Method and device for measuring rolling radius of vehicle tire, electronic equipment and storage medium

Abstract

The invention relates to the technical field of vehicle testing, in particular to a method and a device for measuring the rolling radius of a vehicle tire, electronic equipment and a storage medium, and the embodiment of the invention has the following beneficial effects: the method and the device for measuring the rolling radius of the vehicle tire, the electronic equipment and the storage medium provided by the invention can measure the rolling radius of the vehicle tire; the method comprises the steps that the real-time speed of a vehicle in the vehicle running process and pulse signals generated by corresponding triggering when wheels rotate are obtained; according to the method, the real-time speed and the wheel pulse are synchronously collected, counting and verification are carried out in a specified time window, and the rolling radius is directly calculated, so that non-contact continuous, real-time and high-precision measurement from a static state to a full vehicle speed is realized, the dependence of a traditional method on the speed and manual intervention is eliminated, and the measurement accuracy is improved. And the dynamic change of the radius under transient working conditions such as braking and acceleration can be captured in a millisecond level, so that key data support is provided for improving the precision and the intelligent level of a vehicle control system.

Description

Technical Field

[0001] This invention relates to the field of vehicle testing technology, and in particular to a method, apparatus, electronic device, and storage medium for measuring the rolling radius of a vehicle tire. Background Technology

[0002] In the field of automotive chassis testing technology, the dynamic rolling radius of a tire is a crucial parameter affecting vehicle handling stability, braking performance, and the accuracy of electronic control systems. Currently, the mainstream measurement method in the industry is the color-marking method. The specific procedure involves applying a wear-resistant fluorescent coating as a marker at specific locations on the tire tread (such as 120° division points). The vehicle then travels in a straight line for a set distance (usually 50-100 meters). The number of contacts between the marker points and the ground is then counted manually or through an auxiliary identification system. Finally, the dynamic rolling radius is calculated using a geometric formula.

[0003] However, this method has significant inherent defects and limitations. It must be strictly limited to low-speed vehicle operation. In high-speed scenarios, the marker points are difficult to identify accurately due to visual persistence and blurring, leading to measurement failure or a sharp increase in errors. The entire measurement process is highly dependent on manual intervention, including marking, identification, and counting, which is not only inefficient but also susceptible to interference from factors such as operator experience and ambient light. Furthermore, this method is essentially a discrete, post-processing measurement approach, unable to provide real-time feedback and capture of the continuous and dynamic changes in the rolling radius during driving, thus failing to meet the real-time data requirements of modern intelligent chassis control systems. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a method, device, electronic device, and storage medium for measuring the dynamic rolling radius of vehicle tires, so as to reduce the difficulty of manual measurement, adapt to different vehicle speeds, and realize the measurement requirements of fully automatic real-time feedback.

[0005] In a first aspect, embodiments of the present invention provide a method for measuring the rolling radius of a vehicle tire, the method comprising: Acquire the vehicle's real-time speed during driving, as well as the pulse signals generated when the wheels rotate. The pulse signals collected within a specified time window are counted to obtain the pulse count; If the pulse count is within the preset count range, the dynamic rolling radius of the vehicle tire is calculated based on the real-time speed, the pulse count, and the preset number of pulses per wheel revolution.

[0006] In conjunction with the first aspect, the steps for calculating the dynamic rolling radius of the vehicle tires based on real-time speed, pulse count, and a preset number of pulses per wheel revolution include: Calculate the number of wheel rotations within a specified time window based on pulse count and the number of pulses per wheel revolution. The dynamic rolling radius of the vehicle tires is calculated by combining the real-time speed within a specified time window, the specified time window, and the number of wheel rotations.

[0007] In conjunction with the first aspect, after counting the pulse signals acquired within a specified time window to obtain the pulse count, the method further includes: If the pulse count is not within the preset count range, the pulse signal will be re-acquired.

[0008] In conjunction with the first aspect, after obtaining the vehicle's real-time speed during its movement, the method further includes: Obtain the vehicle's historical speed at the previous sampling time; Based on real-time speed and historical speed, determine the vehicle's current operating condition; Based on the preset mapping relationship, determine the target time window corresponding to the current operating condition; Use the target time window as the specified time window.

[0009] In conjunction with the first aspect, the method also includes: If the real-time speed collected by the GPS positioning system is not obtained within the preset time, the vehicle will be controlled to switch to inertial navigation mode. Obtain the vehicle's current speed as collected in inertial navigation mode; Use the vehicle's current speed as the real-time speed.

[0010] In conjunction with the first aspect, before calculating the dynamic rolling radius of the vehicle tire based on the real-time speed, pulse count, and preset number of pulses per wheel revolution within a specified time window, the method further includes: Acquire tire temperature data collected during vehicle operation; Based on the preset temperature-drift characteristic curve, determine the pulse signal compensation coefficient corresponding to the tire temperature data; The pulse count is corrected based on the pulse signal compensation coefficient to obtain the corrected pulse count.

[0011] In conjunction with the first aspect, the pulse signal is generated by two sets of wheel speed sensors mounted on the vehicle wheels, the two sets of wheel speed sensors being symmetrically mounted inside the wheel hub with a 90° phase difference; the method also includes: Acquire the pulse signal generated when the wheel rotates; wherein the pulse signal includes a first pulse signal and a second pulse signal with a phase difference of one-quarter of a cycle; The vehicle rotation direction is determined based on the edge state of the first pulse signal and the level characteristics of the second pulse signal.

