Bluetooth-based tire pressure sensor positioning method

Abstract

A Bluetooth-based tire pressure sensor positioning method. The tire pressure sensor positioning method comprises the steps of: S1, establishing a Bluetooth connection between a vehicle ECU and a tire pressure sensor, and establishing clock synchronization on the vehicle ECU and the tire pressure sensor; S2, the tire pressure sensor periodically sending a positioning data packet to the vehicle ECU, wherein the positioning data packet at least comprises a time offset, and the time offset is used for representing a moment at which the tire pressure sensor reaches a reference point; S3, the vehicle ECU calculating, on the basis of the time offset, a corresponding moment at which a vehicle ECU side reaches the reference point; S4, the vehicle ECU compiling statistics on degrees of deviation with respect to acquired ABS information on the basis of the corresponding moment, and determining the position of the tire pressure sensor on the basis of a statistical result; and S5, if the vehicle ECU determines the position of the tire pressure sensor, the vehicle ECU instructing the tire pressure sensor to stop sending the positioning data packet.

Description

A Bluetooth-based tire pressure sensor positioning method Technical Field

[0001] This invention relates to the field of vehicle tire positioning technology, and in particular to a Bluetooth-based tire pressure sensor positioning method. Background Technology

[0002] Tire Pressure Monitoring Systems (TPMS) play a crucial role in vehicle safety. Battery-powered tire pressure sensor modules installed inside the tires continuously monitor key parameters such as tire pressure, temperature, and acceleration. These sensors then transmit detailed information to the vehicle's ECU via radio frequency signals, providing vital data support for safe vehicle operation.

[0003] To accurately assess the condition of each tire, each tire pressure sensor is equipped with a unique ID code. This requires the vehicle to be configured to match the tire position with the sensor's ID code, allowing the vehicle to know precisely which module is located at which tire position, such as the front left or front right.

[0004] Traditional tire pressure sensors typically use 315MHz or 433MHz transmitters for data transmission. However, this method has limitations; data can only be transmitted unidirectionally from the tire pressure sensor to the vehicle's ECU. Furthermore, the sensor enters automatic positioning mode every time the vehicle is driven, executing the automatic positioning algorithm a fixed number of times. This frequent automatic positioning significantly impacts battery power consumption, thus reducing the product's lifespan.

[0005] Traditional matching methods mainly include the following:

[0006] Manual matching: This method requires professionals to use specialized tools to complete the matching work. It is quite difficult, time-consuming and labor-intensive, and requires a high level of technical skill from the operators.

[0007] Automatic positioning is achieved by using the RSSI signal strength of radio frequency signals. However, RSSI signals are greatly affected by environmental factors, such as building obstruction and electromagnetic interference, which leads to poor positioning results and makes it difficult to accurately determine the tire position.

[0008] Automatic positioning is achieved by combining ABS data: this method offers advantages such as high positioning accuracy, minimal environmental influence, and no need for manual intervention. However, it has strict requirements on the timing of sensor radio frequency transmission, leading to higher power consumption.

[0009] In recent years, tire pressure sensors using Bluetooth technology have gradually been applied to the market. However, their current automatic positioning solutions only identify location information through RSSI, which results in poor positioning accuracy and a tendency for positioning errors, affecting users' trust in the technology and their user experience. Summary of the Invention

[0010] To address the aforementioned problems in the prior art, this invention proposes a Bluetooth-based tire pressure sensor positioning method, which can effectively locate the tire pressure sensor and extend its service life.

[0011] Specifically, this invention proposes a Bluetooth-based tire pressure sensor positioning method, comprising the following steps:

[0012] S1, the vehicle ECU and the tire pressure sensor establish a Bluetooth connection and create clock synchronization on the vehicle ECU and the tire pressure sensor;

[0013] S2, the tire pressure sensor periodically sends a positioning data packet to the vehicle ECU, the positioning data packet including at least a rollback time, the rollback time being used to characterize the moment when the tire pressure sensor reaches the reference point;

[0014] S3, the vehicle ECU calculates the corresponding time when the vehicle ECU reaches the reference point based on the rollback time;

[0015] S4, the vehicle ECU performs deviation statistics on the acquired ABS information based on the corresponding time, and locates the tire pressure sensor according to the statistical results;

[0016] S5, if the vehicle ECU locates the tire pressure sensor, the vehicle ECU instructs the tire pressure sensor to stop sending the location data packet.

