A dynamic adjustment system for automobile wheels

Abstract

The present invention discloses a vehicle wheel dynamic adjustment system, which includes a driving detection module, a control module and a toe adjustment module. The driving detection module is used to detect the turning radius of the vehicle, the control module is used to determine a first toe value according to the turning radius, wherein the first toe value is negatively correlated with the turning radius, and the toe adjustment module is used to adjust the wheel according to the first toe value. The present invention continuously obtains the turning radius from the driving detection module through the control module for processing, controls the toe adjustment module to adjust the toe angle of the front wheel, and the wheel of the vehicle is in a toe out state, thereby maintaining the sensitivity of the vehicle turning, and when the vehicle exits the curve, the first toe value is restored to a value close to zero or an initial value, thereby flexibly adjusting the toe angle of the wheel, so that the toe angle of the wheel can always maintain a state adapted to the road conditions, and improve the power performance and safety performance of the vehicle. The present invention is widely used in the field of automobile technology.

Description

Technical Field

[0001] The invention relates to the technical field of automobiles, in particular to a dynamic adjustment system for automobile wheels. Background Art

[0002] The toe angle and camber angle of a car tire are related to the dynamic performance and safety performance of the car. However, in the prior art, four-wheel alignment is required at the manufacturer or maintenance company to adjust the tire posture. The adjustment procedure of the tire posture is complicated and cannot adapt to driving needs in real time. Summary of the invention

[0003] In view of the technical problems that the current adjustment procedure of automobile tire posture is complicated and cannot adapt to driving needs in real time, the purpose of the present invention is to provide a dynamic adjustment system for automobile wheels.

[0004] The embodiment of the present invention includes a vehicle wheel dynamic adjustment system, including:

[0005] Driving detection module; the driving detection module is used to detect the turning radius of the car;

[0006] A control module; the control module is used to determine a first toe-in value according to the turning radius; the first toe-in value is negatively correlated with the turning radius;

[0007] Toe-in adjustment module; the toe-in adjustment module is used to adjust the wheels according to the first toe-in value.

[0008] Further, determining the first toe-in value according to the turning radius includes:

[0009] According to the formula Determine the first toe value; wherein, R represents the turning radius, L represents the wheelbase of the vehicle, α represents the first toe value, and α is a negative value.

[0010] Further, the toe-in adjustment module includes a front wheel toe-in adjustment unit and a rear wheel toe-in adjustment unit;

[0011] The front wheel toe adjustment unit is used for performing Ackerman correction on the front wheel according to the first toe value;

[0012] The rear wheel toe adjustment unit is used for performing Ackerman correction on the rear wheel according to the first toe value.

[0013] Further, performing Ackerman correction on the front wheel according to the first toe value includes:

[0014] adjusting the inner front wheel to the first toe value;

[0015] According to the formula Determine a second toe value corresponding to the outer front wheel; wherein K represents an Ackerman correction rate, α represents the first toe value, α0 represents the toe value corresponding to the inner front wheel when the outer front wheel meets the standard Ackerman steering, and β represents the second toe value;

[0016] Adjust the outer front wheel to the second toe value.

[0017] Further, performing Ackerman correction on the rear wheels according to the first toe value includes:

[0018] adjusting the inner rear wheel to the first toe value;

[0019] Adjust the outer rear wheel to the second toe value.

[0020] Furthermore, the driving detection module is also used to detect the degree of bumpiness of the car;

[0021] The control module is further configured to adjust the first toe value to its opposite value when the bumpiness reaches a threshold value;

[0022] The toe adjustment module is further configured to adjust the wheel to the adjusted first toe value.

[0023] Furthermore, the driving detection module includes:

[0024] AR camera unit; the AR camera unit is used to capture the real scene of the environment where the car is located and obtain a real scene image;

[0025] An image processing unit; the image processing unit is used to perform image processing on the real scene image to obtain a first turning radius;

[0026] Navigation unit; the navigation unit is used to obtain the location of the car and obtain the second turning radius according to the location of the car;

[0027] Integration unit; the integration unit is used to integrate the first turning radius and the second turning radius to obtain the turning radius of the car.

[0028] Furthermore, the driving detection module also includes:

[0029] Acceleration detection unit; the acceleration detection unit is used to detect the acceleration of the car in a direction perpendicular to the ground, and determine the degree of bumpiness based on the acceleration.