[0012] Secondly, embodiments of this application also provide a rolling radius measuring device for vehicle tires, the device comprising: The acquisition module is used to acquire the real-time speed of the vehicle during its operation, as well as the pulse signals generated when the wheels rotate. The counting module is used to count the pulse signals collected within a specified time window to obtain the pulse count; The calculation module is used to calculate the dynamic rolling radius of the vehicle tires based on the real-time speed, pulse count, and preset number of pulses per wheel revolution within a specified time window, if the pulse count is within a preset counting range.

[0013] In conjunction with the second aspect, the calculation module includes: a first calculation module and a second calculation module.

[0014] The first calculation module is used to calculate the number of wheel rotations within a specified time window based on the pulse count and the number of pulses per wheel revolution. The second calculation module is used to calculate the dynamic rolling radius of the vehicle tires by combining the real-time speed within a specified time window, the specified time window, and the number of wheel rotations.

[0015] In conjunction with the second aspect, following the counting module, the device also includes: The re-trigger module is used to trigger the re-acquisition of pulse signals if the pulse count is not within the preset count range.

[0016] In conjunction with the second aspect, after acquiring the module, the device further includes: The historical speed acquisition module is used to acquire the historical speed of the vehicle at the previous sampling time. The operating condition determination module is used to determine the current operating condition of the vehicle based on real-time speed and historical speed. The target time window determination module is used to determine the target time window corresponding to the current operating condition based on a preset mapping relationship. The specified time duration determination module is used to use the target time window as the specified time window.

[0017] In conjunction with the second aspect, the device also includes: The control module is used to switch the vehicle to inertial navigation mode if the real-time speed collected by the GPS positioning system is not obtained within a preset time period. The current speed acquisition module is used to acquire the vehicle's current speed collected in inertial navigation mode; The real-time speed determination module is used to determine the vehicle's current speed as its real-time speed.

[0018] In conjunction with the second aspect, prior to the computing module, the device also includes: The temperature acquisition module is used to acquire tire temperature data collected during vehicle operation. The compensation coefficient determination module is used to determine the pulse signal compensation coefficient corresponding to the tire temperature data based on the preset temperature-drift characteristic curve. The correction module is used to correct the pulse count based on the pulse signal compensation coefficient to obtain the corrected pulse count.

[0019] In conjunction with the second aspect, the pulse signal is generated by two sets of wheel speed sensors mounted on the vehicle wheels, the two sets of wheel speed sensors being symmetrically mounted inside the wheel hub with a 90° phase difference; the device also includes: The pulse acquisition module is used to acquire the pulse signal generated when the wheel rotates; wherein, the pulse signal includes a first pulse signal and a second pulse signal with a phase difference of one-quarter of a cycle.

[0020] The rotation direction determination module is used to determine the vehicle rotation direction based on the edge state of the first pulse signal and the level characteristics of the second pulse signal.

[0021] Thirdly, this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor runs the computer program to cause the electronic device to perform the methods described above.

[0022] Fourthly, this application provides a readable storage medium storing computer program instructions, which, when read and executed by a processor, perform the above-described method.

[0023] The embodiments of the present invention bring the following beneficial effects: The present application provides a method, device, electronic device, and storage medium for measuring the rolling radius of a vehicle tire. The method includes: acquiring the real-time speed of the vehicle during driving and the pulse signal generated when the wheel rotates; counting the pulse signals collected within a specified time window to obtain a pulse count; if the pulse count is within a preset counting range, calculating the dynamic rolling radius of the vehicle tire based on the real-time speed, the pulse count, and a preset number of pulses per wheel revolution.

[0024] This invention provides a method for measuring the rolling radius of vehicle tires. This method synchronously collects real-time speed and wheel pulse pulses, counts and verifies them within a specified time window, and directly calculates the rolling radius. It achieves non-contact, continuous, real-time, high-precision measurement from standstill to full vehicle speed, eliminating the dependence on speed and manual intervention in traditional methods. It can also capture the dynamic changes in radius under transient conditions such as braking and acceleration in milliseconds, thus providing key data support for improving the accuracy and intelligence level of vehicle control systems.

[0025] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0026] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0027] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is a flowchart illustrating the method for measuring the rolling radius of a vehicle tire provided in Embodiment 1 of the present invention. Figure 2 This is a flowchart illustrating the method for measuring the rolling radius of a vehicle tire provided in Embodiment 4 of the present invention. Figure 3 This is a flowchart illustrating the method for measuring the rolling radius of a vehicle tire provided in Embodiment 6 of the present invention. Figure 4 This is a schematic diagram of the rolling radius measuring device for vehicle tires provided in Embodiment 8 of the present invention; Figure 5 This is a schematic diagram of the electronic device structure provided in Embodiment 8 of the present invention; Figure 6 This is a schematic diagram showing the placement of the wheel speed sensor in the vehicle tire rolling radius measurement method provided in this embodiment of the invention.

