Method and system for locating the rolling mounted assemblies of a vehicle

Abstract

A method for locating the rolling assembly units (40a-1, 40a-2, 40b-1, 40b-2) of a vehicle (2) comprising a device (33) sensitive to the vehicle's steering wheel angle, comprising the following steps: a detection phase during a defined period of vehicle movement during which at least two values ​​provided by this device (33) are determined, corresponding to two distinct steering wheel angles; a subsequent analysis phase comprising: for each received signal, determination of the identifier; and for each identifier and for each of the two values, determination of the number of received signals containing the identifier; and, based on the comparison of the rates corresponding to each of the two values, for the same identifier, deducing whether the identifier corresponds to an assembly located on a steering or non-steering axle. Figure for the abstract: Figure 1

Description

Title of the invention: Method and system for locating the rolling mounted assemblies of a vehicle technical field

[0001] The present invention relates to the detection and localization of rolling mounted assemblies equipped with radio frequency transponders, on a motor vehicle.

[0002] The recent development of connected objects requires equipping them with radio frequency transponders. Generally, these radio frequency transponders operate in the UHF (Ultra High Frequency) frequency range, i.e., between 300 MHz and 3 GHz, in order to have an effective compromise between the communication rate and the spatial footprint of the embedded communication system.

[0003] In the case of transport vehicles such as pneumatic tire vehicles, connected objects can be mobile components of these transport vehicles such as pneumatic tires but also fixed connected objects in the vehicle.

[0004] It is therefore important for a central vehicle system to be aware of the various connected devices on board the vehicle, including mobile connected devices. The objective may be simply to list them or to be able to communicate with them.

[0005] Patent applications DE19518806A1 or US20210021015A1 describe embedded systems capable of communicating with connected objects installed on vehicle mounting assemblies by means of antennas, a separate antenna being associated with each mounting assembly.

[0006] These solutions therefore require the use of multiple radio frequency antennas, which are generally two-dimensional and flat, or even three-dimensional. This creates a spatial clutter within the vehicle that is detrimental to the placement of other components. Furthermore, the separation of the various elements (radio frequency reader, transmission line, radio frequency antenna, etc.) multiplies the connection points between them, increasing the risk of system failure due to the vibrations and shocks that vehicles generally experience. Finally, the large number of assemblies in a land vehicle results in a large number of transmission lines and radio frequency antennas, which is costly.

[0007] Document WO2023 / 007079A1 describes a vehicle equipped with a device for reading radio frequency transponders fitted to the mounted assemblies, the same A radio frequency antenna capable of receiving multiple radio frequency transponders. This proposal allows for a drastic reduction in the number of components on board the vehicle by sharing a significant portion of them.

[0008] While an inventory of radio frequency transponders associated with the vehicle's rolling stock assemblies is feasible, it is not easy to determine the location of each radio frequency transponder on the vehicle and in particular to distinguish those located at the front and rear of the vehicle, which amounts to knowing the location of the assemblies mounted on the steering or non-steering axle of the vehicle. Description of the invention

[0009] The invention aims to improve the state of the art. In particular, a method and a system are proposed for locating the mounted assemblies of a vehicle by distinguishing whether they are on a steering axle or on a non-steering axle.

[0010] Such a distinction makes it possible to know whether a detected mounted assembly is at the front or rear of the vehicle.

[0011] More specifically, a method for locating the rolling vehicle assemblies is proposed, each assembly comprising at least one radio frequency transponder communicating by backscattering and comprising at least one unique identifier in a memory space, the vehicle comprising a device sensitive to the angle of the vehicle's steering wheel and a radio communication system galvanically coupled to at least one radio frequency antenna, said at least one radio frequency antenna covering in radio frequency communication at least one spatial area of ​​the vehicle included in a cavity in which are located the assemblies situated on the same side of the vehicle with respect to an axial plane of the vehicle, comprising the following steps: - a detection phase during a defined period of vehicle movement during which at least two values ​​provided by said device are determined, corresponding to two distinct steering wheel angles, said detection phase comprising the following steps: - radio frequency interrogations of at least said memory space of radio frequency transponders (communicating in backscatter); - reception, via at least one radio frequency antenna, of electrical signals representative of responses from said radio frequency transponders; - an analysis phase subsequent to the detection phase, comprising the following steps: - for each received signal, determination of the unique identifier encoded in said electrical signal; - for each unique coded identifier and for each of the two or more device values ​​determined, determination of the number of received signals containing said unique coded identifier during said duration; and, based on the comparison of the read rates determined from said numbers corresponding to each of the two or more device values, for the same unique coded identifier, deduce whether said unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of said vehicle

