A motor home odometer device and method for correcting the mileage

Abstract

The embodiment of the application provides a motor home odometer device and a metering correction method thereof, which comprise a shell assembly, a moving assembly, two identification assemblies and two trigger assemblies; the shell assembly comprises a control assembly; the two trigger assemblies are located at two ends of the shell respectively and each comprises a plurality of magnetic blocks which are arranged in an axial direction and are adjustable in position; the control assembly determines an inertial displacement direction and level according to the switch which is first switched, the number of the magnetic blocks which are passed in one time of outward movement and a change trend of a mileage pulse frequency. The application relates to the field of vehicle mileage detection. By making the axial direction of the shell parallel to the running direction of the motor home, when the motor home accelerates or decelerates, the guide block can move in the axial direction of the shell under the action of inertia and drive the identification assemblies to move synchronously through the abutting rods on the two sides, so that the longitudinal inertial state of the vehicle is converted into the state change of the switch, and the longitudinal movement of the vehicle is directly identified.

Description

Technical Field

[0001] This invention relates to the field of vehicle mileage detection, specifically to a motorhome odometer device. Background Technology

[0002] The cumulative mileage of a motorhome is typically calculated based on mileage pulses generated by wheel rotation, transmission system rotation, or the vehicle control network. The control device accumulates the number of mileage pulses and converts them according to a preset pulse coefficient to obtain the vehicle's travel distance. This method is simple in structure and can meet the mileage measurement needs under normal driving conditions.

[0003] However, motorhomes typically have characteristics such as large vehicle weight, wide load variation range, and long suspension travel. When the vehicle starts, accelerates, brakes, or experiences changes in load, factors such as wheel slippage, tire deformation, and transmission system clearance can easily cause fluctuations in the odometer pulse within a short period of time. Existing odometer devices mainly calculate the travel distance based on the number or frequency of odometer pulses, making it difficult to directly identify whether the vehicle is actually accelerating, decelerating, or experiencing vibration and impact when the odometer pulse changes. This can easily lead to the use of data generated during unstable driving sections for mileage calculation or distance correction.

[0004] Some vehicle detection equipment uses accelerometers to identify vehicle motion. However, accelerometers are susceptible to effects from installation angle, zero-point drift, temperature changes, and vehicle vibration, and typically require parameter calibration and filtering. When a vehicle is subjected to road impacts or vibrations from in-vehicle equipment, it may still be difficult to accurately distinguish between continuous longitudinal motion and instantaneous vibration based solely on acceleration signals.

[0005] Furthermore, existing odometer devices lack a structure capable of converting the longitudinal inertia of a vehicle into graded mechanical trigger signals. This makes it difficult to determine the direction and level of inertial displacement through independent trigger positions, and also makes it difficult to adjust the trigger sensitivity according to the overall weight, suspension stiffness, and installation position of different RVs. Therefore, it is necessary to provide an RV odometer device to improve the reliability of identifying the vehicle's longitudinal motion state and to provide a mechanical basis for judging mileage pulses and odometer calibration. Summary of the Invention

[0006] According to an embodiment of the present invention, a motorhome odometer device is provided to solve the technical problems existing in the background art described above.

[0007] In a first aspect of the invention, a motorhome odometer device is provided.

[0008] The RV odometer device includes a housing assembly, a moving assembly, two identification components, and two triggering components; The housing assembly includes a control assembly; the moving assembly includes a hollow housing, a guide block, and two connecting rods connected to both axial sides of the guide block, wherein the axial direction of the housing is parallel to the direction of travel of the RV; The two identification components are respectively connected to the two connecting rods and each includes a switch; the two trigger components are respectively located at both ends of the housing and each includes multiple magnetic blocks that are spaced apart along the axial direction and whose positions are adjustable; the control assembly determines the direction and level of inertial displacement based on the switch that is first switched, the number of magnetic blocks passed during one outward movement, and the trend of mileage pulse frequency change.

[0009] Preferably, the moving assembly further includes an arc-shaped friction plate fixed to the outside of the guide block, two back plates connected to the outer ends of the two connecting rods, and two first springs abutting between the two back plates and the end wall of the outer shell; the arc-shaped friction plate is in frictional contact with the inner wall of the outer shell, the two back plates are in sliding engagement with the inner wall of the outer shell, and the two first springs are used to reset the guide block to the middle position of the outer shell.

[0010] Preferably, the identification component further includes a cylinder, a cavity located on the upper part of the cylinder, a rod, a ball, and a second spring; the cylinder is fixed to the corresponding connecting rod, the ball is disposed in the cavity and can be attracted by the magnetic block, the rod is connected to the ball, the second spring is used to make the rod press against the switch, and when the magnetic block attracts the ball, the rod disengages from the switch.