[0029] Figure label: 1-Fixed support rod, 2-Wheel speed sensor; 10 - Acquisition module, 20 - Counting module, 30 - Calculation module; 130 - Processor, 131 - Memory, 132 - Bus, 133 - Communication interface. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] To facilitate understanding of this embodiment, the application scenarios and design concepts of this application embodiment will be briefly introduced below.

[0032] Tire dynamic rolling radius is a crucial parameter affecting vehicle handling stability, braking performance, and the accuracy of electronic control systems. Currently, the mainstream measurement method in the industry is the color-coding method, which relies heavily on manual intervention and cannot provide real-time feedback and capture of continuous, dynamic changes in the rolling radius during driving.

[0033] Based on this, this application provides a method, device, electronic device, and storage medium for measuring the rolling radius of a vehicle tire, so as to achieve fully automated, non-contact, real-time dynamic measurement.

[0034] Example 1 This application provides a method for measuring the rolling radius of a vehicle tire, combined with... Figure 1 As shown, the method includes: S110 acquires the real-time speed of the vehicle during its operation, as well as the pulse signals triggered when the wheels rotate.

[0035] S120 counts the pulse signals collected within a specified time window to obtain the pulse count.

[0036] S130, if the pulse count is within the preset count range, calculate the dynamic rolling radius of the vehicle tire based on the real-time speed, pulse count, and preset number of pulses per wheel revolution.

[0037] This application synchronously collects the vehicle's real-time speed and the pulse signals triggered by wheel rotation, and counts the pulses within a specified time window. When the count meets the expected range, the dynamic rolling radius is directly calculated based on the real-time speed, pulse count, and preset number of pulses per revolution. In this way, the absolute displacement of the vehicle is precisely correlated with the number of wheel rotations, realizing continuous, real-time, and high-precision measurement from a standstill to the full speed range. This avoids the limitations of traditional methods in terms of speed and manual intervention, and can capture the dynamic changes in the rolling radius under transient conditions such as braking and acceleration. It provides key real-time tire information for the vehicle control system, which is beneficial to improving control accuracy and driving safety.

[0038] In step S110, "real-time speed" refers to the vehicle's instantaneous absolute speed at the current moment, that is, the vehicle's instantaneous rate of movement relative to the ground in the direction of travel, which is acquired by the speed acquisition unit inside the vehicle. As an feasible approach, this unit specifically refers to a high-precision GPS global positioning system integrated inside the vehicle. This speed acquisition unit receives signals from multiple GPS satellites and employs SBAS (Satellite Augmentation System) differential correction technology to effectively eliminate atmospheric errors, thereby calculating the vehicle's high-precision absolute displacement and speed in real time. This method yields extremely high speed accuracy (±0.05%) and extremely fast response, making it highly suitable for vehicle dynamic control. It is one of the core foundations for overcoming the bottlenecks of traditional measurement technology and achieving high-precision dynamic radius measurement across the entire vehicle speed range of 300 km / h.

[0039] A "pulse signal" is a discrete, periodic electrical signal. In this scenario, each pulse represents the wheel rotating through a fixed, minute angle. In this embodiment, the wheel speed sensor 2 (e.g., [unclear]) is mounted on the vehicle via a fixed support rod 1. Figure 6 The square wave electrical signal emitted by the wheel speed sensor 2 (as shown) can be magnetoelectric, Hall effect, or optical. In this embodiment, a magnetoelectric type, such as a wheel incremental sensor or a magnetoelectric speed sensor, is used.

[0040] Wheel speed sensor 2 detects the change in magnetic field caused by the passage of a toothed disc or magnetic pole as the wheel rotates, converting this change into a voltage change, thus generating a standard digital square wave pulse. Specifically, wheel speed sensor 2 is fixed to a stationary component such as the wheel suspension and contains a permanent magnet and an induction coil. The magnet establishes a stable magnetic field around its end. The target wheel is a toothed disc (gear) or a disc with a series of evenly distributed magnetic poles that rotates coaxially with the wheel. When the wheel rotates, the target wheel rotates accordingly. When the tooth tip (or the S pole of the magnetic pole) aligns with the sensor end, the air gap between the magnet and the target wheel is minimal, and magnetic lines of force (magnetic flux) pass through most easily, resulting in the strongest magnetic field through the induction coil (maximum magnetic flux Φ). When the tooth valley (or the N pole of the magnetic pole) aligns with the sensor end, the air gap widens, the magnetic reluctance of the magnetic circuit increases, and the weakest magnetic field through the coil (minimum magnetic flux Φ). According to Faraday's law of electromagnetic induction, "when the magnetic flux through a closed circuit changes, an induced electromotive force (voltage) is generated in the circuit." Its magnitude is proportional to the rate of change of magnetic flux (E = -dΦ / dt). Therefore, when the target wheel rotates, the air gap changes periodically, causing the magnetic flux Φ to continuously increase and decrease alternately. This induces an alternating voltage signal at both ends of the coil. The waveform of this original voltage signal is approximately a sine wave.

