and device for determining the circumference of vehicle wheels |
| DE102007029870A1 (en) * | 2007-06-28 | 2009-01-02 | Continental Teves Ag & Co. Ohg | Tire condition monitoring method and apparatus |
| JP2011214989A (en) * | 2010-03-31 | 2011-10-27 | Aisin Aw Co Ltd | Driving support device, driving support method, and driving support program |
| US9358846B2 (en) * | 2012-10-19 | 2016-06-07 | The Goodyear Tire & Rubber Company | Vehicle weight and center of gravity estimation system and method |
| US9045142B2 (en) * | 2013-08-26 | 2015-06-02 | Ford Global Technologies, Llc | Sensor fusion vehicle velocity estimation system and method |
| WO2017125868A1 (en) * | 2016-01-19 | 2017-07-27 | VAN DER ZEE, Peter | Method of maintaining a pneumatic tyre in its optimum operating condition |
| DE102016212766A1 (en) * | 2016-07-13 | 2018-01-18 | Bayerische Motoren Werke Aktiengesellschaft | Control unit for a parking and / or maneuvering assistance system and method for performing an automated parking and / or maneuvering maneuver |
| DE102017218703A1 (en) * | 2017-10-19 | 2019-04-25 | Continental Teves Ag & Co. Ohg | Method for determining the value of parameters |
| CN109556506A (en) * | 2018-12-17 | 2019-04-02 | 广州小鹏汽车科技有限公司 | A kind of scaling method of radius of wheel and the caliberating device of radius of wheel |
-
2019
- 2019-04-26 DE DE102019110805.5A patent/DE102019110805B4/en active Active
-
2020
- 2020-03-25 CN CN202080028212.4A patent/CN113874269B/en active Active
- 2020-03-25 WO PCT/DE2020/100236 patent/WO2020216395A1/en not_active Ceased
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105555555A (en) * | 2013-08-01 | 2016-05-04 | 大众汽车有限公司 | Method and system for determining a pressure ratio between a target tire pressure and a current tire pressure for a tire of a vehicle |
| DE102014105411A1 (en) * | 2014-04-16 | 2015-10-22 | Ford Global Technologies, Llc | IMPROVED PARKING HILF RATE SPEED COMPENSATION TECHNOLOGY |
| KR20160060507A (en) * | 2014-11-20 | 2016-05-30 | 현대자동차주식회사 | Apparatus for storing driving path |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102019110805A1 (en) | 2020-10-29 |
| DE102019110805B4 (en) | 2021-06-24 |
| WO2020216395A1 (en) | 2020-10-29 |
| CN113874269A (en) | 2021-12-31 |
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