Use of an identification method to verify the plausibility of a result of a localization method

Abstract

Use of an identification method to verify the plausibility of a result of a localization method, wherein the localization method is provided for locating the installation positions of electronic wheel units (12-1 to 12-6b) arranged on vehicle wheels (W1-W6b) of a vehicle (1) and comprises evaluating received signal strengths of radio signals by means of a vehicle-side control device (20) which are transmitted by the electronic wheel units (12-1 to 12-6b) and received by a receiving device (40l, 40r) arranged on the vehicle (1), wherein the identification method is provided for identifying those of the electronic wheel units (12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) which are arranged on the vehicle wheels (W3a, W3b; W4a, W4b; W5a, W5b; W6a, W6b) which are connected to one another in a rotationally fixed manner, the identification procedure includes: - detecting a respective cumulative number (Ni) of revolutions of each of the vehicle wheels (W1-W6b) using the electronic wheel units (12-1 to 12-6b), - comparing the cumulative numbers (Ni) of revolutions of the vehicle wheels (W1-W6b) by means of the vehicle-side control device (20), and - Identifying those electronic wheel units (12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) arranged as rotationally fixed to one another, whose cumulative numbers (Ni) of revolutions at least approximately match by means of the vehicle-side control device (20), and wherein the vehicle-side control device (20) checks whether the result of the localization method is compatible with a result of the identification method or not.

Description

[0001] The present invention relates to the use of an identification method for verifying the plausibility of a result of a localization method. Furthermore, the invention relates to a vehicle equipped with means for implementing such a use, as well as to a computer program product comprising program code that, when executed on a data processing device, implements such a use.

[0002] Electronic wheel units mounted on vehicle wheels are known from the prior art of motor vehicles. These units can advantageously monitor predetermined operating parameters (e.g., tire pressure, tire temperature, tire load, etc.) of the respective vehicle wheel. Data resulting from the monitoring can, for example, be forwarded to vehicle electronics and / or used, for example, in the event of an abnormality (e.g., low tire pressure), to generate information or a warning to a user or driver.

[0003] In this context, methods for so-called "localization" of the installation positions of the electronic wheel units arranged on the vehicle wheels are also known. Localization here means a correlation between, on the one hand, the wheel units or the radio signals that can be assigned to the individual wheel units based on an identification code, and, on the other hand, the installation positions (e.g., "front left wheel," "rear right wheel," etc.) of the wheel units.

[0004] Such localization methods are known, for example, from publications DE 10 2009 059 788 B4, WO 2014 / 044355 A1, and DE 10 2015 212 945 A1. In these methods, localization is based on evaluating correlations between the results of detections of the rotational positions and / or rotational speeds of the vehicle wheels, which were performed, on the one hand, using the electronic wheel units and, on the other hand, using a wheel axle sensor system ("rotation angle sensor" on the wheel axles) arranged on the vehicle.

[0005] Unfortunately, these localization methods based on correlation analysis do not work if the vehicle has several wheels that are connected to each other in a rotationally fixed manner (on a common wheel axle), as is the case, for example, for so-called "twin wheels" (e.g. in heavy trucks).

[0006] Other known localization methods are based, for example, on evaluating the received signal strengths of radio signals transmitted by the electronic wheel units and received by a radio receiver mounted on the vehicle. By evaluating the measured received signal strengths (e.g., "RSSI" value), localization can be achieved based on the installation positions. To improve localization accuracy, several receiving units or receiving antennas can be arranged at different locations on the vehicle, for example, to determine the installation positions using the "triangulation" principle.

[0007] Unfortunately, these localization methods, which rely on signal strength analysis, often do not function with sufficient precision to distinguish between the mounting positions of closely spaced vehicle wheels, as is often the case with non-rotatably connected vehicle wheels. It should be noted that, for example, in heavy trucks, entire "bundles" (each consisting of, for example, four twin wheels) are typically arranged very close to one another, so the corresponding reception signal strengths hardly differ from one another.