[0012] According to preferred embodiments, the invention comprises one or more of the following features which can be used separately or in partial combination with each other or in total combination with each other: - said duration corresponds to a drive under the same weather conditions; - said steering wheel angle-sensitive device is included in a group comprising a sensor for the steering wheel angle of the vehicle, an accelerometer according to the transverse direction of said vehicle, a sensor for the pitch angle of said vehicle, a sensor for the steering angle of the wheels, an output signal from a stability control device of said vehicle, a GPS system; - during said period, driving is carried out at a speed of less than 100 km / h, preferably less than 50 km / h and very preferably less than 20 km / h; - during said period, the driving is carried out at a substantially constant speed; - in which said at least one unique identifier comprises an SGTIN identifier associated with a component of a respective assembled assembly; - in which said detection phase includes at least a first sub-phase corresponding to values ​​provided by said device corresponding to a first steering wheel angle range, preferably around 0, and a second sub-phase corresponding to values ​​provided by said device corresponding to a second steering wheel angle range located above a threshold value, and preferably below a second threshold value; - the said first and second sub-phases have a duration of at least one second; - the method further comprises, during said analysis phase, for each received signal, determination of at least one quantity of the electrical signal, and for each unique coded identifier and for each of the at least two determined device values, determination of a set of quantities of the corresponding electrical signal; and in which said deduction of whether a unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of said vehicle is also based on an evaluation of the dispersion of said quantities in said assembly by comparison between quantities corresponding to each of said at least two values ​​provided by said device. - said quantity of the electrical signal is based on a measurand included in a group comprising an amplitude of the electrical signal, a phase of the electrical signal relative to a signal emitted by said at least one radio frequency antenna; - said dispersion is evaluated according to a metric included in a group comprising a mean value, a median value, a standard deviation and a variance

[0013] Another object relates to a vehicle mounting system for locating rolling components, capable of being associated with a vehicle, each mounting component comprising at least one radio frequency transponder communicating by backscattering, comprising at least one unique identifier in a memory space, the system comprising: - a radio communication transmitter / receiver system, - at least one radio frequency antenna galvanically coupled to the radio communication transmitter / receiver system, at least one radio frequency antenna capable of covering in communication at least one spatial area of ​​the vehicle included in a cavity in which are located the mounted assemblies situated on the same side of the vehicle with respect to an axial plane of the vehicle, capable of emitting radio waves from the electrical signals at the output of the transmitter / receiver system and capable of receiving radio waves to convert them into a received electrical signal, - at least one device capable of providing values ​​sensitive to the steering wheel angle of said vehicle; - a processing device comprising at least one microprocessor and a memory space, capable of dividing said electrical signal into electrical signals representative of responses from said radio frequency transponders, and of implementing an analysis phase comprising: for each received signal, determination of the unique identifier encoded in said electrical signal;

[0014] for each unique coded identifier and for each of the two or more determined device values, determination of the number of received signals containing said unique coded identifier during said duration; and, based on the comparison of the read rates determined from said numbers corresponding to each of the two at least values ​​of the device, for the same unique coded identifier, deduce whether said unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of said vehicle.

[0015] According to one embodiment, said steering wheel angle sensitive device is included in a group comprising a steering wheel angle sensor, a vehicle lateral direction accelerometer, a vehicle pitch angle sensor, a wheel steering angle sensor, an output signal from a vehicle stability control device, and a GPS system.

[0016] Another object relates to a vehicle comprising a location system as previously described.

[0017] Thus, although a single radio frequency antenna is provided to cover one side of the vehicle in communication, i.e. at least two mounted assemblies, it is made possible to distinguish the detected assemblies which are mounted on a steering axle and those which are mounted on a non-steering axle.

[0018] This method and system therefore allows the acquisition of important additional information to locate and identify the radio frequency transponders associated with mobile connected objects of the vehicle.

[0019] In particular, they make it possible to solve the problem of locating the connected and rolling vehicle assemblies among the vehicle assemblies on demand, especially in real time at the time the vehicle is moving.

[0020] The location of these makes it possible in particular to strengthen the safety of the vehicle's operation by ensuring the correct configuration of the vehicle in relation to the manufacturer's recommendations and thus to take full advantage of the vehicle's potential.

[0021] For example, it may be detected that a type of pneumatic tire intended for a non-steering axle has been fitted to a steering axle. This detection may trigger an alarm for the driver or other automatic behaviors aimed at ensuring the safety of the vehicle and its passengers.

[0022] According to another example, installing a spare wheel in place of the original tire assembly can generate different vehicle safety behaviors depending on whether it is a steering or non-steering axle. It may be possible to limit the vehicle's speed or the power transmitted by the drivetrain to avoid any risk to the vehicle or its passengers. Brief description of the drawings

[0023] Other aspects, objects, advantages and features of the invention will become more apparent upon reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example, and made with reference to the accompanying drawings in which: - Fig. 1 represents a simplified, cavalier perspective view of an example of a motor vehicle, according to one embodiment, - Figure [Fig. 2] represents an example of an assembly mounted according to one embodiment, - Figure 3 schematically illustrates one possible implementation of a system of radiocommunication, - Figures 4a and 4b represent two examples of situations of assemblies mounted in relation to a vehicle, according to one embodiment. - Fig. 5 represents an example of measurements of the number of signals received as a function of the axles and steering wheel angles. DETAILED DESCRIPTION OF SPECIFIC METHODS OF IMPLEMENTATION

[0024] The method and system presented are applicable to any type of land vehicle having at least one steering axle and one non-steering axle. They are particularly applicable to motor vehicles having a single steering axle and a single non-steering axle, but can also be applied to truck-type vehicles having more than two axles. They can also be applied to self-guided motor vehicles or ground drones.

[0025] Fig. 1 illustrates a simplified, cavalier perspective view of an example of an automobile-type vehicle.