[0041] The induced sinusoidal voltage signal has a weak amplitude and an imperfect waveform, making it unrecognizable by digital systems. Therefore, it needs to be processed by the sensor's internal signal conditioning circuit: First, the signal is amplified. Then, the amplified signal is fed into a Schmitt trigger, a comparator circuit with positive feedback. This circuit has two critical thresholds (a high-level trigger point and a low-level trigger point). When the sinusoidal voltage rises above the high threshold, the trigger output instantly jumps from low to high (e.g., from 0V to 5V); when the sinusoidal voltage falls below the low threshold, the trigger output instantly jumps from high to low (e.g., from 5V to 0V). Between the two thresholds, the output state remains unchanged. Thus, based on this "high-speed transition, state maintenance" characteristic, the continuous, smooth sine wave is converted into a standard digital square wave pulse with steep edges and only two distinct states: high and low. Each square wave pulse (from one rising edge to the next) corresponds to one tooth pitch rotation of the target wheel. If the target wheel has 50 teeth, then one rotation of the wheel will generate 50 pulses, thus achieving extremely high angular resolution (360° ÷ 50 = 7.2°). If more pulses are generated per rotation, it means that the target wheel has more teeth or more magnetic pole pairs, thus achieving even higher angular resolution.

[0042] In step S120, the "specified time window" is a fixed sampling period set by the system, or a sampling period determined based on dynamic adjustment, such as the default 100ms. The pulse signal is connected to the frequency input module at the front end of the vehicle's control unit (in this embodiment, the VBOX host). This module has an embedded 16-bit counter to accurately count the number of rising edges of the pulse signal within the specified time window, and finally obtain the total pulse count within the time window.

[0043] Step S130 first determines whether the pulse count is within a reasonable "preset counting range" to verify its validity. This eliminates abnormal data caused by sensor interference, signal loss, or severe wheel slippage or lockup. The "preset counting range" can be set based on historical experience, or it can be a counting range corresponding to a specified time window calculated based on a "preset number of pulses per wheel revolution" according to preset calculation rules. For example, it can be calculated using the following formula: N0 = K × Δt × (1 ± n%) Where N0 is the counting range corresponding to the specified time window; K is the preset number of pulses per wheel revolution; Δt is the specified time window, and n is a preset coefficient. In this embodiment, n=5.

[0044] After validating the pulse count, the dynamic rolling radius of the vehicle tires is calculated based on the pulse count, real-time speed, and preset number of pulses per wheel revolution.

[0045] Example 2 This application provides a method for measuring the rolling radius of a vehicle tire, the method comprising: S210 acquires the real-time speed of the vehicle during its operation, as well as the pulse signals generated when the wheels rotate.

[0046] S220 counts the pulse signals collected within a specified time window to obtain the pulse count.

[0047] S230 calculates the number of wheel rotations within a specified time window based on pulse count and the number of pulses per wheel revolution.

[0048] S240 calculates the dynamic rolling radius of the vehicle's tires by combining the real-time speed within the specified time window, the specified time window, and the number of wheel rotations.

[0049] In this embodiment, steps S210-S220 are the same as steps S110-S120 in embodiment 1, and will not be repeated here. The difference lies in how to calculate the dynamic rolling radius of the vehicle tire when the pulse count is within a preset counting range. Specifically: First, in step S230, the number of wheel rotations within a specified time window Δt is calculated based on the quotient of the pulse count N and the preset number of pulses per wheel revolution K.

[0050] Subsequently, in step S240, the absolute displacement of the vehicle based on the GPS speed within the time window Δt is first calculated according to v×Δt; then the quotient of the absolute displacement and the number of wheel rotations is calculated to obtain the dynamic rolling radius of the vehicle tires.

[0051] As a feasible approach to further improve computational accuracy, the real-time velocity at each moment within a specified time window Δt can be calculated. Then, the average velocity is calculated by combining the real-time velocities at all moments. Finally, this average velocity is multiplied by the specified time window Δt to obtain the absolute displacement. This method offers higher accuracy but involves a larger data processing volume.

[0052] As another feasible approach, since the time window Δt is typically in the millisecond range and the vehicle speed changes relatively little, the real-time speed at the last moment within the specified time window Δt can be used instead of the average speed within that time window Δt. The absolute displacement is then obtained by multiplying the real-time speed by the specified time window Δt. This method involves less data processing and is more suitable for measurement needs in dynamically changing scenarios. Therefore, this embodiment of the application selects this method for calculating the absolute displacement.

[0053] Next, based on the relationship of circular motion, displacement = circumference × number of revolutions, v × Δt = 2πR × (N ÷ K), this formula is transformed to obtain the specific calculation as follows: R = v × Δt ÷ 2π(N ÷ K); Where R is the dynamic rolling radius of the vehicle tire, v is the real-time speed, Δt is the specified time window, N is the pulse count, and K is the preset number of pulses per wheel revolution.

[0054] Example 3 This application also provides a method for measuring the rolling radius of a vehicle tire, the method comprising: S310 acquires the real-time speed of the vehicle during its operation, as well as the pulse signals generated when the wheels rotate.

[0055] S320 counts the pulse signals collected within a specified time window to obtain the pulse count.

[0056] S330: If the pulse count is not within the preset count range, trigger the re-acquisition of the pulse signal.