[0008] In this respect, vehicle wheels that are connected to one another in a rotationally fixed manner represent a disturbance factor in the known localization methods and are otherwise not taken into account in these methods.

[0009] However, in practice it can generally be useful to identify from a large number of electronic wheel units those which are arranged on the vehicle wheels which are connected to one another in a rotationally fixed manner.

[0010] WO 2017 / 018700 A1 describes a tire pressure monitoring system that uses a localization method based on evaluating the various wheel rotation speeds during cornering. During the localization process, the signal content of the individual radio signals from the electronic wheel units is additionally evaluated to distinguish between an "inner" and an "outer" individual wheel of a wheel pair.

[0011] EP 2 173 582 B1 also describes a method for locating tire mounting locations based on evaluating the different wheel rotation speeds during cornering.

[0012] US 2014 / 0148990 A1 and US 2013 / 0218364 A1 each describe a localization method based on evaluating differences between individual wheel rotation speeds. To distinguish between "twin tires," predetermined rotation angle positions are provided for the sensor mounting locations when installing sensors in the individual wheels of a wheel pair.

[0013] DE 10 2019 114 539 A1 describes a tire pressure monitoring system for locating electronic wheel units, each of which contains a first sensor that determines the wheel's running direction and a second sensor that determines the wheel's steering capability. "Twin tires" are differentiated from each other by evaluating a correlation between time-stamped data from an anti-lock braking system and a relevant angle from time-stamped radio signals.

[0014] DE 10 2019 104 692 A1 describes a tire pressure monitoring system for locating tire sensors based on correlating radio transmissions from the sensors with anti-lock braking system data from the wheels. To distinguish between "twin tires," different, predetermined orientations of the sensors are provided when mounting them in the individual wheels of a wheel pair.

[0015] DE 10 2013 220 873 A1 describes a method for locating the installation positions of wheel electronics arranged in vehicle wheels. According to one embodiment, the localization for a first part of the wheels is achieved by correlating rotation angle information determined on the wheel side by means of the wheel electronics with rotation angle information determined on the vehicle side by means of ABS speed sensors. For another, second part of the wheels, on which no ABS speed sensors are present, the localization is carried out by evaluating the received signal strengths. Furthermore, in an alternative embodiment, the two aforementioned localization methods are used "cumulatively" in the localization, i.e., one localization method is used to "support" or "confirm" the other localization method, with an evaluation of the received signal strengths confirming or refuting the other localization method.is supported by a further localization method by comparing the current wheel rotation speeds with corresponding wheel rotation information from the vehicle-side ABS speed sensors.

[0016] It is an object of the present invention to improve the reliability and accuracy of a localization method and, in particular, to provide a particularly simple way of identifying electronic wheel units on vehicle wheels of a vehicle, by means of which at least those electronic wheel units can be identified which are arranged on vehicle wheels connected to one another in a rotationally fixed manner.

[0017] According to the invention, this object is achieved by the teaching of claim 1. The dependent claims relate to advantageous developments of the invention.

[0018] The identification method used to identify those electronic wheel units that are arranged on the vehicle wheels of the vehicle in a rotationally fixed manner comprises: - detecting a respective cumulative number of revolutions of each of the vehicle wheels using the electronic wheel units, - comparing the cumulative number of revolutions of the vehicle wheels by means of a vehicle-side control device, and - Identifying those electronic wheel units as being arranged on vehicle wheels connected in a rotationally fixed manner whose cumulative numbers of revolutions at least approximately match by means of the vehicle-side control device.

[0019] In the identification method, for the identification of the relevant electronic wheel units, neither a wheel axle sensor system arranged on the vehicle nor a device for measuring the received signal strength of radio signals is required.

[0020] In one embodiment, the vehicle has a plurality of groups of at least two vehicle wheels each connected to one another in a rotationally fixed manner. In this case, the corresponding groups of electronic wheel units can be identified using the identification method. For example, in the case of a tire pressure monitoring system (TPMS), in the event of a pressure loss at a vehicle wheel, at least the information can be obtained as to whether this is a "single wheel" (i.e. not connected to another vehicle wheel in a rotationally fixed manner) or whether it is a vehicle wheel belonging to a group of vehicle wheels connected to one another in a rotationally fixed manner, wherein in the latter case, information can also be obtained as to whether the pressure loss affects only one vehicle wheel in the group or several (and in this case how many) vehicle wheels.