[0011] Preferably, the triggering component further includes a base plate fixed to the housing, a frame connected to the base plate, a slide rail fixed to the base plate, and a slider, a protrusion, and a nut corresponding to the magnetic block; the frame is provided with a slide groove, the slider is slidably connected to the slide rail and connected to the magnetic block, the protrusion is connected to the magnetic block and passes through the slide groove, and the nut is threadedly connected to the protrusion and abuts against the frame.

[0012] Preferably, the plurality of magnetic blocks at both ends of the outer shell are arranged at intervals from the outer side of the initial position of the corresponding identification component in opposite directions, and the magnetic block closest to the initial position has an untriggered interval between it and the sphere.

[0013] Preferably, the control assembly uses the same timing reference to record the mileage pulse and the state changes of the switches. The moment when either switch first disengages from the pressure is taken as the start of the mechanical event, and the moment when both switches return to the pressure is taken as the end of the mechanical event. The assembly also records the first trigger point, the number of magnetic blocks passed during one outward movement, and the trend of mileage pulse frequency changes.

[0014] Preferably, the control assembly defines the stage in which the mileage pulse frequency change trend remains outside the set threshold as the outward shift stage, and the stage in which the mileage pulse frequency change trend enters the neutral range or changes in the opposite direction as the reset stage; when the switch is continuously disengaged from the pressure, when both switches are disengaged from the pressure at the same time, or when the switch fails to reset after a set time, the control assembly marks the mechanical event as an abnormal event.

[0015] Preferably, the control assembly sets the isolation time according to the inertial displacement level, extracts mileage pulses and reference distances according to the same time boundary, takes the stable mileage pulse frequency segment as the main sample, takes the stable segment before and after the low-level mechanical event as the observation sample, and forms the pulse coefficient to be verified based on the mileage pulse number of multiple samples and the reference distance.

[0016] In a second aspect of the invention, a method for calibrating the odometer of a motorhome is provided.

[0017] The process includes the following steps: S1, bringing the RV to a standstill and confirming that both switches are in the depressed state and there is no mileage pulse input; S2, establishing the correspondence between the trigger ends of the two identification components and the acceleration and deceleration directions of the RV, and obtaining the mileage pulse frequency change trend; S3, opening the mechanical event window when either switch switches to a different state, and determining longitudinal motion candidate events and inertial displacement levels based on the initial trigger end, the mileage pulse frequency change trend, and the number of magnetic blocks passed during the outward movement; S4, setting the isolation time before and after the event based on the inertial displacement level; S5, extracting mileage pulses and reference distances according to the same time boundary, and dividing them into main samples, observation samples, and invalid segments; S6, determining the main sample and multiple independent observation samples whose results are consistent with the main sample as valid samples; S7, calculating the candidate pulse coefficients of each valid sample according to K=N / D, where N is the number of mileage pulses and D is the reference distance, and forming pulse coefficients to be verified; S8, performing shadow verification on the pulse coefficients to be verified, and updating the current pulse coefficients in a restricted manner when the distance deviation continuously decreases.

[0018] Preferably, in step S8, the pulse coefficient to be verified is used as the shadow coefficient, and the prediction distance of multiple main samples is calculated using the current pulse coefficient and the shadow coefficient respectively; when the shadow coefficient continuously reduces the distance deviation, it is determined as the target coefficient, and the single amplitude of the change of the current pulse coefficient toward the target coefficient is limited.

[0019] One or more technical solutions provided in this application have at least the following technical effects or advantages: The present invention provides a method for calibrating the odometer of a motorhome. By aligning the axial direction of the outer casing with the direction of travel of the motorhome, when the motorhome accelerates or decelerates, the guide block can move along the axial direction of the outer casing under inertia, and drive the identification component to move synchronously through the connecting rods on both sides. This converts the longitudinal inertial state of the vehicle into a switch state change, making it easy to directly identify the longitudinal movement of the vehicle.

[0020] Two identification components are respectively set on both sides of the guide block's axis. The control assembly can determine the direction of the guide block's movement based on the switch that first switches the state, thereby distinguishing the RV's acceleration and deceleration directions and reducing misjudgments caused by judging the vehicle's motion state solely based on the direction of mileage pulse changes.