[0030] Furthermore, the vehicle wheel dynamic adjustment system also includes:

[0031] Tire temperature detection module; the tire temperature detection module is used to detect the temperature distribution of the tire tread in the direction of the line connecting the inner and outer sides of the tire;

[0032] The control module is used to determine the camber value according to the temperature distribution;

[0033] Camber adjustment module; the camber adjustment module is used to adjust the wheel according to the camber value.

[0034] Further, determining the camber value according to the temperature distribution includes:

[0035] determining a temperature gradient corresponding to the temperature distribution;

[0036] When the temperature gradient points to the outside of the tire, the camber value is set to a positive value;

[0037] When the temperature gradient points to the inner side of the tire, the camber value is set to a negative value;

[0038] The size of the camber value is set to be positively correlated with the size of the temperature gradient.

[0039] The beneficial effects of the present invention are as follows: the automobile wheel dynamic adjustment system in the embodiment continuously obtains the turning radius from the driving detection module for processing through the control module, and controls the toe adjustment module to adjust the toe angle of the front wheel. When the automobile enters a curve, the first toe value α is a negative value, so the wheels of the automobile are in a Toe out state, thereby maintaining the turning sensitivity of the automobile, and when the automobile exits the curve, the first toe value α is restored to a value close to zero or an initial value, thereby flexibly adjusting the toe angle of the wheel, so that the toe angle of the wheel can always maintain a state adapted to the road conditions, thereby improving the power performance and safety performance of the automobile. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 A schematic diagram of the structure of a dynamic adjustment system for automobile wheels in an embodiment;

[0041] Figure 2 is a schematic diagram of the toe angle of a tire in an embodiment;

[0042] Figure 3 is a schematic diagram of the camber angle of a tire in an embodiment;

[0043] Figure 4 It is a schematic diagram of the principle of calculating the first toe value in the embodiment;

[0044] Figure 5 It is a schematic diagram of the principle of calculating the second toe value in the embodiment;

[0045] Figure 6 A schematic diagram of the installation position of the tire temperature detection module in the embodiment;

[0046] Figure 7 Schematic diagram of the working principle of the tire temperature detection module in the embodiment. DETAILED DESCRIPTION

[0047] In this embodiment, refer to Figure 1 The automobile wheel dynamic adjustment system includes a control module, a driving detection module, a toe adjustment module, a tire temperature detection module and a camber adjustment module. Among them, the control module, the driving detection module and the toe adjustment module can realize the basic functions of the automobile wheel dynamic adjustment system.

[0048] In this embodiment, a device with a control function dedicated to the dynamic adjustment system of automobile wheels can be used as the control module, and an electronic control unit ECU on the automobile can also be used as the control module.

[0049] In this embodiment, the toe angle (Toe) of the tire is as follows: Figure 2 As shown in the figure, the toe angle of the tire is equivalent to the angle between the horizontal axis of the tire and the line connecting the rear end to the front end of the vehicle. The camber angle of the tire is Figure 3 As shown, the camber angle of the tire is equivalent to the angle between the vertical axis of the tire and the vertical line.

[0050] In this embodiment, the toe adjustment module and the camber adjustment module can both be installed on the vehicle, receive the control instructions issued by the control module, and perform driving actions according to the control instructions. The toe adjustment module and the camber adjustment module can use an electric motor or a hydraulic pump as a power source. The toe adjustment module adjusts the toe angle of the tire by driving the toe link; the camber adjustment module adjusts the camber angle of the tire by driving the camber link.

[0051] In this embodiment, the driving detection module includes an AR camera unit, an image processing unit, a navigation unit and an integration unit. Among them, the AR camera unit can be installed at a position such as the front of the car, so as to capture the real scene of the environment where the car is located and obtain a real scene image. The image processing unit performs binarization and contour extraction on the real scene image, obtains features such as road markings and road boundaries contained in the real scene image, thereby identifying the trajectory curve of the road contained in the real scene image, and calculating the equivalent circle radius of the position of the car in the trajectory curve, thereby obtaining the first turning radius.

[0052] In this embodiment, the navigation unit obtains the position of the car based on the satellite positioning system, finds the road corresponding to the position of the car in the electronic map, calculates the equivalent circle radius of the position of the car on the road, and thus obtains the second turning radius.

[0053] In this embodiment, the first turning radius is the turning radius of the current position of the car obtained by real scene capture and road image recognition, and the second turning radius is the turning radius of the current position of the car obtained by satellite positioning and searching an electronic map. The first turning radius and the second turning radius obtained by different methods are integrated by an integration unit to obtain the turning radius of the car. The integration performed by the integration unit may be to calculate the average of the first turning radius and the second turning radius to obtain the turning radius of the car. By integrating the first turning radius and the second turning radius, the error caused by a single turning radius acquisition method can be reduced, thereby obtaining the accurate turning radius of the road where the car is currently located.

