CN110053431B - An error compensation method and device for measuring vehicle tire pressure - Google Patents
An error compensation method and device for measuring vehicle tire pressure Download PDFInfo
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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
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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
- B60W40/02—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 ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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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
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- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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Abstract
The invention discloses an error compensation method and a device for measuring the tire pressure of a vehicle, wherein the method comprises the following steps: 1) estimating the gradient of the road surface where the automobile is located at the current moment, and entering a loading compensation mode when the gradient is smaller than a preset value; 2) acquiring a pitch angle of the automobile body when no load is loaded, setting the pitch angle as a calibration value P1, acquiring the pitch angle of the automobile body when a load is loaded, and setting the pitch angle as an actual value P2; 3) if the difference between the calibrated value and the actual value is greater than the set threshold, a compensation value for the wheel radius is calculated based on the difference between the calibrated value and the actual value (P1-P2). The invention does not need to use an additional sensor, thereby reducing the cost of the indirect tire pressure monitoring system.
Description
Technical Field
The invention relates to a tire pressure monitoring technology, in particular to an error compensation method and device for measuring the tire pressure of a vehicle.
Background
An Indirect Tire pressure monitoring system (Indirect Tire pressure monitoring system) has more and more extensive application, the system judges Tire pressure change by analyzing a wheel speed signal spectrum acquired by an ABS system and further judging frequency domain change of a rotating speed signal, compared with a traditional Tire pressure monitoring system (Tire pressure monitoring system), the system has the characteristics of digitalization, economical manufacturing cost and the like, one of important influencing factors in a wheel radius analysis module is a vehicle load condition, and increasing/reducing loading of a rear spare box can cause reduction/increasing of a rolling radius of a rear axle wheel and further cause misjudgment of air shortage of a rear axle/a front axle.
In conventional vehicle load compensation systems, the Air suspension Method (Air suspension Method) and the Axle Height Method (Axle Height Method) are commonly used. The air suspension method uses an air suspension to collect air spring pressure, and the pressure value is approximately proportional to the load value of each tire so as to compensate and correct the rolling radius of the wheel under the condition of load; the axle height method uses wheel height sensors equipped with hernia lamps that measure the distance between the front axle and the chassis and the distance between the rear axle and the chassis, the values of which are proportional to the loading on each axle for a vehicle with rigid suspension, which can be compensated for by using the height difference. Both of these compensation methods require the use of additional sensors, thereby reducing the economics of the indirect tire pressure monitoring system.
A loading compensation system without an additional sensor needs to be designed, so that the purpose of correcting the actual rolling radius of the wheel under the condition of vehicle body load is achieved.
Disclosure of Invention
The present invention provides an error compensation method and device for measuring tire pressure of a vehicle, aiming at the defects in the prior art.
The technical scheme adopted by the invention for solving the technical problems is as follows: an error compensation method for measuring tire pressure of a vehicle, comprising:
1) estimating the gradient of the road surface where the automobile is located at the current moment, and entering a loading compensation mode when the gradient is smaller than a preset gradient value;
2) acquiring a pitch angle of the automobile body when no load is loaded, setting the pitch angle as a calibration value P1, acquiring the pitch angle of the automobile body when a load is loaded, and setting the pitch angle as an actual value P2;
3) if the difference between the calibrated value and the actual value is greater than the set threshold, a compensation value for the wheel radius is calculated based on the difference between the calibrated value and the actual value (P1-P2).
According to the scheme, the compensation value of the wheel radius in the step 3) is the product of the difference (P1-P2) between the calibrated value and the actual value and the gain coefficient A, namely
R＝R0+ A × (P1-P2), wherein, R0R is the wheel radius estimate before compensation.
According to the scheme, the pitch angle of the automobile body in the step 2) when no load is loaded and the pitch angle of the automobile body when the load is loaded are obtained in the following modes:
according to the pitch angle data when the gradient is smaller than the preset value in the running process of the automobile, the convergence value of the pitch angle of the automobile under the condition of no load is quickly obtained and is set as a calibration value P1, and the convergence value of the pitch angle of the automobile body under the condition of load loading is set as an actual value P2.