[0021] It should be understood that the description in the Summary of the Invention is not intended to limit the key or essential features of the embodiments of the present invention, nor is it intended to restrict the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] The above and other features, advantages, and aspects of the various embodiments of the present invention will become more apparent from the accompanying drawings and the following detailed description. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein: Figure 1 A three-dimensional connection structure diagram of a motorhome odometer device according to an embodiment of the present invention is shown; Figure 2 An exploded view of a motorhome odometer device according to an embodiment of the present invention is shown; Figure 3 A schematic diagram of the connection structure of the moving component of the RV odometer device according to an embodiment of the present invention is shown; Figure 4 A cross-sectional view of the moving component of a motorhome odometer device according to an embodiment of the present invention is shown; Figure 5 A motorhome odometer device according to an embodiment of the present invention is shown. Figure 4 The three-dimensional image in the middle; Figure 6 A motorhome odometer device according to an embodiment of the present invention is shown. Figure 5 A schematic diagram of the local connection structure in the diagram; Figure 7 A schematic diagram of the connection structure of the protection component of the RV odometer device according to an embodiment of the present invention is shown; Figure 8 A schematic diagram of the connection structure of the trigger component of the RV odometer device according to an embodiment of the present invention is shown; Figure 9A flowchart illustrating a method for calibrating a RV odometer device according to an embodiment of the present invention is shown.

[0023] The attached figures are labeled as follows: 1-Housing assembly, 11-First housing, 12-Second housing, 13-Control assembly, 2-Moving assembly, 21-Outer shell, 22-Guide block, 23-Connecting rod, 24-Arc-shaped friction plate, 25-Back plate, 26-First spring, 3-Identification assembly, 31-Cylinder, 32-Switch, 33-Cavity, 34-Annular flange, 35-Rod, 36-Sphere, 37-Second spring, 4-Trigger assembly, 41-Frame, 411-Slide groove, 42-Slide rail, 43-Slider, 44-Magnetic block, 45-Protrusion, 46-Nut, 47-Base plate, 5-Protective assembly, 51-Shell, 52-Connecting rod, 53-Annular contact ring, 54-Outer ring, 55-Rotating rod, 56-Friction head, 57-Friction ring. Detailed Implementation

[0024] The technical solution of the present invention will be described below with reference to embodiments. These embodiments are only some examples; other embodiments obtained by those skilled in the art without creative effort are also within the scope of protection of the present invention.

[0025] The terms "upper," "lower," "inner," "outer," "both ends," "axial," and "radial" used in this invention refer to the installation state of the equipment and the relative movement of the components; "connection" includes fixed, detachable, integrated, mechanical, or electrical connections; and "and / or" includes any combination of related items.

[0026] like Figures 1 to 8 As shown, the RV odometer device includes a housing assembly 1, a moving assembly 2, two identification components 3, two triggering components 4, and two protection components 5. The housing assembly 1 includes a first housing 11 and a second housing 12 that are detachably connected and enclose an installation space, and a control assembly 13 located therein. The remaining components are also installed within this space; the magnetic block 44 can be adjusted by disassembling the housing. When the device is fixed, the outer casing 21 is axially parallel to the front-rear direction of the RV.

[0027] The moving assembly 2 includes a housing 21, a guide block 22, two connecting rods 23, an arc-shaped friction plate 24, two back plates 25, and two first springs 26. The housing 21 is a hollow rod-shaped structure arranged along the travel direction of the RV and fixed between two housings. The guide block 22 is located in the middle of the housing 21. The two hollow tubular connecting rods 23 are respectively fixed on both axial sides of the guide block 22. The two back plates 25 are respectively fixed to the ends of the connecting rods 23 away from the guide block 22 and slide in contact with the inner wall of the housing 21.

[0028] The connecting rod 52 is a complete rod extending along the axis of the outer shell 21, passing sequentially through one connecting rod 23, a guide block 22, and another connecting rod 23, and is fixed at the center of the three. Its two ends pass through guide holes in the back plate 25 and the end wall of the outer shell 21, respectively, and extend into the protective shell 51, with the guide holes providing a sliding fit. Thus, the guide block 22, connecting rod 23, back plate 25, and connecting rod 52 form a rigid whole that moves synchronously axially.

[0029] Two first springs 26 are respectively fitted onto the portions of the connecting rod 52 that extend out of the back plate 25, with their ends abutting against the back plate 25 and the end wall of the outer casing 21, respectively, and having a pre-compression amount. When the moving assembly moves to one end, the first spring 26 at that end is further compressed, while the first spring 26 at the other end releases part of the pre-compression but still remains abutting, thereby continuously providing a restoring force in the opposite direction, so that the moving assembly returns to the middle position after the external force disappears.

[0030] The arc-shaped friction plate 24 is fixed to the outside of the guide block 22, including two arc-shaped contact parts integrally formed and contacting the frosted area of ​​the inner wall of the outer shell 21, reducing eccentricity with opposite radial contact forces. During small vibrations, the frictional resistance suppresses the high-frequency reciprocating motion of the entire moving assembly; during continuous acceleration and deceleration, the axial inertial force overcomes the elastic force and frictional resistance, causing the entire moving assembly to move along the outer shell 21.