[0054] The driving detection module sends the detected turning radius R to the control module. The control module calculates the first toe value α according to the turning radius R. In this embodiment, the first toe value α is negatively correlated with the turning radius R, that is, the larger the turning radius R, the smaller the first toe value α.

[0055] Reference Figure 4 , the turning radius R is equivalent to the distance from the outer rear wheel (the rear wheel farthest from the steering center) to the steering center. Assuming the wheelbase of the car is a fixed value L, then the first toe value α satisfies Therefore, if the wheelbase L and turning radius R of the car are known, we can solve the equation The first toe value α is calculated.

[0056] After calculating and obtaining the first toe-in value α, the control module sends the first toe-in value α to the toe-in adjustment module, and the toe-in adjustment module adjusts the wheel according to the first toe-in value α.

[0057] In this embodiment, the toe adjustment module includes two parts: a front wheel toe adjustment unit and a rear wheel toe adjustment unit. The front wheel toe adjustment unit can be installed at a position near the front wheel to adjust the front wheel according to the first toe value α; the rear wheel toe adjustment unit can be installed at a position near the rear wheel to adjust the rear wheel according to the first toe value α.

[0058] In this embodiment, when the front wheel toe adjustment unit adjusts the front wheel according to the first toe value α, an Ackerman correction method may be adopted. Figure 5 , the front wheel toe adjustment unit adjusts the inner front wheel (the front wheel close to the steering center) to the first toe value α, according to the set Ackerman correction rate K and the toe value α0 corresponding to the inner front wheel when the outer front wheel meets the standard Ackerman steering, through the formula A second toe value β is calculated, and the outer front wheel (the front wheel far from the steering center) is adjusted to the second toe value β.

[0059] On the other hand, the rear wheel toe adjustment unit also performs similar actions as the front wheel toe adjustment unit. Specifically, the rear wheel toe adjustment unit adjusts the inner rear wheel (the rear wheel close to the steering center) to a first toe value α and adjusts the outer rear wheel (the rear wheel far from the steering center) to a second toe value β.

[0060] In this embodiment, the control module can continuously obtain the turning radius from the driving detection module for processing, and control the toe adjustment module to adjust the toe angle of the front wheel. When the car enters a curve, the first toe value α is a negative value, so the wheels of the car are in a Toe out state, thereby maintaining the turning sensitivity of the car, and when the car exits the curve, the first toe value α is restored to a value close to zero or an initial value, thereby flexibly adjusting the toe angle of the wheel, so that the toe angle of the wheel can always maintain a state of adapting to the road conditions, thereby improving the power performance and safety performance of the car; wherein the inner and outer front wheels and the inner and outer rear wheels are maintained in a state that meets the standard Ackerman steering, so that the vertical lines of all the wheels of the vehicle can point to the center of the circle, so that the direction of the resultant force of the external force on each wheel is more unified, and the cornering posture of the vehicle body is smoother and more stable.

[0061] In this embodiment, the driving detection module is further provided with an acceleration detection unit. The acceleration of the vehicle in a direction perpendicular to the ground is detected by the acceleration detection unit, and the degree of bumps caused by factors such as road conditions or tire blowouts can be determined according to the magnitude of the acceleration itself or the magnitude of the rate of change of the acceleration over time. For example, the greater the acceleration itself or the greater the rate of change of the acceleration over time, the greater the degree of bumps. The value of the acceleration itself or the rate of change of the acceleration over time can be used as the degree of bumps.

[0062] In this embodiment, the image processing unit in the driving detection module can also compare the pixel positions corresponding to the same imaging point in several real-life images taken continuously to determine the position change of the same pixel, thereby determining the degree of bumps caused by factors such as road conditions or tire blowouts. Since the installation position of the AR camera unit in the driving detection module is generally fixed, the greater or faster the position change of the same pixel, the greater the degree of bumps. The position change value of the same pixel in two real-life images taken adjacently or at a certain time interval can be used as the degree of bumps.

[0063] In this embodiment, the driving detection module sends the calculated bumpiness to the control module. The control module sets a threshold and compares the bumpiness with the threshold. When the bumpiness is not less than the threshold, it is determined that the bumpiness is large enough, and thus it is determined that the vehicle has a tire blowout or encounters a bad road surface, and the first toe value α is adjusted to its opposite number (-α) and sent to the toe adjustment module, and the toe adjustment module adjusts the wheel to the adjusted first toe value (-α).