[0021] In one embodiment, it is provided that the detection of the respective cumulative number of revolutions is carried out using an acceleration sensor arranged in the respective electronic wheel unit.

[0022] The acceleration sensor can, for example, provide a sensor signal representative of radial acceleration. Alternatively or additionally, a differently oriented acceleration can also be measured, such as tangential acceleration.

[0023] In one embodiment, the sensor signal of the (at least one) acceleration sensor is evaluated by a control device of the electronic wheel unit in order to detect the centrifugal acceleration resulting from the rotation of the vehicle wheel in order to obtain a time-resolved rotational speed of the vehicle wheel and, by integration over time, finally the cumulative number of revolutions of the vehicle wheel in question.

[0024] Alternatively or additionally, according to a second embodiment, in which, alternatively or in addition to an acceleration sensor, a "shock sensor" (sensitive to vibration) or, for example, a strain gauge on the tire material or the like can be used, the recording of the cumulative number of revolutions is realized by detecting and counting the passages of the electronic wheel unit through the tire contact patch area of ​​the vehicle wheel as the vehicle wheel rotates. During such passages, i.e., from entry into to exit from the tire contact patch area, sensor signals from the aforementioned sensor types exhibit easily detectable sensor signal characteristics.

[0025] It is intended that the comparison of the cumulative numbers and the identification of the relevant electronic wheel units is carried out by means of a control device (evaluation device) arranged on the vehicle.

[0026] Such a control device can, for example, be a central control unit (e.g., ECU) of the vehicle. The individual cumulative numbers of revolutions can, for example, be recorded by the individual electronic wheel units or their control units and, for example, transmitted together with other data from time to time (according to a communication strategy) by means of corresponding radio data signals to the vehicle-side (i.e., located on the vehicle) control unit. The other data can be wheel operating parameters to be monitored, such as, in particular, data relating to tire pressure, tire temperature, etc., as well as an identification code that (uniquely) identifies the electronic wheel unit in question.

[0027] In one embodiment, it is provided that the respective cumulative number of revolutions is recorded by means of a counter that is updated with each full revolution of the vehicle wheel in question, wherein the counter is reset each time the vehicle starts to travel.

[0028] In the case of autonomous detection of the respective cumulative number of revolutions by the respective electronic wheel unit, this wheel unit contains the aforementioned counter. The counter can also be reset autonomously at the start of each journey by the respective wheel unit, for example based on the detection of the end and / or the start of a wheel rotation, e.g. by evaluating a sensor signal from a sensor of the type mentioned above. In one embodiment, the reset takes place at the start of a journey, for example, when a predetermined period of time (e.g. of at least 1 minute, or e.g. of at least 10 minutes) has elapsed since the detection of the last end of a wheel rotation. Alternatively, the reset is only carried out immediately after the detection of the start of the wheel rotation, although in this case too, the elapse of a predetermined period of time (e.g. of at least 1 minute or e.g.at least 10 min) since the last detection of the end of wheel rotation.

[0029] Alternatively, it is also possible to implement the counters for several, in particular all, of the vehicle wheels in the vehicle-mounted control unit. The respective electronic wheel units transmit only raw data relating to one or more wheel operating parameters to the control unit via the aforementioned radio data signals. From this, the control unit can then determine the respective cumulative number of revolutions and operate the individual counters accordingly. In this variant, resetting a counter can be triggered by both the relevant wheel unit and the vehicle-mounted control unit.