[0026] In this illustrative example, the motor vehicle 2 is represented by a transparent volume representing the closed, fitted body. For clarity, the axles and the powertrain have been removed.

[0027] Vehicle 2 has cavities 21a-l, 21a-2, 21b-l, 21b-2 provided each to accommodate a mounted assembly.

[0028] Fig. 2 illustrates an example of a mounted assembly adapted to be inserted into such a cavity.

[0029] The mounted assembly 40a-1 is more particularly adapted to be inserted into the respective cavity 20a-1. Mounted assemblies 40a-2, 40b-1, 40b-2, adapted to be inserted into the respective cavities 20a-2, 20b-1, 20b-2, may be identical or similar to this mounted assembly shown in [Fig.2].

[0030] This assembled unit, or wheel, 40a-1 comprises a pneumatic tire (or more simply, a tire) 42a-1 and a rim 43a-1.

[0031] A radio frequency transponder device 41a-1 is attached to this assembled unit. It can be positioned directly on or within the 42a-1 tire. In particular, it can be embedded within the tire's structure itself. It can also be positioned on the 43a-1 rim.

[0032] The assembled unit may also include equipment such as a TPMS (for "Tire Pressure Monitoring System"), a TMS (for "Tire Mounted System"), etc.

[0033] The radio frequency transponder may be designed to communicate by backscattering. Such a transponder may, for example, be an RFID tag conforming to ISO 1800-6.

[0034] Backscatter communication is a method of data transmission that uses electromagnetic signals already present in the environment. Rather than generating its own signals, a backscatter device modulates and reflects existing signals to communicate information. These radio frequency transponders are associated with a center frequency, which must be known to the interrogating device (here, the transmitter / receiver system 311).

[0035] This technique is particularly advantageous because it does not require an external power supply to the radio frequency transponders, which can thus utilize the energy from the received waves. This point is particularly crucial given the difficulty of powering a device embedded in a mounted assembly.

[0036] An RFID tag (acronym for "Radio Frequency 1D identification") consists primarily of an electronic chip and an antenna. The chip contains the information to be transmitted, while the antenna enables communication with the RFID reader. Passive tags do not have their own power source and are activated by the signal from the RFID reader.

[0037] The radio frequency transponder 41a-l includes at least one unique identifier stored in a memory space of this transponder.

[0038] The energy of the signal received from a radio communication transmitter / receiver system (for example, from an RFID reader) allows the radio frequency transponder chip to modulate this signal according to the data it wishes to transmit. It is envisaged here that the radio frequency transponder will respond to a query from the radio communication transmitter / receiver system with at least the stored unique identifier.

[0039] This unique identifier can, for example, be an identifier of the radio frequency transponder (in particular of its chip) or an identifier of an element of the assembled assembly 40a-1, for example of its rim 43a-1 or, preferably, of its tire casing 42a-1. These element identifiers can be the serial numbers of these elements.

[0040] In particular, a unique identifier may be an SGTIN identifier associated with a component of a respective assembled unit.

[0041] The SGTIN (acronym for "Serialized Global Trade Item Number") combines the GTIN (for "Global Trade Item Number") of a product with a unique serial number. The structure is: - "EPC Header" (electronic product code header, or "Electronic Product Code): Indicates that this is an SGTIN and specifies the length of the other fields. - "GSI Company Prefix": Identifies the company who produced or distributed the relevant element of the assembled unit. - "Item Reference": Designates the type of item (equivalent to GTIN or EAN barcode). - "Serial Number": A number to differentiate each element.

[0042] According to embodiments, the memory space of the radio frequency transponder can contain several identifiers (for example a chip identifier and a tire identifier) ​​and other data in addition to this or these identifiers.

[0043] As illustrated in [Fig.1], the vehicle also includes a localization system 3 for the rolling mounted assemblies of the vehicle 2. This localization system can also, more generally, enable communication with the radio frequency transponders installed on the mounted assemblies.

[0044] The location system includes a radio communication system 31. This system may be composed of one or more devices, each performing one or more functions as illustrated in [Fig.3].

[0045] These devices constituting the radio communication system can be distributed in the vehicle or co-located, for example at the level of the firewall, which is a wall mainly vertical in relation to the floor of the vehicle and which delimits the engine compartment located at the front of the vehicle from the passenger compartment.

[0046] The radio communication system 31 includes, in particular, a radio communication transmitter / receiver system 311. This system may be designed to modulate and demodulate electrical signals. In particular, it can convert digital signals into analog signals and vice versa. These analog signals are representative of the electromagnetic waves emitted or received by means of antennas 32a, 32b galvanically connected to this transmitter / receiver system 311.

[0047] According to one embodiment, as mentioned previously, this transmitter / receiver system 311 can be an RFID reader. It is a device designed to read and interpret the data contained in RFID tags.

[0048] From this radio communication system 31, and more specifically from the transmitter / receiver system 311, two bidirectional communication cables 32a, 32b run respectively to the left and right sides of the vehicle 2.

[0049] In the following, the terms left and right allow us to distinguish the two sides of the vehicle according to the direction of forward movement. The separation between the right side and the left side can be made with respect to an axial plane (for example, median) 22 which intersects Vehicle 2 is in two parts. This axial plane 22 is perpendicular to the floor of the vehicle and coplanar with the direction of movement of the vehicle.