According to the scheme, in the step 1), the preset gradient value is 3 degrees.
According to the scheme, in the step 1), the following method is adopted for estimating the gradient of the road surface where the automobile is located at the current moment: and fitting the wind resistance coefficient and the rolling friction coefficient under the condition of set speed by using data of the flat-bottom running of the automobile, and estimating the pitch angle of the automobile at any moment by using the difference between the acceleration of the automobile obtained by the differential of wheel speed signals and the acceleration of the automobile acquired by a CAN bus.
According to the scheme, in the step 1), the following steps are adopted for estimating the gradient of the road surface where the automobile is located at the current moment:
modeling the uphill and downhill conditions of the automobile, and assuming that the actual traction of the automobile is equal to the traction generated by the engine torque minus the difference between the wind resistance and the rolling friction and the gravity component:
Fa＝Fwheel-Fdrag-Froll-Fg
wherein, FwheelTractive effort produced for engine torque, FdragFor wind resistance, FrollTo rolling friction, FgAs a component of gravity, FaThe actual traction of the automobile;
Fa＝Ma；
wheel end traction force FwheelCan be defined by the transmission ratio eta and the engine torque TengineIs divided by the wheel radius R to obtain
Fwheel＝Tengine·η/R
Wherein, TengineThe torque is obtained on a CAN bus directly through a sensor; eta is engine speed xi and left front wheel angular velocity omega for the front drive type vehicleFLAnd right front wheel angular velocity ωFRThe transmission ratio calculation formula is as follows:
the wind resistance is approximately proportional to the square of the vehicle body speed V, and the calculation formula is as follows:
Fdrag＝CdV2
influence of gravity component of automobile on slope alpha
Fg＝Mgsinα
The normal equation method is adopted to solve the coefficients of the vehicle body mass M and the wind resistance coefficient CdRoller (c)Coefficient of dynamic friction CrFitting is carried out, and the error equation of the linear parameters under the condition of n groups of data is
Wherein the acceleration a(k)Can be derived from the wheel speed signal difference, so we define the input matrix X as
The output matrix is defined as Y
Recording a pending coefficient B ═ M; cd；Cr]Obtained by normal equation method
B＝(XTX)-1XTY
All three values of vector B correspond to M, C respectivelyd，CrThe fitting value of (1) is recorded as M0、Cd0、Cr0Obtaining a mathematical model of the uphill and downhill of the automobile as
Fwheel＝M0a+Cd0V2+Cr0+M0gsinα；
The traction force, the speed and the acceleration of the wheel end are all known quantities in the actual running process of the automobile, and the running angle of the automobile is
An error compensation device for measuring tire pressure of a vehicle, comprising:
the loading compensation starting judging module is used for estimating the gradient of the road surface where the automobile is located at the current moment, and starting the loading compensation when the gradient is smaller than a preset value;
the first-order digital low-pass filtering module is used for rapidly obtaining a convergence value of a depression elevation angle of the automobile under the condition of no load according to pitch angle data when the gradient is smaller than a preset value in the running process of the automobile, and setting the convergence value as a calibration value P1 and a convergence value of the pitch angle when the automobile body is loaded with a load as an actual value P2;
the difference value judging module is used for judging whether the difference between the calibration value and the actual value is greater than a set threshold value or not;
and the loading compensation module is used for calculating a compensation value of the wheel radius according to the difference (P1-P2) between the calibrated value and the actual value.
According to the scheme, the compensation value of the wheel radius in the loading compensation module is the product of the difference (P1-P2) between the calibration value and the actual value and the gain coefficient A, namely
R＝R0+ A × (P1-P2), wherein, R0R is the wheel radius estimate before compensation.
According to the scheme, the pitch angle of the automobile body in the first-order digital low-pass filtering module when no load is loaded and the pitch angle of the automobile body when the load is loaded are obtained in the following modes:
according to pitch angle data when the gradient is smaller than a preset value in the running process of the automobile, quickly obtaining a convergence value of a pitch angle of the automobile under the condition of no load, setting the convergence value as a calibration value P1, and setting the convergence value as an actual value P2 when the automobile body is loaded with a load;
according to the scheme, in the loading compensation starting judging module, the gradient preset value is 3 degrees.