[0030] In one embodiment, it is provided that the electronic wheel units each contain a counter for counting the cumulative number of revolutions of the respective vehicle wheel, which is continuously updated according to the detection of the wheel rotation. However, this counter is not reset during normal vehicle operation, but can only be reset as a result of an active user input (e.g. by workshop personnel). These counters of the electronic wheel units can advantageously be used to provide information about the respective mileage of the individual vehicle wheels or their tires. In one embodiment variant for implementing the present invention, it can be provided, for example, that the wheel units each have a second counter for the corresponding cumulative number of revolutions, which is reset, for example, as described above, at the start of each journey.In another embodiment, the respective cumulative numbers of revolutions are transmitted from the electronic wheel units to the vehicle's control unit via the radio data signals transmitted therefrom. The vehicle-mounted control unit uses the information thus transmitted to perform both the detection of a start of travel, if provided, and the evaluation required to implement the invention. For this purpose, the vehicle-mounted control unit can, for example, contain memories that are each assigned to one of the electronic wheel units and temporarily store the counter readings of the wheel units present at the start of travel, for example, in order to use these temporarily stored values ​​as an "offset" for the comparison when comparing the cumulative numbers of revolutions.

[0031] The identification method is used to verify the plausibility of a result of a method for locating the installation positions of electronic wheel units arranged on vehicle wheels of a vehicle.

[0032] The localization method can be designed in such a way that it provides a (unique) assignment between, on the one hand, the electronic wheel units and, on the other hand, the installation positions of the wheels in question.

[0033] The wheel units can be identified, for example, by a respective identification (identification code) as part of radio data signals that are sent from the respective wheel unit to a vehicle-mounted control device or evaluation device (e.g., central control unit). The identification can, for example, be a numerical identification code that is assigned once and thus uniquely identifies the wheel unit.

[0034] The installation positions of the vehicle wheels are determined by the vehicle's design. For example, for a truck with two front wheels (left and right) and a typical set of twin wheels at the rear, the installation positions are: front left, front right, rear left outer, rear left inner, rear right outer, rear right inner, rear left outer, rear left inner, rear right outer, rear right inner.

[0035] In such a localization procedure, the plausibility check can consist of checking, after the assignment between wheel units and installation positions has been made, this assignment for compatibility with the result of the identification procedure described here.

[0036] Depending on the result of the plausibility check, the localization result can then be marked as uncertain or invalid, for example. Alternatively, it could be considered, for example, to initially allow up to a predetermined number of different preliminary results (e.g., with a probability above a certain threshold) in the localization process, in order to then determine a final localization result for each of these preliminary results using the plausibility check results (by selecting a result compatible with the result of the identification process).

[0037] In one embodiment of the use according to the invention, the method for locating the installation positions of the electronic wheel units comprises: - evaluating the received signal strengths of radio signals transmitted by the electronic wheel units and received by a receiving device arranged on the vehicle, and - Evaluation of correlations between results of detections of rotational positions and / or rotational speeds of the vehicle wheels, which were carried out on the one hand by means of the electronic wheel units and on the other hand by means of a wheel axle sensor system arranged on the vehicle.

[0038] When evaluating received signal strengths (e.g., "RSSI" value), it can be provided, in particular, that the radio signals (preferably radio data signals) are received at several different locations on the vehicle and their signal strength is measured in order to determine the installation position using the principle of triangulation, for example by selecting the installation position specified by the vehicle's design that is closest to the "radio-determined" installation position. Alternatively, at least two of the closest design-related installation positions can be selected as preliminary results in order to select a definitively determined installation position using the result of the identification process.

[0039] In an analogous manner, when evaluating the correlations between the results of the detection of rotational positions and / or rotational speeds, it can be provided that at least two preliminary assignments (with correlations above a threshold and / or the comparatively highest) are interpreted as preliminary assignments in order to select a final assignment therefrom with the aid of the result of the identification method.

[0040] According to a further aspect of the invention, a vehicle equipped with means for implementing a use of an identification method for plausibility check of the type described here is proposed.

[0041] The vehicle may, for example, be a truck. The vehicle may, for example, have a group of several (in particular, for example, two) wheels connected to one another in a rotationally fixed manner at at least one location in the longitudinal direction of the vehicle, on the left and right, respectively. In particular, two such locations may also be provided in the longitudinal direction of the vehicle in question, for example, directly adjacent to one another (so that in this area, a cluster of at least four vehicle wheels is formed on the left and right).