[0050] The communication cables are traveling wave cables and are mounted on the transmitter / receiver system 311 to form a galvanic link. Each cable runs through the structure of the vehicle 2 to reach the vicinity of at least one cavity for mounting the assemblies. Each cable includes signal transmission sections and radiating sections.

[0051] In fact, each cable 32a, 32b reaches the vicinity of two cavities for receiving the mounted assemblies, each corresponding to the front axle and the rear axle of the vehicle 2.

[0052] At the level of the first cavity 21a-l, the cable 32a has at least one radiating portion 32a-1 forming an antenna. This radiating portion can be continuous and describe an angular sector of 120 degrees around the axis of the front axle.

[0053] This radiating part is located at the intended passage of the element carrying the radio frequency transponder. In other words, the radio frequency antenna 32a-1 covers, in communication, at least a spatial area of ​​the vehicle included in the cavity 21a-1 intended to receive a mounted assembly 40a-1.

[0054] In this way, as illustrated in [Fig.2], the transmitter / receiver system 311 can be made to communicate with the transponder 41a-1 when the latter is in the area covered by the radio frequency antenna 32a-1.

[0055] The same applies to the other cavities of the vehicle.

[0056] Thus, the same cable 32a also extends to a second receiving cavity 21a-2 located on the same left side of the vehicle. In the illustrated example, this cavity 21a-2 corresponds to the rear axle, while the first cavity 21a-1 corresponds to the front axle. Near this cavity, the cable 32a also has a radiating portion, or radio frequency antenna, covering a spatial area of ​​the vehicle within this cavity 21a-2.

[0057] This cavity 21a-2 is intended to receive a mounted assembly 40a-2. In this way, the transmitter / receiver system 311 can communicate with the transponder 41a-2 when the latter is in the area covered by the radio frequency antenna 32a-2.

[0058] The radiating part 32a-2 forming the antenna can be continuous and describe an angular sector of 90 degrees around the axis of the rear axle. This value may differ from that of the antenna 32a-1 corresponding to the front axle because it is assumed in this example that the rear axle is not steerable. Consequently, the assembled unit moves very little angularly during vehicle movement. Also, radio frequency communication between the radiating part 32a-2 of the bidirectional communication cable 32a is facilitated compared to that of the part radiating 32a-1 corresponding to the directional front axle, generating an angular movement of the assembled unit, for example when turning.

[0059] These two radiating parts 32a-1, 32a-2 are shown here separated, but they could be joined. Each allows communication only with a respective radio frequency transponder 41a-1, 41a-2, of a mounted assembly. However, in the case of a dual-wheel axle, such as in a utility vehicle in traction mode, the radiating part 32a-2 located near the cavity 21a-2 can allow communication with the radio frequency transponders of the various dual mounted assemblies located on the same axle and on the same side of the vehicle 2.

[0060] It therefore appears that the transmitter / receiver system 311 can receive an electrical signal on the cable 32a which can come from several radio frequency transponders, via the plurality of radiating parts 32a-1, 32a-2.

[0061] Similarly, the two-way communication cable 32b comprises two radiating parts 32b-l, 32b-2 corresponding to two cavities, respectively 21b-l, 21b-2, located on the right side of the vehicle. Since the arrangement on this right side can be completely symmetrical and identical to that on the left side, it will not be described in further detail here.

[0062] It is important to note that the transmitter / receiver system 311 can receive an electrical signal on the cable 32b which can come from several radio frequency transponders, via the plurality of radiating parts 32b-1, 32b-2.

[0063] The total length of the communication cable 32a, 32b may not exceed 5 meters, in particular thanks to the pooling provided by the fact that the same cable may include several radiating parts associated with several receiving cavities of mounted assemblies.

[0064] According to one embodiment, the radiating portion forming the radio frequency antenna, 32a-1, 32a-2, 32b-1, 32b-2, can be greater than 50 centimeters, which corresponds to one-quarter of the development of a tire 42a-1, 42a-2, 42b-1, 42b-2 in the case of a passenger vehicle. This length exceeds the unit length of the cable for UHF radio frequency communication at 920 MHz or 2.4 GHz. It is therefore compatible with RFID communication.

[0065] Also, the transmitter / receiver system 311 can determine whether a received signal originates from the left or right side of the vehicle, by knowing which bidirectional communication cable, 32a, 32b, it comes from. The problem then becomes determining whether the signal originates from a steering axle (generally front) or a non-steering axle (generally rear).

[0066] It is then planned that the localization system 3 shall include at least one device 33 capable of providing values ​​sensitive to the steering angle of the vehicle.

[0067] A value sensitive to steering wheel angle is a value that varies when the angle of rotation of the vehicle's steering wheel changes. In other words, this value is representative of the vehicle's heading and therefore of the rotation of the steering axles.

[0068] This value can, of course, be directly the steering wheel rotation angle of vehicle 2, which can be captured by an angular sensor located on the steering wheel itself. But other types of devices can also be considered, such as an accelerometer measuring the vehicle's lateral direction, a vehicle pitch angle sensor, a wheel steering angle sensor, an output signal from a vehicle stability control device (or ESP for "Electronic Stability Program"), a GPS (Global Positioning System) whose historical geographical positions of the vehicle allow for route planning, etc. Other devices are also possible insofar as they can provide a value representative of the vehicle's change of direction.