[0064] Because the wheels of the car are in a Toe-out state when the toe-in adjustment module adjusts the wheels to the first toe-in value (-α) after adjustment in a bumpy situation, the wheels of the car can be in a Toe-in state by the toe-in adjustment module, which is beneficial to stabilize the steering of the car and ensure driving safety.

[0065] In this embodiment, the vehicle wheel dynamic adjustment system also includes a tire temperature detection module. Figure 6 and Figure 7 , an infrared sensor can be used as a tire temperature detection module. The tire temperature detection module can be installed in a position such as a wheel fender, and the tire tread is scanned by infrared rays to detect the temperature distribution of the tire tread in the direction of the line connecting the inner and outer sides of the tire.

[0066] In this embodiment, refer to Figure 6 The tire tread can be divided into inner, middle, and outer areas. The tire temperature detection module scans each area to measure the temperature value corresponding to each area. The tire temperature detection module sends each temperature value to the control module to obtain the temperature distribution of the tire tread.

[0067] In this embodiment, the control module calculates the temperature gradient according to the temperature distribution of the tire tread. Specifically, the temperature gradient points from the high temperature area to the low temperature area. When the temperature distribution of the tire tread is uneven, the average gradient can be calculated as the temperature gradient.

[0068] In this embodiment, when the temperature gradient points to the outside of the tire, that is, the tread temperature on the inside of the tire is higher than the tread temperature on the outside of the tire, the control module sets the camber value to a positive value. When the control module sends the camber value to the camber adjustment module, the camber adjustment module adjusts the wheel to tilt outward according to the camber value, which is beneficial to increase the contact area between the low-temperature tread on the outside of the tire and the ground, thereby increasing grip and ensuring driving safety.

[0069] In this embodiment, when the temperature gradient points to the inside of the tire, that is, the tread temperature on the outside of the tire is higher than the tread temperature on the inside of the tire, the control module sets the camber value to a negative value. When the control module sends the camber value to the camber adjustment module, the camber adjustment module adjusts the wheel to tilt inward according to the camber value, which helps to increase the contact area between the low-temperature tread on the inside of the tire and the ground, thereby increasing grip and helping to ensure driving safety.

[0070] In this embodiment, the relationship between the camber value and the temperature gradient can be set as follows: for every 10°C increase in the temperature gradient, the camber value increases by 0.5°. By setting the camber value to be positively correlated with the temperature gradient, the tread can be tilted more when the temperature difference between different areas of the tread is greater, thereby compensating for the grip to a greater extent, which is beneficial to ensuring driving safety.

[0071] It should be noted that, unless otherwise specified, when a feature is referred to as "fixed" or "connected" to another feature, it may be directly fixed or connected to another feature, or it may be indirectly fixed or connected to another feature. In addition, the descriptions of up, down, left, right, etc. used in this disclosure are only relative to the relative positional relationship of the components of the present disclosure in the accompanying drawings. The singular forms of "a", "said" and "the" used in this disclosure are also intended to include the plural forms, unless the context clearly indicates other meanings. In addition, unless otherwise defined, all technical and scientific terms used in this embodiment have the same meaning as those generally understood by technicians in this technical field. The terms used in the specification of this embodiment are only for describing specific embodiments, not for limiting the present invention. The term "and / or" used in this embodiment includes any combination of one or more related listed items.

[0072] It should be understood that, although the term first, second, third etc. may be adopted to describe various elements in the present disclosure, these elements should not be limited to these terms. These terms are only used to distinguish the same type of elements from each other. For example, without departing from the scope of the present disclosure, the first element may also be referred to as the second element, and similarly, the second element may also be referred to as the first element. The use of any and all examples or exemplary language ("for example", "such as" etc.) provided by the present embodiment is only intended to better illustrate embodiments of the present invention, and unless otherwise required, the scope of the present invention will not be limited.

[0073] It should be appreciated that embodiments of the present invention may be implemented or enforced by computer hardware, a combination of hardware and software, or by computer instructions stored in a non-transitory computer-readable memory. The method may be implemented in a computer program using standard programming techniques - including a non-transitory computer-readable storage medium configured with a computer program, wherein the storage medium so configured causes the computer to operate in a specific and predefined manner - according to the methods and drawings described in the specific embodiments. Each program may be implemented in a high-level procedural or object-oriented programming language to communicate with a computer system. However, if desired, the program may be implemented in an assembly or machine language. In any case, the language may be a compiled or interpreted language. In addition, the program may be run on a programmed ASIC for this purpose.