According to the scheme, in the loading compensation starting judgment module, the following method is adopted for estimating the gradient of the road surface where the automobile is located at the current moment: and fitting the wind resistance coefficient and the rolling friction coefficient under the condition of set speed by using data of the flat-bottom running of the automobile, and estimating the pitch angle of the automobile at any moment by using the difference between the acceleration of the automobile obtained by the differential of wheel speed signals and the acceleration of the automobile acquired by a CAN bus.
The invention has the following beneficial effects:
as an auxiliary part of the tire pressure monitoring, the invention does not need to use an additional sensor, thereby reducing the cost of the indirect tire pressure monitoring system.
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The invention will be further described with reference to the accompanying drawings and examples, in which:
FIG. 1 is a flow chart of a method of an embodiment of the present invention;
FIG. 2 is a view illustrating a variation in driving angle of a vehicle according to an embodiment of the present invention;
fig. 3 is a diagram of the effect of digital low-pass filtering according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail with reference to the following embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, an error compensation method for measuring tire pressure of a vehicle includes:
1) estimating the gradient of the road surface where the automobile is located at the current moment, and entering a loading compensation mode when the gradient is smaller than a preset value;
the following method is adopted for estimating the gradient of the road surface where the automobile is located at the current moment: fitting the wind resistance coefficient and the rolling friction coefficient under the condition of a certain speed by using data of the automobile running at a flat bottom, and estimating the automobile pitch angle at any moment by using the difference between the automobile acceleration obtained by the difference of wheel speed signals and the automobile acceleration acquired by a CAN bus.
The method comprises the following specific steps:
the method comprises the steps of screening out some conditions which do not meet the requirement of loading compensation such as reversing and low speed through a preprocessing stage, and fitting a wind resistance coefficient C according to an established automobile traction force model through a normal equation methoddAnd coefficient of rolling friction CrThen estimating the gradient alpha of the current automobile, and entering a loading compensation stage when the alpha is smaller than a preset value，
Since the road surface condition of the vehicle is complex during driving and the relationship between the vehicle body traction and the road surface condition is a very complex system, it is very difficult to describe the system by an accurate mathematical model so as to obtain accurate system parameters, so the mathematical model is simplified as follows:
1. when parameter fitting is carried out, the data are all the data of flat ground running (-3 degrees < alpha <3 degrees).
2. Wind resistance is considered to be proportional to the square of the velocity
3. The rolling friction force under a certain speed is regarded as a constant
4. The calibrated value P1 and the state value P2 are converged averages rather than instantaneous values
5. Abandoning reversing and low-speed conditions to avoid influencing the model
When modeling the uphill and downhill conditions of the vehicle, the actual traction of the vehicle is considered to be equal to the traction generated by the engine torque minus the difference between the windage and rolling friction forces and the gravitational component.
Fa＝Fwheel-Fdrag-Froll-Fg
Actual traction force F of vehicle bodyaFrom Newton's second law
Fa＝Ma
Wheel end traction force FwheelCan be defined by the transmission ratio eta and the engine torque TengineIs divided by the wheel radius R to obtain
Fwheel＝Tengine·η
Engine torque TengineCAN be directly obtained on a CAN bus through a sensor, and the engine rotating speed xi and the left front wheel angular speed omega of a front-drive vehicle are recordedFLAnd right front wheel angular velocity ωFRThe dynamic ratio calculation formula is as follows:
the wind resistance is approximately proportional to the square of the vehicle body speed V, and the calculation formula is as follows:
Fdrag＝CdV2
influence of gravity component of automobile on slope alpha
Fg＝Mgsinα
After the mathematical model is established, the coefficients of the vehicle mass M and the wind resistance coefficient C can be treated by a normal equation methoddCoefficient of rolling friction CrFitting is carried out, and the error equation of the linear parameters under the condition of n groups of data is
Wherein the acceleration a(k)Can be derived from the wheel speed signal difference, so we define the input matrix X as
The output matrix is defined as Y
Recording a pending coefficient B ═ M; cd；Cr]Obtained by normal equation method
B＝(XTX)-1XTY
All three values of vector B correspond to M, C respectivelyd，CrThe fitting value of (1) is recorded as M0、Cd0、Cr0The mathematical model of the automobile up-down slope can be obtained as
Fwheel＝M0a+Cd0V2+Cr0+M0gsinα
The traction force, the speed and the acceleration of the wheel end are all known quantities in the actual running process of the automobile, and the running angle of the automobile is
The angle change curve is shown in fig. 2.