[0017] According to an embodiment of the present invention, in step S1, creating clock synchronization includes the following steps:

[0018] S11, create counters with the same time step on the vehicle ECU and tire pressure sensor;

[0019] S12, the vehicle ECU acquires the count value of the counter of the tire pressure sensor;

[0020] S13, the vehicle ECU calculates the synchronization time difference between the vehicle ECU and the tire pressure sensor based on the count value of the counter of the tire pressure sensor.

[0021] According to one embodiment of the present invention, the time step is less than or equal to 1 ms.

[0022] According to an embodiment of the present invention, in step S2, after receiving the vehicle ECU start positioning command, the tire pressure sensor performs the following steps:

[0023] The self-localization algorithm is executed, which includes acquiring the centripetal acceleration of the wheel, wherein the characteristic curve of the centripetal acceleration is a sine curve, and selecting a specific angle of the centripetal acceleration as the reference point.

[0024] The self-localization algorithm is completed, and the localization data packet containing the backoff time is generated;

[0025] The location data packet is sent to the vehicle ECU.

[0026] According to one embodiment of the present invention, the highest point, lowest point, or zero-crossing point of the sine curve of the centripetal acceleration is selected as the reference point.

[0027] According to one embodiment of the present invention, let T2 be the time when the tire pressure sensor completes the positioning algorithm, T3 be the time when the positioning data packet is sent, and T4 be the time difference between the time when the centripetal acceleration reaches the reference point and the time T2. Then the back-off time is T3-T2+T4.

[0028] According to an embodiment of the present invention, in step S3, if the synchronization time difference between the vehicle ECU and the tire pressure sensor is ΔT, then the corresponding time between the vehicle ECU and the reference point is T3-T2+T4-ΔT.

[0029] According to one embodiment of the present invention, in step S4, the vehicle ECU periodically receives the ABS information, which is obtained by ABS sensors installed on the wheels and includes the position information of the wheels.

[0030] According to one embodiment of the present invention, the ABS information includes the number of teeth on the wheel ring recorded by the ABS sensor, and the vehicle ECU determines the relative position of the wheel with respect to the ABS sensor based on the number of teeth.

[0031] According to one embodiment of the present invention, in step S2, the positioning data packet further includes the ID of the tire pressure sensor;

[0032] In step S4, locating the tire pressure sensor means associating the ID of the tire pressure sensor with the wheel position information contained in the ABS information in the statistical results.

[0033] This invention provides a Bluetooth-based tire pressure sensor positioning method. Clock synchronization is established between the vehicle ECU and the tire pressure sensor. Based on the backoff time contained in the positioning data packet, the vehicle ECU calculates the corresponding time when the vehicle ECU reaches the reference point. The deviation is statistically analyzed based on the ABS information obtained at that corresponding time. The tire pressure sensor is located based on the statistical results, and the tire pressure sensor is instructed to stop sending positioning data packets, thereby saving power and extending its service life.

[0034] It should be understood that the above general description and the following detailed description of the invention are exemplary and illustrative, and are intended to provide further explanation of the invention as described in the claims. Attached Figure Description

[0035] The accompanying drawings are included to provide a further understanding of the invention. They are incorporated in and constitute a part of this application. The drawings illustrate embodiments of the invention and, together with this specification, serve to explain the principles of the invention.

[0036] In the attached image:

[0037] Figure 1 shows a flowchart of a tire pressure sensor positioning method according to an embodiment of the present invention.

[0038] Figure 2 shows a schematic diagram of data interaction between a vehicle ECU and a tire pressure sensor after Bluetooth connection according to an embodiment of the present invention.

[0039] Figure 3 shows a schematic diagram of time synchronization between a vehicle ECU and a tire pressure sensor according to an embodiment of the present invention.

[0040] Figure 4 shows a schematic diagram of centripetal acceleration obtained by a tire pressure sensor according to an embodiment of the present invention. Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0043] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0044] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0045] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0046] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0047] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In addition, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of this description. Moreover, this application should be understood not only through the actual terms used, but also through the meaning implied by each term.