[0069] The radio communication system 31 is designed to trigger a detection phase, followed by an analysis phase. These two phases work together to determine the location of the radio frequency transponders of the assemblies mounted among the steering and non-steering axles of the vehicle. As previously mentioned, the radio frequency transponders allow the respective mounted assemblies to be identified by means of their unique identifiers.

[0070] The detection phase is triggered for a defined duration of a vehicle drive.

[0071] This detection phase includes interrogations of radio frequency transponders, and receptions of electrical signals representative of the responses of these radio frequency transponders.

[0072] The duration of the detection phase can, for example, be a few seconds, but can extend over time intervals spread over a longer period of time.

[0073] This duration must be provided to allow for the collection of a sufficient number of responses from the radio frequency transponders. This number must be large enough to allow for an analysis of the dispersion of a measurement among these responses, as will be seen later.

[0074] In addition, a large number can help to mitigate the statistical risks related to the quality and variability of the measurements that can be made on these electrical signals representative of the responses.

[0075] Preferably, this taxiing is carried out under the same weather conditions for this defined duration.

[0076] It can indeed be noted that weather conditions can substantially influence various parameters involved in the process and system described, Specifically, the quality of communication between the radio frequency transponders and the radio frequency antennas mounted on the vehicle. Variability in this quality due to weather conditions would be superimposed on the variability related to the steering angle that we are trying to estimate. It could therefore impact the quality of the results obtained.

[0077] Also, according to one embodiment, the driving is carried out at a speed of less than 100 km / h, preferably less than 50 km / h, very preferably less than 20 km / h.

[0078] Indeed, excessive speeds can generate rolls or pitching effects that could also distort measurements and location estimation. These threshold values ​​may need to be adjusted depending on the type of vehicle and the evolution of suspension systems, in particular.

[0079] It is also preferable that during the defined duration corresponding to the detection phase, the rolling takes place at a substantially constant speed.

[0080] In general, uniformity of driving conditions may be sought during the detection phase, with the exception of the steering wheel angle: since the rental estimation is based on the variation of this parameter, it is indeed advantageous to limit the variations of any other parameter during this detection phase in order to avoid any bias.

[0081] It is indeed important, however, to have a substantial variation in the steering wheel angle during this detection phase.

[0082] In particular, at least two values ​​provided by the device 33 must correspond to distinct steering wheel angles.

[0083] Preferably, these distinct angles should be substantially apart, for example corresponding to different states of vehicle driving: driving in a straight line and driving in a continuous turn.

[0084] According to one embodiment, a first population of steering wheel angles corresponds to a first interval preferably around 0°, for example less than 5°, and a second population corresponds to a second interval located above a threshold value, for example 120°, and preferably below another threshold value, for example 180°.

[0085] These intervals can correspond respectively to driving in a straight line (or substantially straight) and to a sharp and sustained turn. This type of turn can, for example, correspond to a roundabout.

[0086] To do this, the decoding device can trigger a first sub-phase to determine the first population, and a second sub-phase to determine the second population.

[0087] These sub-phases may not be entirely successive but may alternate depending on the route taken by the driver: a straight section of road to generate all or part of the first population, while a sharp turn may generate all or part of the second population. If another straight section of road or another turn occurs, the respective populations may be enriched.

[0088] According to one embodiment, there are not two distinct populations but one population distributed over a wide distribution of steering wheel angles, the important point being to have enough "points" corresponding to distant steering wheel angles.

[0089] The radio communication system 31 can control this detection phase. According to one embodiment, it can control the detection phase by detecting opportune moments to trigger measures, for example by detecting straight road segments and curves held for a sufficient time.

[0090] For example, these detections can be predictive or reactive by controlling the consistency of the value generated by the device 33: - It can detect the presence of a straight road segment by the absence of variation in the value from device 33 for a certain time. It is then likely that this segment continues and therefore that a detection phase must be triggered (first sub-phase). - it can trigger a sub-phase (first or second) and abandon it if the conditions are not maintained long enough (exit from the straight road segment, exit from the maintained turn).

[0091] According to one embodiment, the first and second sub-phases have a duration of at least one second, which allows the acquisition of a sufficient number of measurement points allowing for dispersion analysis and, possibly, statistical consolidation, as previously explained.

[0092] According to one embodiment, the radio communication system 31 can also control the detection phase so as to comply with the constraints mentioned above, for example, maintaining a constant speed below a defined threshold and driving under identical weather conditions. If the radio communication system 31 detects that one or more of these constraints are no longer being met, it can interrupt the detection phase and, possibly, restart it later.

[0093] This detection phase includes radio frequency interrogations of at least the memory space of the radio frequency transponders 41a-l, 41a-2, 41b-l, 41b-2 containing the unique identifier.

[0094] The detection phase also includes the reception of electrical signals representative of responses from these radio frequency transponders, in particular if these transponders are passive, meaning that these transponders communicate by backscattering.

[0095] Interrogations and receptions are performed via the radio frequency antennas 32a, 32b.