[0042] According to a further aspect of the invention, a computer program product comprising a program code is proposed which, when executed on a data processing device (e.g. control device of the vehicle), uses an identification method for plausibility checking of the type described here.

[0043] The invention will be further described below using exemplary embodiments with reference to the accompanying drawings. They show: Fig. 1 is a schematic plan view of a motor vehicle equipped with a tire pressure monitoring system, Fig. 2 a flowchart of a system of Fig. 1 localization procedure carried out, Fig. 3 a diagram illustrating how the cumulative number of revolutions for the individual vehicle wheels develops over time, and Fig. 4 a flowchart of a system of Fig. 1 further identification procedure carried out to verify the plausibility of the localization.

[0044] Fig. Figure 1 schematically shows a vehicle 1, here, for example, a truck, with a total of ten pneumatic tires W1 to W6b, which are arranged at the following installation positions determined by the design of the vehicle 1: W1: front left, W2: front right W3a: rear left outside, W3b: rear left inside W4a: rear right outside, W4b: rear right inside W5a: very back left outside, W5b: very back left inside W6a: very back right outside, W6b: very back right inside

[0045] The vehicle 1 is equipped with a tire pressure monitoring system, often referred to as TPMS (“tire pressure monitoring system”), by means of which the respective tire pressure for the vehicle wheels W1 to W6b is monitored.

[0046] For this purpose, the vehicle comprises, as shown, electronic wheel units 12-1 to 12-6b arranged on one of the vehicle wheels, each containing "mobile measuring means" for measuring the respective tire pressure and a transmitter for transmitting radio signals containing radio signal data R1 to R6b, which contain data representative of the measured values ​​of the tire pressure as well as an identification code "IDi" of the respective electronic wheel unit (where the index i = 1 ... 10 identifies the respective one of the ten different electronic wheel units 12-1 to 12-6b in the example).

[0047] In order to realize a localization of the individual electronic wheel units 12-1 to 12-6b required for the TPMS, the rotational angle position of the respective vehicle wheel is also measured by means of the mobile measuring equipment and the radio signal data R1 to R6b transmitted by means of the transmitter also contain data representative of the measured values ​​of this “localization parameter” (here: rotational angle position).

[0048] Independently of this, vehicle-side (i.e., stationary relative to a body of the vehicle 1) rotation angle sensors 10-1 to 10-6 are also provided, which are each assigned to at least one of the above-mentioned installation positions of the vehicle wheels W1 to W6b and thus represent “fixed (vehicle-side) measuring means” for measuring the same localization parameter (here: rotation angle position) of the respective vehicle wheel.

[0049] Due to the presence of non-rotatably connected vehicle wheels (here: W3a to W6b), some (here: 10-3 to 10-6) of the rotation angle sensors 10-1 to 10-6 are each assigned to several (here: two) vehicle wheels: Sensor 10-1: assigned to vehicle wheel W1 Sensor 10-2: assigned to vehicle wheel W2 Sensor 10-3: assigned to the group of vehicle wheels W3a and W3b Sensor 10-4: assigned to the group of vehicle wheels W4a and W4b Sensor 10-5: assigned to the group of vehicle wheels W5a and W5b Sensor 10-6: assigned to the group of vehicle wheels W6a and W6b

[0050] While the radio-transmitted signal data R1 to R6 are received via a receiver device 40 and forwarded to a vehicle-side control device, in this example a central unit 20, data D1 to D6 generated on the vehicle side are transmitted to the central unit 20 via a digital bus system 30. The receiver device 40 is formed by two receiving units 40l, 40r (with respective receiving antennas) arranged at different locations on the vehicle.

[0051] The central unit 20 is designed as a program-controlled digital control device containing a computing unit 22 and a memory unit 24 and compares the values ​​of the localization parameter measured by means of the fixed measuring means (here: rotation angle sensors 10-1 to 10-6) of the vehicle 1 with the values ​​of the localization parameter measured by means of the mobile measuring means (in the electronic wheel units 12-1 to 12-6b) in order to determine a correlation between these values ​​and, by analyzing the determined correlation, to make an assignment between the electronic wheel units 12-1 to 12-6b and the (above-mentioned) installation positions of the vehicle wheels W1 to W6b.