[0057] Steps S310-S320 in this embodiment are the same as S110-S120 in the previous embodiment. The difference lies in step S330: if the pulse count is not within the preset counting range, it indicates that the data is abnormal (possibly due to momentary sensor interference, severe wheel slippage, wheel lock-up, or signal loss), and a re-acquisition process is triggered. That is, the data within the current time window is discarded, and the process returns to step S310 to start a new round of signal acquisition and counting. In this way, by introducing a real-time data validity judgment mechanism, invalid data caused by momentary interference or extreme working conditions can be automatically identified and eliminated, fundamentally ensuring the accuracy and reliability of the final dynamic rolling radius calculation result.

[0058] Example 4 This application embodiment also provides a method for measuring the rolling radius of a vehicle tire, combined with Figure 2 As shown, the method includes: S410 acquires the real-time speed of the vehicle during its operation, as well as the pulse signals generated when the wheels rotate.

[0059] S420, obtain the vehicle's historical speed at the previous sampling time.

[0060] S430 determines the vehicle's current operating conditions based on real-time and historical speeds.

[0061] S440 determines the target time window corresponding to the current operating condition based on the preset mapping relationship.

[0062] S450 sets the target time window as the specified time window.

[0063] S460 counts the pulse signals collected within a specified time window to obtain the pulse count.

[0064] S470, if the pulse count is within the preset count range, calculate the dynamic rolling radius of the vehicle tire based on the real-time speed, pulse count, and preset number of pulses per wheel revolution.

[0065] In this embodiment, step S410 is the same as step S110 in Embodiment 1, and steps S460-S470 are the same as steps S120-S130 in Embodiment 1. The difference lies in steps S420-S450. Specifically: Understandably, each acquired real-time speed and pulse signal is recorded in the memory of the control unit. Step S420 retrieves speed data from the previous one or more sampling cycles immediately adjacent to the current moment from the internal memory. Subsequently, in step S430, the instantaneous acceleration of the vehicle is obtained by calculating the difference between the real-time speed and the historical speed, and combining it with the time interval. Then, based on the sign and magnitude of the acceleration, the system precisely classifies the current operating condition into: emergency braking condition (acceleration is negative and the absolute value exceeds the set threshold), rapid acceleration condition (acceleration is positive and exceeds the set threshold), and constant speed or gradual change condition (the absolute value of acceleration is close to zero or fluctuates within a very small range).

[0066] Understandably, in this embodiment, the memory also stores a "condition-time window" mapping table. This mapping table is optimized based on a large amount of experimental data. The specific logic is as follows: In emergency braking / rapid acceleration conditions, it is mapped to a shorter target time window (e.g., 10ms). The reason is that in transient conditions, the tire rolling radius and wheel speed change extremely quickly. Shortening the time window can improve the dynamic response speed of the system and avoid "smoothing out" key dynamic change features due to an excessively long time window, thereby accurately capturing the instantaneous change in radius. In uniform or slowly changing conditions, it is mapped to a constant and longer target time window (e.g., 100ms). The reason is that in stable conditions, using a longer time window allows for more pulse counting, which helps to suppress random errors through averaging effects and significantly improve the signal-to-noise ratio and static accuracy of the measurement. In step S440, based on the determined current operating condition, the above-mentioned "operating condition-time window" mapping table is searched to obtain the target time window corresponding to the current operating condition. In step S450, the found target time window is set as the actual sampling duration (i.e., the specified time window) of the subsequent pulse counting steps, thereby realizing the real-time matching between the measurement strategy and vehicle dynamics.

[0067] Compared to the fixed-time-window approach, this embodiment abandons the "one-size-fits-all" fixed sampling strategy. Instead, it intelligently switches the measurement mode based on whether the vehicle is "cruising smoothly" or "braking urgently." This fundamentally solves the contradiction of the fixed-time-window approach, which suffers from sluggish response under transient conditions and insufficient accuracy under steady-state conditions. This enables the vehicle to sense the environment and autonomously optimize operating parameters, allowing it to handle various complex scenarios from slow-moving city traffic to aggressive racing, greatly expanding the application boundaries and engineering practical value of the technology. Real-world testing has shown that it can successfully capture the sudden change in rolling radius under 80km / h emergency braking conditions. This technological breakthrough is due to the automatic switching to a shorter target time window during braking. This allows the invention to accurately and completely record the entire change process of tire dynamic parameters under extreme conditions, providing extremely valuable dynamic data for the vehicle control system.

[0068] Example 5 This application provides a method for measuring the rolling radius of a vehicle tire, the method comprising: S510: If the real-time speed collected by the GPS positioning system is not obtained within a preset time, the vehicle will be controlled to switch to inertial navigation mode.

[0069] S520 acquires the current vehicle speed collected in inertial navigation mode.

[0070] S530 uses the vehicle's current speed as its real-time speed.

[0071] S540, at the same time, acquires the pulse signal generated when the wheel rotates.

[0072] S550 counts the pulse signals collected within a specified time window to obtain the pulse count.

[0073] S560, if the pulse count is within the preset count range, calculate the dynamic rolling radius of the vehicle tire based on the real-time speed, pulse count, and preset number of pulses per wheel revolution.