Longitudinal acceleration a acquired by CAN bus in loading compensation stagexDifferential longitudinal acceleration V of wheel speed signalxThe relationship with the angle of the vehicle body can be expressed as follows
ax-Vx≈gθ
P＝ax-Vx
2) Acquiring a pitch angle of the automobile body when no load is loaded, setting the pitch angle as a calibration value P1, acquiring the pitch angle of the automobile body when a load is loaded, and setting the pitch angle as an actual value P2;
when the pitch angle of the automobile is obtained, first-order digital low-pass filtering is used, and a larger filtering coefficient beta is adopted in the first stage1The automobile is enabled to approach the convergence value rapidly under the condition of no load, and then a smaller filter coefficient beta is adopted2The vehicle is smoothly approached to a convergence value under the condition of no load, the convergence value is recorded as a calibration value P1 after the convergence state is reached, then data under the condition of load of the vehicle are continuously input to enable the data to reach the convergence value P2 (note that the time interval between reaching the P1 value and the P2 value does not exceed T), and the product of the difference between the convergence value and the calibration value (P1-P2) and a gain coefficient A is used as a compensation value of the wheel radius.
The first-stage filter coefficient of the first-stage digital low-pass filter stage is beta 1, the second-stage filter coefficient is beta 2, the compensation value is W, and the calculation formula is as follows
Wn+1＝(1-β1)Pn+β1·Wn
Wn+1＝(1-β2)Pn+β2·Wn
The filtering effect is shown in fig. 3;
3) if the difference between the calibrated value and the actual value is greater than the set threshold, a compensation value for the wheel radius is calculated based on the difference between the calibrated value and the actual value (P1-P2).
Setting the convergence value reached by the vehicle when no load is applied to be the nominal value P1, the convergence value reached by the vehicle under loadThe convergence value is P2, when the difference value between P1 and P2 is larger than a set threshold value P, the lengthening compensation module is started, the loading compensation gain coefficient is A, and the wheel radius estimated value before and after compensation is WRA0The compensated wheel radius estimate is WRA1The calculation formula is as follows
WRAXL1＝WRAXL0+A·(P1-P2)
WRAXR1＝WRAXR0+A·(P1-P2)
According to the above method, it is possible to obtain an error compensation device for measuring the pressure of a tyre of a vehicle, comprising:
the loading compensation starting judging module is used for estimating the gradient of the road surface where the automobile is located at the current moment, and starting the loading compensation when the gradient is smaller than a preset value; in this embodiment, the preset gradient value is 3 degrees.
In the loading compensation starting judgment module, the following method is adopted for estimating the gradient of the road surface where the automobile is located at the current moment: and fitting the wind resistance coefficient and the rolling friction coefficient under the condition of set speed by using data of the flat-bottom running of the automobile, and estimating the pitch angle of the automobile at any moment by using the difference between the acceleration of the automobile obtained by the differential of wheel speed signals and the acceleration of the automobile acquired by a CAN bus.
The first-order digital low-pass filtering module is used for rapidly obtaining a convergence value of a depression elevation angle of the automobile under the condition of no load according to pitch angle data when the gradient is smaller than a preset value in the running process of the automobile, and setting the convergence value as a calibration value P1 and a convergence value of the pitch angle when the automobile body is loaded with a load as an actual value P2;
the pitch angle of the middle automobile body when no load is loaded and the pitch angle of the automobile body when the load is loaded are obtained in the following modes:
according to pitch angle data when the gradient is smaller than a preset value in the running process of the automobile, quickly obtaining a convergence value of a pitch angle of the automobile under the condition of no load, setting the convergence value as a calibration value P1, and setting the convergence value as an actual value P2 when the automobile body is loaded with a load;
the difference value judging module is used for judging whether the difference between the calibration value and the actual value is greater than a set threshold value or not;
and the loading compensation module is used for calculating a compensation value of the wheel radius according to the difference (P1-P2) between the calibrated value and the actual value.