[0052] Fig. Figure 2 shows key steps of the localization method. In step S1, the data D1 to D6 generated by the vehicle-mounted rotation angle sensors 10-1 to 10-6 are provided (communicated to the central unit 20 via a bus system 30).

[0053] In a step S2, the radio signal data R1 to R6b generated by the wheel-side sensors in the electronic wheel units 12-1 to 12-6b are provided (communicated wirelessly to the receiver device 40 and further to the central unit 20 via the bus system 30). Each of the receiving units 40l, 40r determines (measures) the respective received signal strengths SS1 to SS6b (e.g., so-called RSSI values) for all received radio signals containing the radio signal data R1 to R6b and also communicates these values ​​to the central unit 20.

[0054] In a step S3, all sensor data D1 to D6 and R1 to R6b are evaluated by the central unit 20, taking into account the received signal strengths SS1 to SS6b.

[0055] In a step S4, an assignment is made between the electronic wheel units 12-1 to 12-6b (to be identified by their respective identification code IDi) and the (here: ten) installation positions of the vehicle wheels W1 to W6b.

[0056] As regards the basic functional principle of steps S3 and S4, in step S3, for example, the values ​​of the localization parameter measured by means of the fixed measuring means (rotation angle sensors 10-1 to 10-6) can be compared with the values ​​of the localization parameter measured by means of the mobile measuring means (in the wheel units 12-1 to 12-6b) in order to then determine a correlation between these values, wherein the assignment is carried out based on an analysis of the correlation in step S4 using a suitable statistical method.

[0057] In the example shown, this is done as follows: For each of the electronic wheel units 12-1 to 12-6b, the central unit 20 records (stores) values ​​of the localization parameter measured consecutively (at different times) using the respective mobile measuring device. These values ​​serve as "reference values" for comparison with a corresponding series of localization parameter values ​​measured at the same times by the fixed measuring devices 10-1 to 10-6 on the corresponding wheel axles ("front left", "front right", "rear left", "rear right", "rearmost left", "rearmost right").

[0058] During this comparison, a value from the reference value series is compared with a value from the series of measured values ​​measured by the fixed measuring devices at the same measurement time. The result of this comparison can be used, for example, to determine probabilities that indicate, for each of the electronic wheel units 12-1 to 12-6b and each of the installation positions, how likely a particular wheel unit is to be installed at a particular installation position. Such probabilities can, for example, be determined as a measure of how small a variance (spread) of the values ​​measured by the fixed measuring devices 10-1 to 10-6 is in relation to the values ​​measured by the mobile measuring devices of the respective wheel unit 12-1 to 12-6b.In the illustrated embodiment, the totality of such variances forms a determined “correlation” between the values ​​of the localization parameter measured on the wheel side (by means of the mobile measuring devices) and on the vehicle side (by means of the fixed measuring devices).

[0059] However, since the rotational movements of the vehicle wheels W1 to W6b, which are connected to one another in a rotationally fixed manner, do not differ from one another during the driving operation of vehicle 1, an assignment of the vehicle wheels in question achieved solely by this correlation analysis would fail or would not provide a clear result.

[0060] Therefore, in step S4, a plurality of possible assignment alternatives are initially determined provisionally, from which the assignment which appears most probable in view of the measured reception signal strengths SS1 to SS6b is selected as a result of the localization method, taking into account the reception signal strengths SS1 to SS6b measured by each of the plurality of (here: two) receiving units 40l, 40r (and triangulations and / or other position determinations carried out thereby).

[0061] However, even then it cannot be ruled out that the localization procedure provides an incorrect assignment between wheel units and installation positions.