[0096] The communication transmitter / receiver system 311 can provide an electrical signal corresponding to the radio frequency behavior received by the antennas. This electrical signal comprises all the electrical signals representative of the responses of the radio frequency transponders communicating by backscattering.

[0097] The radio communication system 31 also includes a processing device 312, 313, 314, 315, capable of processing the signals provided by the radio communication transmitter / receiver system 311.

[0098] A signal processing device 312 may be provided to cut (or isolate) this received electrical signal into at least one electrical signal representative of a response, or, in other words, into a coded response corresponding to a given radio frequency transponder.

[0099] It is noted that radio frequency transponders communicating by backscatter generally have a variable latency period. Therefore, it is highly unlikely that the same interrogation will generate two responses from radio frequency transponders located on the same side of the vehicle (and thus received via the same communication cable 32a, 32b) within the same time interval. It is therefore possible, in the vast majority of cases, to segment, or isolate, the responses within the received signal.

[0100] A device 313 can be used to control the detection phase, and in particular to determine whether conditions allow triggering an analysis phase or whether the detection phase should be maintained. This includes verifying that responses have been received for a sufficient number of different steering wheel angles, as explained previously. To this end, the values ​​provided by the device 33 can be recorded to verify in real time whether this stopping criterion is met.

[0101] The analysis phase can be triggered subsequently to the detection phase.

[0102] It includes a step, which can be implemented by device 314, of determining, for each received signal (i.e. for each response from a radio frequency transponder communicating in backscattering) the unique identifier encoded in that signal.

[0103] According to one embodiment, at least one quantity of the electrical signal is also determined.

[0104] The radio communication system 31 can thus associate a received response with a given radio frequency transponder. Analysis of the magnitude of the electrical signal allows, statistically, the determination of the transponder location between a steering axle and a non-steering axle.

[0105] The magnitude of the electrical signal is intended to be representative of a distance between the radio frequency transponder communicating in backscatter and the respective radiating part(s) of the two-way communication cable.

[0106] Figures 4a and 4b are top views of a vehicle 2 on which four mounted assemblies 40a-1, 40a-2, 40b-1, 40b2 each comprising a single radio frequency transponder, respectively 41a-1, 41a-2, 41b-1, 41b-2.

[0107] The two-way communication cables are also shown, each comprising two sets of radiating parts, respectively 32a-1, 32a-2 and 32b-1, 32b-2, represented by black rectangles on the cable.

[0108] In this example, therefore, the antennas are subdivided into two radiating parts in order to maximize radio frequency coverage, but obviously other embodiments are possible.

[0109] In [Fig.4a], the vehicle is travelling on a straight section of road. The mounted components are therefore in alignment with the vehicle.

[0110] In [Fig.4b], the vehicle is making a turn. The mounted elements 40a-l, 40b-l, installed on the steering axle, have rotated according to the steering wheel angle.

[0111] This rotation of the mounted elements generates a relative displacement of the radio frequency transponders with respect to the radio frequency antennas (which are fixed and attached to the vehicle). This relative displacement in turn generates a variation in the distance between the radio frequency transponder and the respective antenna.

[0112] This variation can be captured by the magnitude of the electrical signal designed for this purpose. However, it can also lead to a loss of coverage, particularly due to the rotation of the wheel around the axle while driving, causing the radio frequency transponder to rotate. Rotation around the axle and rotation due to the steering wheel angle can prevent interrogations from generating a response from this transponder.

[0113] On [Fig.4b], we see that the rotation of the front axle brings the radio frequency transponder 41b-l closer to the antenna 32b-l, while it moves the radio frequency transponder 41a-l further away from the antenna 32a-1.

[0114] It is possible that the antenna 32a-l may not receive a response from the radio frequency transponder, or less frequently, depending on the position of the transponder due to the rotation of the wheel around the axle axis at the time of interrogation by the transmitter / receiver system 311.

[0115] As mentioned previously, a quantity of the received electrical signal can also be measured (when a response is actually received).

[0116] Different types of electrical signal quantities can be considered.

[0117] Several measurands can be considered. For example, the magnitude of the electrical signal can be based on an amplitude of the electrical signal, a phase of the electrical signal relative to a signal emitted by the radio frequency antenna (for transponder interrogations), etc.

[0118] In general, the chosen quantity must vary when the angle of the steering axle varies.

[0119] A device 315 is provided to determine, for each unique coded identifier, a number of received signals containing that unique coded identifier, in at least two intervals corresponding to the at least two values ​​provided by the device 33 which correspond to distinct steering wheel angles.

[0120] Knowing the number of interrogations, device 315 can deduce a read rate, corresponding to the ratio between the number of signals received and a unit of time to receive these signals.

[0121] In other words, device 315 counts the number of coded responses received for each unique identifier and for each range of device values ​​corresponding to (at least) two distinct steering wheel angles.

[0122] Based on the comparison of the reading rates determined according to the numbers obtained, for each of these intervals of values ​​of the device, for the same unique coded identifier, it can deduce whether this unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of the vehicle.