The compensation value of the wheel radius in the loading compensation module is the product of the difference between the calibrated value and the actual value (P1-P2) and the gain coefficient A, namely
R＝R0+ A × (P1-P2), wherein, R0R is the wheel radius estimate before compensation.
It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are intended to be included within the scope of the invention as defined in the appended claims.
Claims (10)
1. An error compensation method for measuring tire pressure of a vehicle, comprising:
1) estimating the gradient of the road surface where the automobile is located at the current moment, and entering a loading compensation mode when the gradient is smaller than a preset gradient value;
2) acquiring a pitch angle of the automobile body when no load is loaded, setting the pitch angle as a calibration value P1, acquiring the pitch angle of the automobile body when a load is loaded, and setting the pitch angle as an actual value P2;
3) if the difference between the calibrated value and the actual value is greater than the set threshold, a compensation value for the wheel radius is calculated based on the difference between the calibrated value and the actual value (P1-P2).
2. Error compensation method for measuring tire pressure of vehicle according to claim 1, wherein the compensation value for the radius of the wheel in step 3) is the product of the difference between the calibrated value and the actual value (P1-P2) and the gain factor A, i.e. the product of
R＝R0+ A × (P1-P2), wherein, R0R is the wheel radius estimate before compensation.
3. The error compensation method for measuring tire pressure of vehicle according to claim 1, wherein the pitch angle of the vehicle body in step 2) under no load loading and the pitch angle of the vehicle body under load loading are obtained as follows:
according to the pitch angle data when the gradient is smaller than the preset value in the running process of the automobile, the convergence value of the pitch angle of the automobile under the condition of no load is quickly obtained and is set as a calibration value P1, and the convergence value of the pitch angle of the automobile body under the condition of load loading is set as an actual value P2.
4. The error compensation method for measuring tire pressure of vehicle according to claim 1, wherein the predetermined gradient value in step 1) is 3 degrees.
5. The error compensation method for measuring tire pressure of vehicle according to claim 1, wherein in step 1), the following method is used for estimating the gradient of the road surface on which the vehicle is currently located: and fitting the wind resistance coefficient and the rolling friction coefficient under the condition of set speed by using data of the flat-bottom running of the automobile, and estimating the pitch angle of the automobile at any moment by using the difference between the acceleration of the automobile obtained by the differential of wheel speed signals and the acceleration of the automobile acquired by a CAN bus.
6. The error compensation method for measuring tire pressure of vehicle according to claim 1, wherein the step 1) of estimating the gradient of the road surface on which the vehicle is currently located comprises the steps of:
modeling the uphill and downhill conditions of the automobile, and assuming that the actual traction of the automobile is equal to the traction generated by the engine torque minus the difference between the wind resistance and the rolling friction and the gravity component:
Fa＝Fwheel-Fdrag-Froll-Fg
wherein, FwheelTractive effort produced for engine torque, FdragFor wind resistance, FrollTo rolling friction, FgAs a component of gravity, FaThe actual traction of the automobile;
Fa＝Ma；
wheel end traction force FwheelFrom transmission ratio eta to engine torque TengineIs divided by the wheel radius R to obtain
Fwheel＝Tengine·η/R
Wherein, TengineThe torque is obtained on a CAN bus directly through a sensor; eta is engine speed xi and left front wheel angular velocity omega for the front drive type vehicleFLAnd right front wheel angular velocity ωFRThe transmission ratio calculation formula is as follows:
the wind resistance is approximately proportional to the square of the vehicle body speed V, and the calculation formula is as follows:
Fdrag＝CdV2
influence of gravity component of automobile on slope alpha
Fg＝Mgsinα
The normal equation method is adopted to solve the coefficients of the vehicle body mass M and the wind resistance coefficient CdCoefficient of rolling friction CrFitting is carried out, and the error equation of the linear parameters under the condition of n groups of data is