[0062] A special feature of the vehicle 1 or of the method carried out by means of the control device 20 is that a very simple method is also carried out by means of which those electronic wheel units (here: 12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) are identified which are arranged on vehicle wheels (here: W3a, W3b; W4a, W4b; W5a, W5b; W6a, W6b) of the vehicle 1 which are connected to one another in a rotationally fixed manner, and which comprises: - detecting a respective cumulative number of revolutions of each of the vehicle wheels W1 to W6b using the electronic wheel units 12-1 to 12-6b, - comparing the cumulative number of revolutions of the vehicle wheels W1 to W6b, and - Identifying those electronic wheel units (here: 12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) as being arranged on the vehicle wheels which are connected to one another in a rotationally fixed manner and whose cumulative number of revolutions at least approximately coincide.

[0063] This identification method is advantageously used to verify the plausibility of the result of the localization method according to steps S1 to S4 ( Fig. 2), ie following step S4 ( Fig. 2) In step S5, a check is performed to determine whether the result of the localization process is compatible with the result of the identification process. Depending on the result of this check, the result of the localization process can be marked as plausible or implausible.

[0064] Fig. 3 illustrates by way of example how, after the start of a journey (time t = 0), the cumulative number “Ni” of revolutions for the vehicle wheels W1 to W6b of the vehicle 1 develops over time.

[0065] In the example, there are ten cumulative numbers Ni (where the index i = 1 ... 10 denotes the respective one of the ten different vehicle wheels W1 to W6b), and it is assumed that the cumulative numbers Ni of revolutions of all vehicle wheels W1 to W6b were reset at the start of the trip (t = 0), ie Ni = 0 for all i.

[0066] Already a few minutes after the start of the journey, clear differences arise between the individual Ni, whereby, however, the relevant Ni for the vehicle wheels W3a to W6b, which are connected to each other in pairs in a rotationally fixed manner in the example, show correspondingly identical values ​​of Ni in pairs.

[0067] By comparing the cumulative numbers Ni of all vehicle wheels W1 to W6b, the central unit 20 can identify the respective electronic wheel units 12-3a to 12-6b as being arranged on vehicle wheels connected to one another in a rotationally fixed manner.

[0068] In the present example, a total of four groups "12-3a, 12-3b", "12-4a, 12-4b", "12-5a, 12-5b" and "12-6a, 12-6b" of electronic wheel units are identified, corresponding to the four groups of vehicle wheels "W3a, W3b", "W4a, W4b", "W5a, W5b" and "W6a, W6b" that are each connected to one another in a rotationally fixed manner. This result of the identification process is processed in step S5 ( Fig. 2) is used to verify the plausibility of the result of the localization method obtained in step S4.

[0069] While in the localization method known in principle from the prior art, the radio signal data R1 to R6b obtained by means of the electronic wheel units 12-1 to 12-6b are each compared with all the data D1 to D6 obtained by means of the "fixed" (vehicle-side) measuring means (in order to carry out a statistical analysis), in the identification method only the cumulative number of revolutions Ni contained, for example, in the radio signal data R1 to R6b are compared with each other, which enables a very simple and reliable identification of the said groups of vehicle wheels.

[0070] Fig.4 shows a flowchart of the identification method. In a step S10, all the revolution numbers Ni are compared with one another, and in a step S11, those identification codes IDk, IDI (with k≠l, k = 1 ... 10 and I = 1 ... 10) of those electronic wheel units are "paired" (i.e., the corresponding electronic wheel units are considered to be arranged on a vehicle wheel of a group of interconnected vehicle wheels) for which Nk = NI at least approximately applies. To check this criterion, it is expedient to take into account, for example, an estimated measurement accuracy of the recording of the cumulative numbers Ni. For example, Nk and NI can be considered to be at least approximately identical if one of the two values ​​is, for example, a maximum of 0.5% or a maximum of 1% greater than the other value.It is understood that such a tolerance threshold (oriented towards measurement accuracy) also depends on the time period over which the revolutions of the vehicle wheels W1 to W6b were counted (cumulated), or in this context, also on the cumulative total number itself. In one embodiment, the tolerance threshold is therefore specified as a function of at least one of the values ​​of Nk and NI and / or as a function of a cumulative time period.