[0123] Indeed, if a radio frequency transponder is located on a mounting assembly installed on a steering axle, moving the antenna closer to or further from the axle will result in non-responses depending on the steering wheel angle, decreasing the response rate corresponding to certain ranges of device values ​​(corresponding to a range of the steering wheel angle). If a radio frequency transponder is installed on a non-steering axle, then its response rate will remain constant regardless of the steering wheel angle.

[0124] In other words, the rate of reading received signals containing a unique coded identifier forms a criterion for differentiation between the assemblies mounted on a steering axle and those installed on a non-steering axle.

[0125] Also, the unique coded identifiers corresponding to variations, or disparity, in the number of signals received according to the steering wheel angle correspond to assemblies mounted and installed on a steering axle, and the unique coded identifiers corresponding to a non-variation in this number of signals received according to the steering wheel angle correspond to assemblies mounted and installed on a non-steering axle.

[0126] A simple comparison of reading rates according to steering wheel angle therefore makes it possible to determine whether a unique identifier corresponds to a steering or non-steering axle.

[0127] According to one embodiment, in order to further enhance the robustness of the proposed method and systems, the magnitudes of the electrical signals are measured. This mechanism could supplement or verify the determination based on the number of responses received in certain situations.

[0128] The device 315 can then be provided to determine further, for each unique identifier coded in the electrical signal, a set of quantities of the corresponding electrical signal.

[0129] Based on an assessment of the dispersion of the quantities by comparison of two populations, each corresponding to an interval of steering angle applied to the vehicle, it can deduce whether the unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of the vehicle.

[0130] More specifically, if there is a difference between the measured quantities for each of the two intervals then the unique coded identifier corresponds to a mounted assembly located on a steering axle.

[0131] If there is no difference, then the unique coded identifier corresponds to a mounted assembly located on a non-steering axle.

[0132] The evaluation of the dispersion of the measured quantity on electrical signals containing a unique identifier of a given mounted assembly forms a criterion for differentiation between mounted assemblies installed on a steering or non-steering axle.

[0133] Dispersion can be assessed in various ways. For example, it can be based on a metric such as a mean, a median, a standard deviation, and / or a variance. Any other estimator of the dispersion of a statistical population can obviously be used.

[0134] It is therefore observed that the radio frequency transponders of the mounted assemblies installed on a steering axle experience a significant variation in their distance from the antennas. This variation in distance results in a variation in the number of responses received (and therefore the read rate) and in the magnitude of the electrical signal from the corresponding antenna. It is therefore possible to detect that a mounted assembly is installed on a steering axle by studying the variation in the magnitude associated with the electrical signals containing the unique identifier of that mounted assembly between two distinct steering wheel angle positions.

[0135] Conversely, a mounted assembly installed on a non-steering axle does not generate any variability in the reading rate and the measured quantity on the electrical signal containing a unique identifier corresponding to this mounted assembly.

[0136] Thanks to the proposed mechanisms, in particular based on the determination and comparison of the number of responses received (and therefore the reading rates) for two sufficiently distinct steering angles applied to the vehicle, according to the unique identifiers contained in the responses of the radio frequency transponders, it is possible to accurately locate an assembly mounted on a steering axle or on a non-steering axle.

[0137] In most cases, there is only one steering axle and one non-steering axle, which allows for complete localization.

[0138] In most cases also, it is only important to know whether a mounted assembly is installed on a sensing axle or on a non-sensing axle.

[0139] An example has been given of checking the installation of a suitable mounted assembly on a type of axle, certain types of mounted assembly being more particularly suitable for steering axles.

[0140] Fig. 5 represents an experimental example of received signal read rate measurements for a front steering axle, AV, and a rear non-steering axle, AR.

[0141] For each axle, the values ​​of the steering wheel angle-sensitive device 33 allow the construction of 3 populations corresponding to a straight line (PAR>L and PAV,L), a right turn (PARjD and Pav,d) and a left turn (PARjG and PAV,G).

[0142] For the non-steering axle AR, it is noted that the three populations PAR>L, Par,d and Par,g are "clustered" around a rate magnitude of about 170-200, while the three populations PAV,L, Pav,d and Pav,g are dispersed over a substantially wider range of magnitudes, approximately between 30 and 130 (considering a mean metric for each population).

[0143] In other words, based on the comparison of the reading rates corresponding to each of the populations, it can be deduced whether a unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of the vehicle.

[0144] Of course, the present invention is not limited to the examples and embodiment described and illustrated. In particular, it is susceptible to numerous variations accessible to those skilled in the art.

Claims

1. Demands Method for locating the rolling vehicle assemblies (40a-1, 40a-2, 40b-1, 40b-2) of a vehicle (2), each assembly comprising at least one radio frequency transponder (41a-1, 41a-2, 41b-1, 41b-2) communicating by backscattering and comprising at least one unique identifier in a memory space, the vehicle comprising a device (33) sensitive to the angle of the vehicle's steering wheel and a radio communication system (31) galvanically coupled to at least one radio frequency antenna (32a, 32b), said at least one radio frequency antenna covering in radio frequency communication at least one spatial area of ​​the vehicle included in a cavity (21a-1, 21a-2, 21b-1, 21b-2) in which are located the assemblies situated on the same side of the vehicle with respect to an axial plane (22) of the vehicle, comprising the following steps: - a detection phase during a defined period of vehicle movement during which at least two values ​​provided by said device (33) are determined, corresponding to two distinct steering wheel angles, said detection phase comprising the following steps: radio frequency interrogations of at least said memory space of the radio frequency transponders; reception, via at least one radio frequency antenna, of electrical signals representative of responses from said radio frequency transponders; - an analysis phase subsequent to the detection phase, comprising the following steps: for each received signal, determination of the unique identifier encoded in said electrical signal; For each unique coded identifier and for each of the two or more device values ​​determined, determine the number of received signals containing said unique coded identifier during said duration; and, based on a comparison of the read rates determined from said numbers corresponding to each of the two or more device values, for the same unique coded identifier, deduce whether said unique coded identifier corresponds to a assembly mounted and located on a steering or non-steering axle of said vehicle.