[0031] The top of the outer casing 21 has two axially elongated openings, through which the two identification components 3 pass respectively. Each identification component 3 includes a cylinder 31, a switch 32, a cavity 33, an annular flange 34, a rod 35, a ball 36, and a second spring 37. The lower end of the cylinder 31 is fixed to the connecting rod 23 and moves as a whole. The length of the opening covers the normal identification stroke to the intervention position of the protection component 5, and its width provides a clearance between it and the cylinder 31 that allows axial movement while limiting lateral sway.

[0032] The cavity 33 is located at the top of the cylinder 31, and its top forms an annular protrusion 34 with an inner diameter smaller than that of the sphere 36 to prevent the sphere 36 from falling out. The sphere 36, made of ferromagnetic material, is located inside the cavity 33 and is fixedly connected to the vertical rod 35. The second spring 37 is sleeved on the outside of the rod 35, and its two ends act on the cylinder 31 and the rod 35 respectively, causing the rod 35, which is not magnetically attracted, to move downward.

[0033] Switch 32 is located below rod 35. When ball 36 is not aligned with magnet 44, second spring 37 causes rod 35 to press against switch 32, outputting the first state; when it reaches below magnet 44, magnetic attraction causes ball 36 and rod 35 to move upward and detach from switch 32, outputting the second state. When entering the effective magnetic range, the magnetic attraction is greater than the sum of spring force and switch reaction force; after leaving, the spring force is greater than the residual magnetic attraction to ensure reliable switching. Low permeability material is preferably used for the structure near cylinder 31, annular convex edge 34, and magnet 44 to improve trigger position consistency.

[0034] Two trigger components 4 are respectively disposed at both ends of the housing 21 along the axial direction and each corresponds to an identification component 3. The trigger component 4 includes a base plate 47, a frame 41, a slide rail 42, and at least one slider 43, a magnet 44, a protrusion 45, and a nut 46. The base plate 47 is fixed to the housing 21, the frame 41 is connected to the top of the base plate 47 and is provided with an axial groove 411, and the slide rail 42 is fixed to the base plate 47 and is parallel to the groove 411.

[0035] Each magnetic block 44 is connected to a slider 43, a protrusion 45, and a nut 46. The slider 43 is slidably connected to the slide rail 42, and the magnetic block 44 is located above the moving path of the ball 36; the protrusion 45 is fixed to the magnetic block 44 and passes through the slide groove 411, and the nut 46 is threadedly connected to it. When the nut 46 is loosened, the magnetic block 44 moves independently along the slide rail 42; when tightened, its bottom friction surface abuts against the frame 41 to lock the magnetic block 44.

[0036] The magnetic blocks 44 at each end are arranged sequentially and at intervals from the outer side of the initial position of the identification component 3 toward the protection component 5, and the other end is arranged in the opposite direction. There is an untriggered interval between the innermost magnetic block 44 and the ball 36, so that when the entire moving assembly is in the middle position, neither ball 36 is effectively attracted by the magnet; there is a recovery interval between adjacent magnetic action ranges, so that after the rod 35 leaves the previous magnetic block, it first resets the pressure switch 32 and then enters the action range of the next magnetic block, forming a separate release and recovery sequence.

[0037] The position of each magnetic block 44 can be independently adjusted according to the RV's mass, suspension stiffness, installation position, and required inertia level; the farther the magnetic block 44 is from the initial position of the identification component 3, the greater the corresponding movement distance. During debugging, the RV is kept horizontal and stationary, and the entire movement is in the middle position. Then, the magnetic blocks 44 are adjusted sequentially, while ensuring that there is an interval between adjacent magnetic blocks 44 required for the switch 32 to complete the recovery.

[0038] When the RV accelerates forward, the entire moving assembly moves backward relative to the outer shell 21, and the rear-end recognition component 3 passes through the rear-end magnetic block 44 in sequence; when the RV decelerates, the entire moving assembly moves forward, and the front-end recognition component 3 passes through the front-end magnetic block 44 in sequence. The initial trigger provides candidate information for the inertial displacement direction, the number of magnetic blocks 44 passed by in one outward movement indicates the level of inertial displacement, the release duration and the interval between adjacent triggers indicate the degree of duration, and the control assembly 13 further verifies the performance based on the trend of mileage pulse frequency changes.

[0039] The two protective components 5 are located at opposite axial ends of the housing 21, each including a protective shell 51, an extended end of a connecting rod 52, an annular contact ring 53, an outer ring 54, multiple rotating rods 55, a friction head 56, and a friction ring 57. The protective shell 51 is fixed to the end of the housing 21, the annular contact ring 53 is fixed to the end of the connecting rod 52 and moves with it; the outer ring 54 is fixed inside the protective shell 51, and the rotating rods 55 are arranged at intervals along its circumference and rotatably connected to it.