[0048] First, the design concept of the positioning method provided by this invention will be briefly explained. Typically, taking a small car as an example, it includes four tires: front left (FL), front right (FR), rear right (RR), and rear left (RL). After installing a tire condition monitoring system on each tire, the installation position of the tire pressure detection device needs to be determined. During tire operation, a wireless signal and a wired signal are acquired at the same reference point (same rotation angle) in any rotation cycle. The wireless signal is associated with a reference point of the acceleration signal, and the wired signal includes the ABS signal from the tire's tooth pulse sensor and the known tire position of the tooth pulse sensor (e.g., FL). Based on the wired and wireless signals, the actual tooth count information corresponding to the reference point is calculated, generating a queue of tooth count information. For example, the wireless signal of one tire, the wired signal of the front left tire (FL), the wired signal of the front right tire (FR), the wired signal of the rear right tire (RR), and the wired signal of the rear left tire (RL) can form four queues of tooth count information. Based on statistical data, the set of tooth count information with the smallest deviation, assuming the wired signal corresponds to the tire with the smallest deviation, is identified as the tire condition monitoring system installed on the front left tire (FL). This process can be repeated to determine the actual location of each tire condition monitoring system, thus enabling the tire condition monitoring system to autonomously learn its tire position.

[0049] Figure 1 shows a flowchart of a tire pressure sensor positioning method according to an embodiment of the present invention. As shown, the present invention provides a Bluetooth-based tire pressure sensor positioning method, including the following steps:

[0050] S1, the vehicle ECU and tire pressure sensor establish a Bluetooth connection and create clock synchronization on both devices. Figure 2 shows a schematic diagram of data interaction between the vehicle ECU and tire pressure sensor after Bluetooth connection according to an embodiment of the present invention. As shown, the vehicle ECU and tire pressure sensor establish a Bluetooth connection to achieve bidirectional data transmission. After the Bluetooth connection is established, communication between the two is based on the traditional client-server architecture, i.e., the vehicle ECU acts as the client and the tire pressure sensor acts as the server. To reduce power consumption, data transmission between the Bluetooth devices after connection occurs during connection events. To ensure the accuracy and timeliness of data transmission, clock synchronization needs to be created on both the vehicle ECU and tire pressure sensor.

[0051] S2, the tire pressure sensor periodically sends a positioning data packet to the vehicle ECU. The positioning data packet includes at least the back-off time, which is used to characterize the moment when the tire pressure sensor reaches the reference point.

[0052] S3, the vehicle ECU calculates the corresponding time when the vehicle ECU reaches the reference point based on the back-up time. After receiving the positioning data packet sent by the tire pressure sensor, the vehicle ECU can infer the corresponding time when the vehicle ECU reaches the reference point by parsing the back-up time in the data packet.

[0053] S4, the vehicle ECU performs a deviation analysis on the acquired ABS information based on the corresponding time, and locates the tire pressure sensor based on the statistical results. As mentioned earlier, the tire position information contained in the ABS information with the smallest deviation is associated with the tire pressure sensor to complete the location of the tire pressure sensor.

[0054] S5. If the vehicle ECU locates the tire pressure sensor, the vehicle ECU instructs the tire pressure sensor to stop sending location data packets. Stopping the sending of location data packets can significantly reduce the energy consumption of the tire pressure sensor, extend its battery life, and reduce the frequency and cost of battery replacement.

[0055] In some examples, creating clock synchronization in step S1 includes the following steps:

[0056] S11 creates counters with the same time step on the vehicle ECU and tire pressure sensor, laying the foundation for subsequent clock synchronization operations.

[0057] S12, the vehicle ECU obtains the count value of the tire pressure sensor counter. Due to differences in the environment and internal processing speed of the vehicle ECU and tire pressure sensor during actual operation, the count values ​​may not be completely consistent even though the time step of the counter is the same.

[0058] S13, the vehicle ECU calculates the synchronization time difference between itself and the tire pressure sensor based on the counter value acquired from the tire pressure sensor. Specifically, the vehicle ECU uses a specific algorithm to calculate the synchronization time difference between the two sensors based on this acquired counter value. For example, by comparing the current counter values ​​of the two sensors and using the time step conversion relationship, it calculates the exact time deviation between them in milliseconds or microseconds. The synchronization time difference is used to subsequently calculate the corresponding time when the vehicle ECU reaches the reference point.

[0059] Preferably, the time step is less than or equal to 1 ms. Tire pressure monitoring systems in vehicles require high time accuracy. When the time step is less than or equal to 1 ms, it means that the vehicle ECU and tire pressure sensors can record the passage of time on a finer time scale. For example, during the monitoring of tire pressure changes or the positioning of tire pressure sensors, many subtle changes may occur within a very short time. A smaller time step can more accurately capture these instantaneous changes, helping to obtain relevant data more promptly and accurately for subsequent analysis and processing.