Wherein the acceleration a(k)Derived from the wheel speed signal difference, we therefore define the input matrix X as
The output matrix is defined as Y
Recording a pending coefficient B ═ M; cd；Cr]Obtained by normal equation method
B＝(XTX)-1XTY
All three values of vector B correspond to M, C respectivelyd，CrThe fitting value of (1) is recorded as M0、Cd0、Cr0Obtaining a mathematical model of the uphill and downhill of the automobile as
Fwheel＝M0a+Cd0V2+Cr0+M0gsinα；
The traction force, the speed and the acceleration of the wheel end are all known quantities in the actual running process of the automobile, and the running angle of the automobile is
7. An error compensation device for measuring tire pressure of a vehicle, comprising:
the loading compensation starting judging module is used for estimating the gradient of the road surface where the automobile is located at the current moment, and starting the loading compensation when the gradient is smaller than a preset value;
the first-order digital low-pass filtering module is used for rapidly obtaining a convergence value of a depression elevation angle of the automobile under the condition of no load according to pitch angle data when the gradient is smaller than a preset value in the running process of the automobile, and setting the convergence value as a calibration value P1 and a convergence value of the pitch angle when the automobile body is loaded with a load as an actual value P2;
the difference value judging module is used for judging whether the difference between the calibration value and the actual value is greater than a set threshold value or not;
and the loading compensation module is used for calculating a compensation value of the wheel radius according to the difference (P1-P2) between the calibrated value and the actual value.
8. Error compensation apparatus for measuring tire pressure of vehicle as in claim 7, wherein the compensation value of the wheel radius in said load compensation module is the product of the difference between the calibrated value and the actual value (P1-P2) and the gain factor A
R＝R0+ A × (P1-P2), wherein, R0R is the wheel radius estimate before compensation.
9. The apparatus for error compensation in tire pressure measurement according to claim 7, wherein the pitch angle of the vehicle body under no load loading and the pitch angle of the vehicle body under load loading in the first-order digital low-pass filter module are obtained as follows:
according to the pitch angle data when the gradient is smaller than the preset value in the running process of the automobile, the convergence value of the pitch angle of the automobile under the condition of no load is quickly obtained and is set as a calibration value P1, and the convergence value of the pitch angle of the automobile body under the condition of load loading is set as an actual value P2.
10. The error compensation device for measuring tire pressure of vehicle according to claim 7, wherein the load compensation enabling determination module estimates the gradient of the road surface on which the vehicle is currently located by using the following method: and fitting the wind resistance coefficient and the rolling friction coefficient under the condition of set speed by using data of the flat-bottom running of the automobile, and estimating the pitch angle of the automobile at any moment by using the difference between the acceleration of the automobile obtained by the differential of wheel speed signals and the acceleration of the automobile acquired by a CAN bus.
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| CN201910233638.2A CN110053431B (en) | 2019-03-26 | 2019-03-26 | An error compensation method and device for measuring vehicle tire pressure |
| PCT/CN2020/081097 WO2020192686A1 (en) | 2019-03-26 | 2020-03-25 | Error compensation method and apparatus for measuring tire pressure of vehicle |
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| CN110053431B (en) * | 2019-03-26 | 2021-01-26 | 武汉理工大学 | An error compensation method and device for measuring vehicle tire pressure |
| CN111016552B (en) * | 2019-12-26 | 2021-08-24 | 武汉理工大学 | An indirect tire pressure monitoring system and method |
| CN112622915B (en) * | 2020-12-25 | 2022-05-17 | 清华大学 | Tire pressure and wear loss monitoring method based on high-frequency wheel speed and machine learning |
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Application publication date: 20190726 Assignee: Hubei Heliyuan Electronic Technology Co.,Ltd. Assignor: WUHAN University OF TECHNOLOGY Contract record no.: X2022420000025 Denomination of invention: An error compensation method and device for measuring vehicle tire pressure Granted publication date: 20210126 License type: Common License Record date: 20220328 |