[0040] The rotating rod 55 oscillates in a longitudinal plane including the axis of the outer casing 21, with one end located on the movement path of the annular contact ring 53 and the other end connected to the friction head 56. The friction ring 57 is fixed inside the protective casing 51 and located at the center of the area enclosed by the rotating rod 55, with its outer peripheral wall facing the friction head 56, and its axial length covering the range of movement after intervention. A gap is left between the friction ring 57 and the connecting rod 52, preventing direct connection or friction. A torsion spring is provided between the rotating rod 55 and the outer ring 54 to keep the friction head 56 away from the friction ring 57.

[0041] During normal identification stroke, the annular contact ring 53 and the pressure end of the rotating rod 55 are axially spaced, and the friction head 56 and the friction ring 57 are radially spaced, so the protective component 5 does not experience additional friction. After the entire moving assembly passes the farthest magnetic block 44, the annular contact ring 53 contacts the rotating rod 55, and before the cylinder 31 hits the opening end, the first spring 26 coils, or the back plate 25 collides with the end wall, the friction head 56 contacts the friction ring 57.

[0042] As the annular contact ring 53 continues to move, it pushes the rotating rod 55 to swing in the longitudinal plane, causing the friction head 56 to converge towards the axis and press against the friction ring 57. With increasing displacement, the normal pressure and sliding friction increase, creating a gradually increasing resistance acting on the connecting rod 52 and the moving assembly. The force transmission path is sequentially: moving assembly, connecting rod 52, annular contact ring 53, rotating rod 55, friction head 56, friction ring 57, protective shell 51, and outer shell 21, thus limiting excessive displacement without affecting normal recognition sensitivity.

[0043] After the impact disappears, the two first springs 26 push the moving assembly to reset, and the annular contact ring 53 at the actuating end exits the pressure area of ​​the rotating rod 55. The rotating rod 55 swings in the opposite direction under the action of the torsion spring, causing the friction head 56 to disengage from the friction ring 57. When the moving assembly moves forward or backward, only the corresponding end protection component 5 is activated, while the other end remains in an uninterrupted state.

[0044] The control assembly 13 connects two switches 32 and the RV mileage pulse output terminal, and may include power conditioning, switch acquisition, pulse shaping, a processor, timing circuitry, and non-volatile memory. Mileage pulses may be provided by wheel speed sensors, transmission output shaft sensors, or the vehicle control network. The processor records pulse and switch state changes against the same timing reference and receives reference distances from calibrated road sections, satellite positioning devices, or manual input. Current coefficients, coefficients to be verified, and event logs are stored in the non-volatile memory.

[0045] The control assembly 13 constructs the process of the entire movement starting from the initial state, passing through one or more magnetic blocks 44, and returning to the initial state as a mechanical event, instead of directly treating a single switching change as an acceleration value. The control assembly 13 calculates and smooths the pulse frequency change trend based on the pulse interval between adjacent mileages; the event record includes at least the initial trigger point, the number of trigger units in the outward movement stage, the longest release time, the event duration, the pulse frequency change trend, and the reset state.

[0046] When any switch 32 switches to the second state for the first time, the control assembly 13 opens the event window and reads the prior pulse frequency. When the trigger end and the frequency increase / decrease trend conform to a preset relationship, it is determined as a candidate event for longitudinal motion. The period during which the trend remains outside the threshold is the outward movement phase. The start of the trigger unit is recorded when the switch enters the second state and reaches the shortest release time, and the completion is recorded when it returns to the first state and reaches the shortest recovery time. Only the trigger units that start in the outward movement phase are counted, and the inertial displacement level is determined by their number.

[0047] When the pulse frequency change returns to within the threshold or reverses, the event enters the reset phase. The new trigger unit is only used to determine whether the identification component 3 has exited the passed magnetic block 44. When both switches 32 return to the first state and remain stable for a period of time, the reset is normal; when the switches are continuously released, both switches are continuously released simultaneously, the trigger density exceeds the upper limit determined by the minimum spacing of the magnetic blocks 44 and the allowable moving speed, or the reset is not completed within the time limit, the event is recorded as abnormal.

[0048] When the pulse frequency is basically stable during mechanical triggering, or when the direction of the initial triggering point does not match the direction of pulse frequency change, the event is recorded as a candidate event for road impact or installation disturbance; when the pulse is insufficient to form a reliable trend at low speeds, it is recorded as a low-confidence event. None of the above events are used to estimate acceleration / deceleration direction or update pulse coefficients, but rather to reduce misjudgments by cross-checking mechanical displacement with changes in mileage pulses.

[0049] like Figure 9 As shown, the method for odometer calibration using the above-mentioned equipment includes the following steps.

[0050] S1, Installation and Stationary Self-Check. Secure the equipment so that the housing 21 is axially parallel to the RV's longitudinal direction, and bring the RV to a near-level position on the road surface. Control assembly 13 confirms that both switches 32 are in the first state and there are no odometer pulses within the set time; if either switch remains in the second state, updates are stopped and an anomaly is recorded, prompting a check of the installation angle, magnet 44, second spring 37, cylinder 31, or moving assembly 2. The stationary state is only used to confirm the initial state and calibration boundaries.