[0060] In some examples, in step S2, after receiving the vehicle ECU start positioning command, the tire pressure sensor performs the following steps:

[0061] The self-localization algorithm is executed, which includes acquiring the centripetal acceleration of the wheel. The characteristic curve of the centripetal acceleration is a sine curve, and a specific angle of the centripetal acceleration is selected as a reference point. Figure 3 shows a schematic diagram of the centripetal acceleration acquired by the tire pressure sensor according to an embodiment of the present invention. As shown in the figure, it should be noted that during vehicle operation, the rotation of the wheel generates centripetal acceleration, the magnitude and direction of which change continuously with the rotation of the wheel. The centripetal acceleration is affected by gravitational acceleration and exhibits a sinusoidal wave variation. For example, when the wheel rotates one revolution, the centripetal acceleration gradually decreases from its maximum value to zero, and then increases from zero to its maximum value, and so on in a cycle. In order to accurately determine the position and state of the wheel, a specific angle needs to be selected as a reference point. This reference point can be a specific position on the centripetal acceleration curve, such as the peak, zero point, or other points with obvious characteristics of the sine curve. By selecting this reference point, an accurate benchmark can be provided for subsequent positioning calculations.

[0062] The self-localization algorithm is completed, generating a localization data packet containing the back-up time. In addition to the back-up time, the localization data packet may also contain other information related to tire status and position, such as tire pressure, temperature, acceleration, and other parameters.

[0063] Send location data packets to the vehicle ECU.

[0064] Preferably, the highest point, lowest point, or zero-crossing point of the sine curve of centripetal acceleration is selected as the reference point.

[0065] Figure 4 illustrates a schematic diagram of time synchronization between a vehicle ECU and a tire pressure sensor according to an embodiment of the present invention. As shown in the figure, in this example, clock synchronization is first established on the vehicle ECU and the tire pressure sensor. At point A in the figure, the counter value of the vehicle ECU is T0, and the counter value of the tire pressure sensor is T1.

[0066] Point B is the reference point. The tire pressure sensor at point C completes the positioning algorithm at time T2. Based on the Bluetooth communication mechanism, the positioning data packet will be sent at point D in the next connection event. The time when the positioning data packet is sent is T3. The positioning algorithm can obtain the time difference between point C and point B as T4. Therefore, the backtracking time refers to the time from point D back to point B, which is T3 - T2 + T4.

[0067] As mentioned earlier, at point A, the vehicle ECU's counter count is T0, and the tire pressure sensor's counter count is T1. Therefore, the synchronization time difference between the vehicle ECU and the tire pressure sensor is ΔT, where ΔT = (T2 - T1) * time step. In step S3, the vehicle ECU calculates the corresponding time at which it reaches the reference point based on the rollback time as T3 - T2 + T4 - ΔT.

[0068] In some examples, in step S4, the vehicle ECU periodically receives ABS information, which is obtained through ABS sensors located on the wheels and includes wheel position information.

[0069] In some examples, ABS information includes the number of teeth on the wheel's toothed ring recorded by the ABS sensor. The vehicle ECU determines the wheel's relative position to the ABS sensor based on this tooth count. The toothed ring on the wheel rotates synchronously with the wheel's rotation, and the ABS sensor, installed near the wheel, accurately records the number of teeth on the ring. Each time a tooth on the ring passes the ABS sensor, the sensor captures the corresponding signal change and counts the number of teeth passed. For example, if the ring has 96 teeth, the number of teeth recorded by the ABS sensor follows a 0-95-0-95 pattern. The vehicle ECU obtains this ABS information, including the number of teeth on the ring, and then determines the wheel's relative position to the ABS sensor based on the tooth count.

[0070] In some examples, in step S2, the location data packet also includes the ID of the tire pressure sensor;

[0071] In step S4, locating the tire pressure sensor refers to associating the tire pressure sensor's ID with the wheel position information contained in the ABS information of the statistical results. Specifically, taking a car as an example, after the vehicle ECU receives the first positioning data packet from a certain tire pressure sensor, it calculates the corresponding time when the vehicle ECU reaches the reference point based on the parsed backtracking time and synchronization time difference, and obtains the ABS information of the four wheels at the corresponding time. This step is repeated to obtain the ABS information queue of the four wheels based on n positioning data packets, and variance statistics are performed on the ABS information queue. Referring to Table 1, according to the variance statistics, the ABS information of the front left tire (FL) is more convergent, that is, the corresponding deviation is the smallest, so the tire pressure sensor corresponding to it is determined to be installed on the front left tire (FL). The vehicle ECU can send a positioning end command to the tire pressure sensor, and the tire pressure sensor will not execute the self-positioning algorithm during this driving process, which can save its battery power consumption. Through the above method, the actual position of each tire pressure sensor can be confirmed, realizing automatic positioning.