[0074] This application provides a method for measuring the rolling radius of vehicle tires, primarily addressing the technical problem of measurement interruption when GPS signals are lost (e.g., entering tunnels, underground parking garages, or urban canyons), resulting in the inability to acquire real-time speed. Specifically, the method continuously monitors the reception status of GPS (more broadly known as GNSS Global Navigation Satellite System) signals. If valid GNSS speed data is not successfully acquired within a preset time period (e.g., 200ms), the GNSS signal is deemed to have failed. In this case, a control command is automatically generated to switch the vehicle's speed measurement system to inertial navigation (INS) mode. In this mode, speed information acquisition no longer relies on satellite signals.

[0075] After the inertial navigation mode is activated, the control unit acquires the vehicle's current speed, which is collected and calculated by the inertial measurement unit (IMU). This speed data comes from the gyroscope and accelerometer, and is calculated by measuring the vehicle's angular velocity and linear acceleration, and integrating the speed and position from the previous moment.

[0076] Subsequently, the control unit uses the "current vehicle speed" provided by the inertial navigation mode as the "real-time speed" required to calculate the dynamic roll radius in subsequent calculations. This means that even if the GNSS signal is lost, the system can still continue to perform pulse counting and dynamic roll radius calculations based on the inertial navigation speed, thus ensuring the continuity of the measurement task.

[0077] After switching to inertial navigation mode, the control unit continues to collect and count pulse signals in parallel, and calculates the dynamic rolling radius of the vehicle tires by combining the real-time speed obtained from S530 when the pulse count is within the preset counting range.

[0078] By introducing inertial navigation as a redundant backup system, the signal interruption problem that inevitably occurs in certain scenarios when relying solely on GPS can be overcome. This ensures that the measurement process of the rolling radius will not be unexpectedly interrupted under any operating condition, greatly improving the reliability and availability of the system. Consequently, it can cope with complex road network environments in the real world (such as long tunnels, tree-lined roads, and underpasses), meeting the stringent requirements of engineering verification and intelligent driving systems for the continuity of sensor data.

[0079] Understandably, in practical applications, when the GNSS signal is recovered, the corresponding switching logic will automatically switch back to the more accurate GNSS velocity source, which will not be elaborated here.

[0080] Example 6 This application also provides a method for measuring the rolling radius of a vehicle tire, combined with... Figure 3 As shown, the method includes: S610 acquires the real-time speed of the vehicle during its operation, as well as the pulse signals triggered when the wheels rotate.

[0081] S620 counts the pulse signals collected within a specified time window to obtain the pulse count.

[0082] S630 acquires tire temperature data collected during vehicle operation.

[0083] S640 determines the pulse signal compensation coefficient corresponding to the tire temperature data based on the preset temperature-drift characteristic curve.

[0084] S650 corrects the pulse count based on the pulse signal compensation coefficient to obtain the corrected pulse count.

[0085] S660, if the pulse count is within the preset count range, calculate the dynamic rolling radius of the vehicle tire based on the real-time speed, pulse count, and preset number of pulses per wheel revolution.

[0086] Compared with Embodiment 1, steps S610-S620 are the same as steps S110-S120, and step S660 is the same as step S130. The difference lies in steps S630-S650, which mainly addresses the technical problem of measurement errors introduced by changes in sensor signal characteristics due to tire temperature variations or micro-strain in the tire itself. Specifically: Temperature data is provided directly by the integrated tire pressure monitoring system (TPMS) or the PT1000 high-precision temperature sensor built into the wheel increment sensor. The control unit can monitor the temperature changes inside the tire in real time, providing input for subsequent compensation.

[0087] In this embodiment, the control unit also pre-stores a "temperature-drift characteristic curve." This "temperature-drift characteristic curve" is a mathematical model established through extensive calibration experiments. It accurately describes the drift pattern of the sensor output signal or the slight changes in the tire's physical radius at different temperatures. Based on the real-time collected tire temperature data, the control unit queries this preset curve to obtain a specific compensation coefficient (usually a multiplier or correction amount) corresponding to the current temperature.

[0088] Subsequently, the original pulse count is calculated with the compensation coefficient (e.g., original pulse count × compensation coefficient = corrected pulse count), thereby eliminating or reducing the systematic error introduced by temperature factors and obtaining a purer pulse count value that is closer to the true physical meaning. In this way, by introducing real-time temperature compensation, signal drift and physical deformation caused by drastic changes in ambient temperature (e.g., -40℃ to +150℃) or tire self-heating can be overcome. Furthermore, when the corrected pulse count is within a preset counting range, the dynamic rolling radius of the vehicle tire can be calculated. This improves the robustness of the entire measurement method and elevates the measurement accuracy to a new level; actual testing shows a compensation accuracy of 0.01mm. Example 7 This embodiment provides a method for measuring the rolling radius of a vehicle tire, wherein the pulse signal is generated by two sets of wheel speed sensors 2 mounted on the vehicle wheel, and the two sets of wheel speed sensors 2 are symmetrically mounted on the inner side of the wheel hub with a 90° phase difference. The method includes: S710, acquire the pulse signal generated when the wheel rotates; wherein, the pulse signal includes a first pulse signal and a second pulse signal with a phase difference of one-quarter of a cycle.

[0089] S720 determines the vehicle rotation direction based on the edge state of the first pulse signal and the level characteristics of the second pulse signal.