[0051] S2 establishes the correspondence between the trigger point, pulse frequency trend, and mechanical state. Control assembly 13 pre-stores the relationship between front-end triggering and forward deceleration, and rear-end triggering and forward acceleration, and calculates the frequency trend based on adjacent pulse intervals. When the trigger point matches the trend, it is recorded as a longitudinal motion candidate event; otherwise, it is recorded as an impact or disturbance candidate event. Only changes reaching the shortest release and recovery time form a trigger unit; shorter changes are filtered out as jitter or interference. When the driving direction can be obtained, the relationship between the two ends is exchanged during the reversing process; otherwise, the coefficient is only updated during the calibration process confirming forward driving, and normal accumulation does not occur during reversing.

[0052] S3 generates a mechanical event window. When any switch 32 first enters the second state, the control assembly 13 opens the window and reads the prior pulse and reference distance. When the frequency trend remains outside the threshold, it is the outward shift phase; only triggering units starting in this phase are counted. When the trend enters the neutral range or reverses, it is the reset phase; new triggering units only determine the return state. After both switches return to the first state and stabilize, the window closes to prevent reset residual vibration from entering the next stable segment.

[0053] S4 sets the isolation boundary related to the inertial displacement level. The level is determined based on the number of triggering units in the outward movement stage, and an isolation time that increases with the level is set before and after the event to cover identification delay, reset, and short-term slippage. The highest preset level of isolation time is used for impact, disturbance, or low-confidence events; if the reset is incomplete or the trigger is abnormal, the continuous driving segment in which it occurs is recorded as an invalid segment.

[0054] S5. Extract mileage pulses and reference distances according to the same time boundary. Using the event window and the preceding and following isolation times, divide the data into stable candidate, low-level observation, and invalid segments; the low-level observation segment is the remaining segment that is adjacent and re-stabilized after excluding low-level events and isolation time. Pulses and reference distances within the exclusion interval are excluded simultaneously, while those within the retention interval are accumulated simultaneously. The coefficients must not be calculated using the complete calibration distance and partial pulses.

[0055] S6. Establish the master sample and observation samples. The master sample consists of segments with no mechanical events, stable pulse frequencies reaching the set time; the observation sample consists of segments with only low-level longitudinal candidate events, triggering events consistent with the pulse trend, and stable before and after. Segments with medium-to-high levels of events, impacts, disturbances, low confidence, multiple cycles, incomplete resets, or excessively high trigger density do not have their coefficients updated. Only when the results of multiple independent observation samples are consistent with the master sample are they transferred to the valid sample set.

[0056] S7, Calculate and verify the candidate pulse coefficients. The pulse coefficient K is the number of pulses per unit distance; when the number of pulses in the effective segment is N and the reference distance within the same time boundary is D, K = N / D. Only when the cumulative distance reaches the set value, the deviation of the candidate coefficients in each effective segment is less than the set range, and there are no unresolved abnormal events, will the coefficients to be verified be formed.

[0057] The control assembly 13 can also divide speed intervals according to pulse frequency; when crossing intervals, the pulse and reference distance are divided simultaneously by the moment of crossing the boundary. The candidate coefficients of each interval are only used for consistency verification. Only when the deviations of adjacent intervals are all within the set range are all valid data used to form a unified coefficient to be verified; when an interval is consistently inconsistent, the update is paused and the reference distance, wheel slippage, or pulse abnormality is checked.

[0058] S8, Shadow Verification and Restricted Update. The coefficients to be verified are initially saved as shadow coefficients, not participating in the formal distance measurement, while the current coefficients remain unchanged. In subsequent independent master samples, the distance is calculated using the current coefficients and shadow coefficients respectively, and compared with the reference distance; when the shadow coefficient continuously decreases in deviation, it is determined as the target coefficient; when the deviation increases or an abnormal event occurs, it is discarded. The initial installation can use preset initial coefficients for distance measurement, and the shadow coefficients are verified in the same way.

[0059] When updating the current pulse coefficient, control assembly 13 limits the single amplitude based on the number of valid samples: a larger proportion is used when the number of samples is small, and the proportion is gradually decreased as the number of samples increases. The updated coefficient is equal to the current coefficient plus the difference between the target coefficient and the current coefficient multiplied by the update ratio. The coefficients before and after the update, the shadow coefficient, and the updated coefficients, as well as the number of valid pulses, the reference distance, the inertia level distribution, and the excluded sections are all saved.