[0071] In the example, the respective cumulative number Ni of revolutions is recorded using an acceleration sensor arranged in the respective electronic wheel unit 12-1 to 12-6b, which, for example, provides a sensor signal representative of radial acceleration. The sensor signal of the (at least one) acceleration sensor is evaluated by a control device of the electronic wheel unit to determine the cumulative number Ni of revolutions of the respective vehicle wheel W1 to W6b.

[0072] The comparison of the cumulative numbers Ni and the identification of the relevant electronic wheel units is carried out by means of a control device arranged on the vehicle, which in the example is implemented by the central unit 20.

[0073] The individual cumulative numbers Ni of revolutions are recorded by the individual electronic wheel units 12-1 to 12-6b or their control devices and, together with further data (concerning wheel operating parameters and identification code IDi), are transmitted from time to time to the central unit 20 by means of the radio data signals R1 to R6b.

[0074] In the example, it is provided that the respective cumulative number Ni of revolutions is recorded by means of a counter that is updated with each full revolution of the vehicle wheel in question, wherein the counter is formed in the control device of the electronic wheel unit in question and is reset each time the vehicle starts to travel.

[0075] The counter is reset autonomously by the respective wheel unit at the start of each journey. For this purpose, the start of wheel rotation is detected by evaluating the acceleration sensor signal.

Claims

[1] Use of an identification method to verify the plausibility of a result of a localization method, wherein the localization method is provided for locating the installation positions of electronic wheel units (12-1 to 12-6b) arranged on vehicle wheels (W1-W6b) of a vehicle (1) and comprises evaluating received signal strengths of radio signals by means of a vehicle-side control device (20) which are transmitted by the electronic wheel units (12-1 to 12-6b) and received by a receiving device (40l, 40r) arranged on the vehicle (1), wherein the identification method is provided for identifying those of the electronic wheel units (12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) which are arranged on the vehicle wheels (W3a, W3b; W4a, W4b; W5a, W5b; W6a, W6b) which are connected to one another in a rotationally fixed manner, the identification procedure includes: - detecting a respective cumulative number (Ni) of revolutions of each of the vehicle wheels (W1-W6b) using the electronic wheel units (12-1 to 12-6b), - comparing the cumulative numbers (Ni) of revolutions of the vehicle wheels (W1-W6b) by means of the vehicle-side control device (20), and - Identifying those electronic wheel units (12-3a, 12-3b; 12-4a, 12-4b; 12-5a, 12-5b; 12-6a, 12-6b) arranged as rotationally fixed to one another, whose cumulative numbers (Ni) of revolutions at least approximately match by means of the vehicle-side control device (20), and wherein the vehicle-side control device (20) checks whether the result of the localization method is compatible with a result of the identification method or not. [2] Use of an identification method for plausibility check according to claim 1, wherein the detection of the respective cumulative number (Ni) of revolutions is carried out using an acceleration sensor arranged in the respective electronic wheel unit (W1-W6b). [3] Use of an identification method for plausibility check according to one of the preceding claims, wherein the respective cumulative number (Ni) of revolutions is recorded by means of a counter updated at each full revolution of the relevant vehicle wheel (W1-W6b), the counter being reset at each start of travel of the vehicle (1). [4] Use of an identification method for plausibility check according to one of the preceding claims, wherein, depending on the result of the plausibility check, the result of the localization method is marked as uncertain or invalid. [5] Use of an identification method for plausibility check according to one of the preceding claims, wherein in the localization method, up to a predetermined number of different preliminary results are initially permitted in order to then determine a final result of the localization method with the aid of the result of plausibility checks for each of these preliminary results by selecting a result compatible with the result of the identification method. [6] Vehicle (1) equipped with means (12-1 to 12-6b, 40l, 40r, 20) for implementing a use of an identification method for plausibility check according to one of the preceding claims. [7] Computer program product comprising a program code which, when executed on a data processing device, carries out a use of an identification method for plausibility check according to one of claims 1 to 5.

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