[0072] Table 1. Variance Statistics and ABS Information Queue

[0073] This invention provides a Bluetooth-based tire pressure sensor positioning method. Using Bluetooth signals as the radio frequency transmission signal, compared to traditional 315MHz and 433MHz tire pressure sensors, Bluetooth technology significantly enhances the integration of tire pressure sensors and intelligent vehicles, enabling bidirectional data transmission. In other words, the tire pressure sensor can send information such as tire pressure and temperature to the vehicle's ECU, and the vehicle ECU can also send commands or perform parameter settings to the tire pressure sensor. Furthermore, by synchronizing the clock, the vehicle ECU can find the corresponding time of the reference point based on the rollback time, thereby obtaining the ABS information at that corresponding time. The deviation of the ABS information is statistically analyzed to achieve tire pressure sensor positioning and instruct the tire pressure sensor to stop sending positioning data packets, thus saving power and extending the tire pressure sensor's lifespan.

[0074] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments described above without departing from the spirit and scope of the invention. Therefore, it is intended that this invention cover modifications and variations falling within the scope of the appended claims and their equivalents.

Claims

1. A Bluetooth-based tire pressure sensor positioning method, comprising the following steps: S1, the vehicle ECU and the tire pressure sensor establish a Bluetooth connection and create clock synchronization on the vehicle ECU and the tire pressure sensor; S2, the tire pressure sensor periodically sends a positioning data packet to the vehicle ECU, the positioning data packet including at least a rollback time, the rollback time being used to characterize the moment when the tire pressure sensor reaches the reference point; S3, the vehicle ECU calculates the corresponding time when the vehicle ECU reaches the reference point based on the rollback time; S4, the vehicle ECU performs deviation statistics on the acquired ABS information based on the corresponding time, and locates the tire pressure sensor according to the statistical results; S5, if the vehicle ECU locates the tire pressure sensor, the vehicle ECU instructs the tire pressure sensor to stop sending the location data packet.

2. The tire pressure sensor positioning method of claim 1, wherein, In step S1, creating clock synchronization includes the following steps: S11, create counters with the same time step on the vehicle ECU and tire pressure sensor; S12, the vehicle ECU acquires the count value of the counter of the tire pressure sensor; S13, the vehicle ECU calculates the synchronization time difference between the vehicle ECU and the tire pressure sensor based on the count value of the counter of the tire pressure sensor.

3. The tire pressure sensor positioning method of claim 2, wherein, The time step is less than or equal to 1 ms.

4. The tire pressure sensor positioning method of claim 1, wherein, In step S2, after receiving the vehicle ECU start positioning command, the tire pressure sensor performs the following steps: The self-localization algorithm is executed, which includes collecting the centripetal acceleration of the wheel, wherein the characteristic curve of the centripetal acceleration is a sine curve, and selecting a specific angle of the centripetal acceleration as the reference point. The self-localization algorithm is completed, and the localization data packet containing the backoff time is generated; The location data packet is sent to the vehicle ECU.

5. The tire pressure sensor positioning method of claim 4, wherein, The highest point, lowest point, or zero-crossing point of the sine curve of the centripetal acceleration is selected as the reference point.

6. The tire pressure sensor positioning method of claim 4, wherein, Let T2 be the time when the tire pressure sensor completes the positioning algorithm, T3 be the time when the positioning data packet is sent, and T4 be the time difference between the time when the centripetal acceleration reaches the reference point and the time T2. Then the back-off time is T3-T2+T4.

7. The tire pressure sensor positioning method of claim 6 wherein, In step S3, if the synchronization time difference between the vehicle ECU and the tire pressure sensor is ΔT, then the corresponding time between the vehicle ECU and the reference point is T3-T2+T4-ΔT.

8. The tire pressure sensor positioning method of claim 1, wherein, In step S4, the vehicle ECU periodically receives the ABS information, which is obtained through ABS sensors installed on the wheels and includes the position information of the wheels.

9. The tire pressure sensor positioning method of claim 8 wherein, The ABS information includes the number of teeth on the wheel ring recorded by the ABS sensor, and the vehicle ECU determines the relative position of the wheel with respect to the ABS sensor based on the number of teeth.

10. The tire pressure sensor positioning method of claim 8, wherein, In step S2, the positioning data packet also includes the ID of the tire pressure sensor; In step S4, locating the tire pressure sensor means associating the ID of the tire pressure sensor with the wheel position information contained in the ABS information in the statistical results.

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