[0060] When a satellite positioning device provides a reference distance, it first verifies continuity, positioning validity, and temporal sequence, then accumulates the distance according to the same boundaries as the pulses; interrupted sections do not update the coefficients. When a calibration section provides a reference distance, the start and end points are determined manually or by external triggering, and event windows are excluded; when there are known segment locations, only the distances corresponding to valid pulse segments are accumulated. If the distance to excluded segments cannot be determined, the entire calibration section is treated as an observation or invalid segment.

[0061] During normal odometer reading, control assembly 13 converts the accumulated pulses into driving distance using D=N / K. When no reliable reference distance is available, the most recently verified coefficient is used for normal odometer reading, but the coefficient is not updated, thus allowing for continued odometer reading and differentiated processing for allowable corrections.

[0062] The control assembly 13 can also determine the structural status based on event statistics: if there is only one trigger unit for a long period, it prompts to check if the outer magnetic block 44 is too far away; if the proportion of high-level events is too high, it checks if the magnetic block 44 is too close, the preload of the first spring 26, or the arc-shaped friction plate 24; if the switch 32 does not reset for a long time after the outward movement ends, it checks the second spring 37, the rod 35, or the moving assembly 2; if the pulse trend of the trigger end does not match the confirmed driving direction for a long time, it checks the installation direction or the correspondence of the trigger assemblies 4 at both ends. Before the abnormality is eliminated and the self-test is restarted, the original coefficients continue to be used.

[0063] In actual use, after power-on, it first performs a static self-test, and continuously collects pulses and switch status during driving. A stable candidate segment is formed during stable driving; during acceleration and deceleration, the corresponding identification component 3 passes the magnetic block 44, forming a mechanical event and isolating the preceding and following data; when a large impact causes the moving assembly to exceed its normal travel, the protection component 5 limits displacement by contacting the friction ring 57 with the friction head 56. After the impact ends, the first spring 26 and the torsion spring respectively reset the moving assembly and the protection component 5, and the two switches 32 are restored to a stable state, re-establishing the effective segment.

[0064] During assembly, at least one end wall of the outer casing 21 is detachable. First, the connecting rod 52 passes through the guide block 22 and the two connecting rods 23, and is fixed to the back plate 25 to form a movable unit; after installing the arc-shaped friction plate 24 and the first spring 26, it is inserted into the outer casing 21, and the connecting rod 52 passes through the end wall guide hole and is fixed to the end wall; then the cylinder 31, the trigger assembly 4, and the adjusting magnet 44 are installed; finally, both ends of the connecting rod 52 are inserted into the protective casing 51 to complete the assembly of the annular contact ring 53, the outer ring 54, the rotating rod 55, the friction head 56, the friction ring 57, and the torsion spring. After assembly, the movement, triggering, reset, and protection intervention positions are checked.

[0065] The first shell 11, the second shell 12, the outer shell 21, the base plate 47, the frame 41, the protective shell 51, and the outer ring 54 can be made of materials with sufficient strength, such as aluminum alloy and engineering plastics; the cylindrical body 31, the annular flange 34, and the part of the frame 41 near the magnetic block 44 and the sphere 36 are preferably made of non-ferromagnetic materials; the arc-shaped friction plate 24 and the friction head 56 can be made of wear-resistant rubber, friction composite material, or metal parts with a friction layer; the outer peripheral wall of the friction ring 57 can be provided with a rough area.

[0066] This embodiment uses a multi-stage magnetic triggering path with opposite axes to convert longitudinal inertial displacement into the initial trigger end, number of triggering units, and reset state, and verifies the event type using the mileage pulse frequency trend; it determines the data isolation boundary based on the inertia level, ensuring that the pulse and reference distance are truncated according to the same boundary, and then verifies the update of the control coefficient through the main sample, observation sample, and shadow. The protection component 5 provides final-stage damping outside the normal recognition stroke to balance recognition sensitivity and shock resistance.

[0067] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art can make modifications, combinations, sub-combinations, or substitutions according to design requirements; all modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A motorhome odometer device, characterized in that, It includes a housing assembly (1), a moving assembly (2), two identification components (3) and two triggering components (4); The housing assembly (1) includes a control assembly (13); the moving assembly (2) includes a hollow housing (21), a guide block (22) and two connecting rods (23) connected to the axial sides of the guide block (22), wherein the axial direction of the housing (21) is parallel to the direction of travel of the RV; The two identification components (3) are respectively connected to the two connecting rods (23) and each includes a switch (32); the two trigger components (4) are respectively located at both ends of the housing (21) and each includes a plurality of magnetic blocks (44) spaced along the axial direction and whose positions are adjustable; the control assembly (13) determines the direction and level of inertial displacement based on the switch (32) in the first switching state, the number of magnetic blocks (44) passed in one outward movement and the trend of mileage pulse frequency change.