2. Method for locating the rolling mounted assemblies of a vehicle according to the preceding claim, wherein said duration (T) corresponds to a drive under iso-weather conditions.

3. A method for locating the rolling assembly units of a vehicle according to any one of claims 1 or 2, wherein said steering wheel angle-sensitive device is included in a group comprising a steering wheel angle sensor, a transverse accelerometer of said vehicle, a pitch angle sensor of said vehicle, a wheel steering angle sensor, an output signal from a stability control device of said vehicle, and a GPS system.

4. A method for locating the rolling assembly units of a vehicle according to any one of the preceding claims, wherein, during said time, the rolling is carried out at a speed of less than 100 km / h, preferably less than 50 km / h and very preferably less than 20 km / h.

5. A method for locating the rolling assemblies of a vehicle according to any one of the preceding claims, wherein, during said time, the rolling is carried out at a substantially constant speed.

6. A method for locating the rolling assembly units of a vehicle according to any one of the preceding claims, wherein said at least one unique identifier comprises an SGTIN identifier associated with a component of a respective assembly unit.

7. A method for locating the rolling assembly units of a vehicle according to any one of the preceding claims, wherein said detection phase comprises at least a first sub-phase corresponding to values ​​provided by said device corresponding to a first steering wheel angle range, preferably around 0, and a second sub-phase corresponding to values ​​provided by said device corresponding to a second steering wheel angle range located above a threshold value, and preferably below a second threshold value.

8. A method for locating the rolling mounted assemblies of a vehicle according to the preceding claim, wherein said first and second sub-phases have a duration of at least one second.

9. A localization method according to any one of the preceding claims, further comprising during said analysis phase, for each received signal, determination of at least one quantity of the electrical signal, and for each unique coded identifier and for each of the at least two determined device values, determination of a set of corresponding electrical signal quantities; and wherein said deduction of whether a unique coded identifier corresponds to a mounted set located on a steering or non-steering axle of said vehicle is also based on an evaluation of the dispersion of said quantities in said set by comparison between quantities corresponding to each of said at least two values ​​provided by said device.

10. A method for locating the rolling mounted assemblies of a vehicle according to claim 9, wherein said magnitude of the electrical signal is based on a measurand included in a group comprising an amplitude of the electrical signal, a phase of the electrical signal relative to a signal emitted by said at least one radio frequency antenna.

11. A method for locating the rolling assembly components of a vehicle according to any one of claims 9 or 10, wherein said dispersion is evaluated according to a metric included in a group comprising a mean value, a median value, a standard deviation and a variance.

12. A location system (3) for the rolling assembly units of a vehicle, capable of being associated with a vehicle (2), each assembly unit comprising at least one backscattering radio frequency transponder comprising at least one unique identifier in a memory space, the system comprising: - a radio communication transmitter / receiver system (311), - at least one radio frequency antenna (32a, 32b) galvanically coupled to the radio communication transmitter / receiver system, the at least one radio frequency antenna capable of providing communication coverage at least

13.

14. a spatial area of ​​the vehicle included in a cavity (21a-l, 21a-2, 21b-l, 21b-2) in which are located the mounted assemblies situated on the same side of the vehicle with respect to an axial plane of the vehicle, capable of emitting radio waves from the electrical signals at the output of the transmitter / receiver system and capable of receiving radio waves to convert them into a received electrical signal, - at least one device (33) capable of providing values ​​sensitive to the steering wheel angle of said vehicle; - a processing device (312, 313, 314, 315) comprising at least one microprocessor and a memory space, capable of dividing said electrical signal into electrical signals representative of responses from said radio frequency transponders, and of implementing an analysis phase comprising: for each received signal, determination of the unique identifier encoded in said electrical signal; for each unique coded identifier and for each of the two or more device values ​​determined, determination of the number of received signals containing said unique coded identifier during said time; and, based on the comparison of the read rates determined from said numbers corresponding to each of the two or more device values, for the same unique coded identifier, deduce whether said unique coded identifier corresponds to a mounted assembly located on a steering or non-steering axle of said vehicle. Location system (3) of the rolling mounted assemblies of a vehicle according to the preceding claim, wherein said steering wheel angle sensitive device is included in a group comprising a steering wheel angle sensor, an accelerometer in the transverse direction of said vehicle, a pitch angle sensor of said vehicle, a wheel steering angle sensor, an output signal from a stability control device of said vehicle, a GPS system. Vehicle (2) comprising a location system (33) according to one of claims 12 or 13.

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