[0090] This embodiment provides a method for measuring the rolling radius of a vehicle tire. Through a unique arrangement of two sets of wheel speed sensors 2 and a corresponding signal processing algorithm, real-time identification of the wheel's rotation direction is achieved. Specifically, the pulse signal is generated by two sets of wheel speed sensors 2 symmetrically mounted inside the wheel hub with a 90° phase difference (i.e., a quarter-cycle). When the wheel rotates, because the two sensors are 90° out of phase in space, the changes in the magnetic field they sense have a fixed temporal sequence. This converts the mechanical positional difference into a time or phase difference in the output signal. This arrangement generates two orthogonal pulse signals with the same frequency but a phase difference of a quarter-cycle (90°), namely, the first pulse signal (e.g., phase A) and the second pulse signal (e.g., phase B).

[0091] Due to the different directions of rotation, the phase lead and lag relationship between the first and second pulse signals is directly reversed. When the wheel rotates forward (e.g., forward), the rising edge of the first pulse signal (e.g., phase A) corresponds to the low level of the second pulse signal (e.g., phase B); while when the wheel rotates backward (e.g., reverse), the rising edge of the first pulse signal (e.g., phase A) corresponds to the high level of the second pulse signal (e.g., phase B). Another advantage of quadrature signals is that they can achieve four times the frequency, meaning counting can occur not only on the rising edge of the pulse but also on the falling edge, and this applies to both phases A and B. Thus, while each rotation generates K physical pulses, the system can actually obtain K×4 counting points, which helps improve angular resolution and the accuracy of speed calculation.

[0092] In this application, the steady-state level of another signal is sampled at the rising edge (critical moment) of one signal, and the rising edge of the A-phase signal is monitored in real time. Once the rising edge is detected, the instantaneous level value of the B-phase signal is immediately captured. If the measured B-phase level is low, it is determined to be forward rotation; if the measured B-phase level is high, it is determined to be reverse rotation.

[0093] Thus, this method can not only measure the rolling radius, but also identify the rotation direction of the wheel in real time based on the edge and level of the digital signal. It has strong anti-interference ability, and the judgment results are fast and accurate, making it a very reliable direction indicator. This is crucial for determining whether the vehicle is moving forward or backward, and for recognizing the brief reversal that may occur when the wheel slips or brakes, providing richer status information for vehicle control systems (such as ESP and TCS).

[0094] Example 8 Secondly, embodiments of this application provide a vehicle tire rolling radius measuring device, combined with Figure 4As shown, the device includes: an acquisition module 10, a counting module 20, and a calculation module 30.

[0095] The acquisition module 10 is used to acquire the real-time speed of the vehicle during its operation, as well as the pulse signals generated when the wheels rotate.

[0096] The counting module 20 is used to count the pulse signals collected within a specified time window to obtain the pulse count.

[0097] The calculation module 30 is used to calculate the dynamic rolling radius of the vehicle tire based on the real-time speed, the pulse count, and the preset number of pulses per wheel revolution, if the pulse count is within the preset counting range.

[0098] In conjunction with the second aspect, the calculation module 30 includes: a first calculation module and a second calculation module.

[0099] The first calculation module is used to calculate the number of wheel rotations within a specified time window based on the pulse count and the number of pulses per wheel revolution.

[0100] The second calculation module is used to calculate the dynamic rolling radius of the vehicle tires by combining the real-time speed within a specified time window, the specified time window, and the number of wheel rotations.

[0101] In conjunction with the second aspect, the device further includes a re-trigger module after the counting module 20.

[0102] The re-trigger module is used to trigger the re-acquisition of pulse signals if the pulse count is not within the preset count range.

[0103] In conjunction with the second aspect, after acquiring module 10, the device also includes: a historical speed acquisition module, a working condition determination module, a target time window determination module, and a specified time length determination module.

[0104] The historical speed acquisition module is used to acquire the historical speed of the vehicle at the previous sampling time.

[0105] The operating condition determination module is used to determine the current operating condition of the vehicle based on real-time speed and historical speed.

[0106] The target time window determination module is used to determine the target time window corresponding to the current operating conditions based on a preset mapping relationship.

[0107] The specified time length determination module is used to use the target time window as the specified time window.

[0108] In conjunction with the second aspect, the device also includes: a control module, a current speed acquisition module, and a real-time speed determination module.

[0109] The control module is used to switch the vehicle to inertial navigation mode if the real-time speed collected by the GPS positioning system is not obtained within a preset time period.

[0110] The current speed acquisition module is used to acquire the vehicle's current speed collected in inertial navigation mode.

[0111] The real-time speed determination module is used to determine the vehicle's current speed as its real-time speed.

[0112] In conjunction with the second aspect, the device also includes, prior to the calculation module, a temperature acquisition module, a compensation coefficient determination module, and a correction module.

[0113] The temperature acquisition module is used to acquire tire temperature data collected during vehicle operation.

[0114] The compensation coefficient determination module is used to determine the pulse signal compensation coefficient corresponding to the tire temperature data based on the preset temperature-drift characteristic curve.

[0115] The correction module is used to correct the pulse count based on the pulse signal compensation coefficient to obtain the corrected pulse count.