2. The RV odometer device according to claim 1, characterized in that, The moving component (2) further includes an arc-shaped friction plate (24) fixed to the outside of the guide block (22), two back plates (25) connected to the outer ends of the two connecting rods (23), and two first springs (26) abutting between the two back plates (25) and the end wall of the outer shell (21); the arc-shaped friction plate (24) is in frictional contact with the inner wall of the outer shell (21), the two back plates (25) are in sliding cooperation with the inner wall of the outer shell (21), and the two first springs (26) are used to reset the guide block (22) to the middle position of the outer shell (21).

3. The RV odometer device according to claim 2, characterized in that, The identification component (3) further includes a cylinder (31), a cavity (33) located on the upper part of the cylinder (31), a rod (35), a ball (36), and a second spring (37); the cylinder (31) is fixed to the corresponding connecting rod (23), the ball (36) is disposed in the cavity (33) and can be attracted by the magnetic block (44), the rod (35) is connected to the ball (36), and the second spring (37) is used to make the rod (35) press against the switch (32). When the magnetic block (44) attracts the ball (36), the rod (35) disengages from the switch (32).

4. The RV odometer device according to claim 3, characterized in that, The triggering component (4) further includes a base plate (47) fixed to the housing (21), a frame (41) connected to the base plate (47), a slide rail (42) fixed to the base plate (47), and a slider (43), a protrusion (45) and a nut (46) corresponding to the magnetic block (44); the frame (41) is provided with a slide groove (411), the slider (43) is slidably connected to the slide rail (42) and connected to the magnetic block (44), the protrusion (45) is connected to the magnetic block (44) and passes through the slide groove (411), and the nut (46) is threaded to the protrusion (45) and abuts against the frame (41).

5. The RV odometer device according to claim 4, characterized in that, The multiple magnetic blocks (44) at both ends of the outer shell (21) are arranged at intervals in opposite directions from the outside of the initial position of the corresponding identification component (3), and there is an untriggered interval between the magnetic block (44) closest to the initial position and the sphere (36).

6. The RV odometer device according to claim 5, characterized in that, The control assembly (13) uses the same timing reference to record the mileage pulse and the state changes of the switch (32). The moment when either switch (32) first disengages from the pressure is taken as the start of the mechanical event, and the moment when both switches (32) return to the pressure is taken as the end of the mechanical event. The assembly also records the number of magnetic blocks (44) passed during the first triggering end and the trend of mileage pulse frequency change.

7. The RV odometer device according to claim 6, characterized in that, The control assembly (13) defines the stage in which the mileage pulse frequency change trend remains outside the set threshold as the outward shift stage, and the stage in which the mileage pulse frequency change trend enters the neutral range or changes in the opposite direction as the reset stage; when the switch (32) is continuously disengaged from the pressure, when both switches (32) are disengaged from the pressure at the same time, or when the switch fails to reset after a set time, the control assembly (13) marks the mechanical event as an abnormal event.

8. The RV odometer device according to claim 7, characterized in that, The control assembly (13) sets the isolation time according to the inertial displacement level, extracts mileage pulses and reference distances according to the same time boundary, takes the stable mileage pulse frequency section as the main sample, takes the stable section before and after the low-level mechanical event as the observation sample, and forms the pulse coefficient to be verified based on the mileage pulse number of multiple samples and the reference distance.

9. A method for calibrating the odometer reading of a motorhome, characterized in that, The method of applying the RV odometer device according to any one of claims 1 to 8 includes the following steps: S1, bring the RV to a standstill and confirm that both switches (32) are in the depressed state and there is no mileage pulse input; S2, establish the correspondence between the trigger ends of the two identification components (3) and the acceleration and deceleration directions of the RV, and obtain the mileage pulse frequency change trend; S3, when any of the switches (32) are switched, the mechanical event window is opened, and the longitudinal motion candidate events and inertial displacement levels are determined according to the first trigger end, the mileage pulse frequency change trend and the number of magnetic blocks (44) passed during the outward movement. S4, Set the isolation time before and after the event according to the inertial displacement level; S5, extract mileage pulses and reference distances according to the same time boundary, and divide them into main samples, observation samples and invalid segments; S6, the main sample and a plurality of independent observation samples whose results are consistent with those of the main sample are determined as valid samples; S7, calculate the candidate pulse coefficients of each effective sample according to K=N / D, where N is the number of mileage pulses and D is the reference distance, and form the pulse coefficients to be verified; S8, perform shadow verification on the pulse coefficient to be verified, and update the current pulse coefficient in a limited manner as the distance deviation continuously decreases.

10. The method for calibrating the odometer of a motorhome according to claim 9, characterized in that, In step S8, the pulse coefficient to be verified is used as the shadow coefficient, and the prediction distance of multiple main samples is calculated using the current pulse coefficient and the shadow coefficient respectively; when the shadow coefficient continuously reduces the distance deviation, it is determined as the target coefficient, and the single amplitude of the change of the current pulse coefficient toward the target coefficient is limited.

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