[0116] In conjunction with the second aspect, the pulse signal is generated by two sets of wheel speed sensors 2 installed on the vehicle wheels. The two sets of wheel speed sensors 2 are symmetrically installed on the inner side of the wheel hub with a 90° phase difference. The device also includes a pulse acquisition module and a rotation direction determination module.

[0117] The pulse acquisition module is used to acquire the pulse signal generated when the wheel rotates; the pulse signal includes a first pulse signal and a second pulse signal with a phase difference of one-quarter of a cycle.

[0118] The rotation direction determination module is used to determine the vehicle rotation direction based on the edge state of the first pulse signal and the level characteristics of the second pulse signal.

[0119] Thirdly, embodiments of this application provide an electronic device, combined with Figure 5 As shown, the electronic device includes a memory 131 and a processor 130. The memory 131 stores a computer program, and the processor 130 runs the computer program to make the electronic device perform the above-described method.

[0120] Furthermore, combined Figure 5 The electronic device shown also includes a bus 132 and a communication interface 133, with the processor 130, the communication interface 133 and the memory 131 connected via the bus 132.

[0121] The memory 131 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 133 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 132 may be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0122] Processor 130 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 130 or by instructions in software form. Processor 130 may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this invention can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory 131, and processor 130 reads the information in memory 131 and, in conjunction with its hardware, completes the steps of the method described in the foregoing embodiments.

[0123] Fourthly, embodiments of this application provide a readable storage medium storing computer program instructions, which are read and executed by a processor to perform the above-described method.

[0124] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the system and apparatus described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0125] Furthermore, in the description of the embodiments of the present invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the present invention based on the specific circumstances.

[0126] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0127] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0128] Finally, it should be noted that the above embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method of measuring the rolling radius of a vehicle tire, characterized in that, The method comprises: acquiring a real-time speed of a vehicle during vehicle driving, and a pulse signal generated by corresponding triggering during wheel rotation; counting the pulse signal collected in a specified time window to obtain a pulse count; if the pulse count is within a preset range, calculating a dynamic rolling radius of a vehicle tire based on the real-time speed, the pulse count, and a preset pulse number per wheel rotation.

2. The method of claim 1, wherein, The step of calculating the dynamic rolling radius of the vehicle tire based on the real-time speed, the pulse count, and the preset pulse number per wheel rotation comprises: calculating a corresponding wheel rotation number in the specified time window based on the pulse count and the pulse number per wheel rotation; combining the corresponding real-time speed in the specified time window, the specified time window, and the wheel rotation number to calculate the dynamic rolling radius of the vehicle tire.

3. The method of claim 1, wherein, After the step of counting the pulse signal collected in the specified time window to obtain the pulse count, the method further comprises: if the pulse count is not within the preset range, triggering re-collection of the pulse signal.

4. The method of claim 1, wherein, After the step of acquiring the real-time speed of the vehicle during vehicle driving, the method further comprises: acquiring a historical speed of the vehicle at a previous sampling time; determining a current operating condition of the vehicle based on the real-time speed and the historical speed; determining a target time window corresponding to the current operating condition based on a preset mapping relationship; taking the target time window as the specified time window.

5. The method of claim 1, wherein, The method further comprises: if the real-time speed collected by the GPS positioning system is not acquired within a preset time period, controlling the vehicle to switch to an inertial navigation mode; acquiring a current speed of the vehicle collected in the inertial navigation mode; taking the current speed of the vehicle as the real-time speed.

6. The method of claim 5, wherein, Before the step of calculating the dynamic rolling radius of the vehicle tire based on the corresponding real-time speed in the specified time window, the pulse count, and the preset pulse number per wheel rotation, the method further comprises: acquiring tire temperature data collected during vehicle driving; determining a pulse signal compensation coefficient corresponding to the tire temperature data based on a preset temperature-drift characteristic curve; correcting the pulse count based on the pulse signal compensation coefficient to obtain a corrected pulse count.

7. The method of claim 1, wherein, The pulse signal is generated by two groups of wheel speed sensors installed on the vehicle wheels, and the two groups of wheel speed sensors are symmetrically installed inside the wheel hub with a phase difference of 90°; The method further comprises: acquiring a pulse signal generated by corresponding triggering during wheel rotation; wherein the pulse signal comprises a first pulse signal and a second pulse signal with a phase difference of one-quarter of a period; determining a vehicle rotation direction based on an edge state of the first pulse signal and a level feature of the second pulse signal.

8. A rolling radius measuring device for a vehicle tire, characterized by, The device comprises: an acquisition module configured to acquire a real-time speed of a vehicle during vehicle driving, and a pulse signal generated by corresponding triggering during wheel rotation; a counting module configured to count the pulse signal collected in a specified time window to obtain a pulse count; The computing module is configured to calculate a dynamic rolling radius of the vehicle tire based on the corresponding real-time speed, the pulse count and a preset pulse count per wheel rotation within the specified time window if the pulse count is within a preset range.

9. An electronic device, comprising: The electronic device comprises a memory for storing a computer program and a processor for running the computer program to enable the electronic device to perform the method of any one of claims 1 to 7.

10. A storage medium, characterized by The storage medium stores computer program instructions, and the computer program instructions are read and run by a processor to perform the method of any one of claims 1 to 7.

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