[0074] In addition, the operations of the process described in this embodiment may be performed in any suitable order, unless otherwise indicated in this embodiment or otherwise clearly contradicted by the context. The process described in this embodiment (or variations and / or combinations thereof) may be performed under the control of one or more computer systems configured with executable instructions, and may be implemented as a code (e.g., executable instructions, one or more computer programs, or one or more applications) executed jointly on one or more processors, by hardware or a combination thereof. The computer program includes a plurality of instructions that may be executed by one or more processors.

[0075] Further, the method can be implemented in any type of computing platform that is operably connected to a suitable computer, including but not limited to a personal computer, a minicomputer, a mainframe, a workstation, a network or distributed computing environment, a separate or integrated computer platform, or in communication with a charged particle tool or other imaging device, etc. Various aspects of the present invention can be implemented in machine-readable code stored on a non-transitory storage medium or device, whether removable or integrated into a computing platform, such as a hard disk, an optical read and / or write storage medium, a RAM, a ROM, etc., so that it can be read by a programmable computer, and when the storage medium or device is read by the computer, it can be used to configure and operate the computer to perform the process described herein. In addition, the machine-readable code, or a portion thereof, can be transmitted via a wired or wireless network. When such media includes instructions or programs that implement the steps described above in conjunction with a microprocessor or other data processor, the invention described in this embodiment includes these and other different types of non-transitory computer-readable storage media. When programmed according to the methods and techniques of the present invention, the present invention also includes the computer itself.

[0076] The computer program can be applied to input data to perform the functions described in the present embodiment, thereby converting the input data to generate output data stored in a non-volatile memory. The output information can also be applied to one or more output devices such as a display. In a preferred embodiment of the present invention, the converted data represents a physical and tangible object, including a specific visual depiction of the physical and tangible object produced on the display.

[0077] The above is only a preferred embodiment of the present invention. The present invention is not limited to the above implementation. As long as the technical effect of the present invention is achieved by the same means, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the scope of protection of the present invention. Within the scope of protection of the present invention, its technical scheme and / or implementation method may have various modifications and changes.

Claims

1. A vehicle wheel dynamic adjustment system, characterized in that: The automobile wheel dynamic adjustment system comprises: Driving detection module; the driving detection module is used to detect the turning radius of the car; A control module; the control module is used to determine a first toe-in value according to the turning radius; the first toe-in value is negatively correlated with the turning radius; A toe-in adjustment module; the toe-in adjustment module is used to adjust the wheel according to the first toe-in value; The driving detection module is also used to detect the degree of bumpiness of the car; The control module is further configured to adjust the first toe value to its opposite number when the bumpiness reaches a threshold; The toe adjustment module is also used to adjust the wheel to the adjusted first toe value; The driving detection module comprises: AR camera unit; the AR camera unit is used to capture the real scene of the environment where the car is located and obtain a real scene image; An image processing unit; the image processing unit is used to perform image processing on the real scene image to obtain a first turning radius; Navigation unit; the navigation unit is used to obtain the location of the car and obtain the second turning radius according to the location of the car; Integration unit; the integration unit is used to integrate the first turning radius and the second turning radius to obtain the turning radius of the car.

2. The vehicle wheel dynamic adjustment system according to claim 1, characterized in that: The determining a first toe-in value according to the turning radius includes: According to the formula Determine the first toe value; wherein, R represents the turning radius, L represents the wheelbase of the vehicle, α represents the first toe value, and α is a negative value.

3. The vehicle wheel dynamic adjustment system according to claim 1, characterized in that: The toe-in adjustment module includes a front wheel toe-in adjustment unit and a rear wheel toe-in adjustment unit; The front wheel toe adjustment unit is used for performing Ackerman correction on the front wheel according to the first toe value; The rear wheel toe adjustment unit is used for performing Ackerman correction on the rear wheel according to the first toe value.

4. The vehicle wheel dynamic adjustment system according to claim 3, characterized in that: The performing Ackerman correction on the front wheel according to the first toe value includes: adjusting the inner front wheel to the first toe value; According to the formula Determine a second toe value corresponding to the outer front wheel; wherein K represents an Ackerman correction rate, α represents the first toe value, α0 represents the toe value corresponding to the inner front wheel when the outer front wheel meets the standard Ackerman steering, and β represents the second toe value; Adjust the outer front wheel to the second toe value.

5. The vehicle wheel dynamic adjustment system according to claim 4, characterized in that: The performing Ackerman correction on the rear wheel according to the first toe value comprises: adjusting the inner rear wheel to the first toe value; Adjust the outside rear wheel to the second toe value.

6. The vehicle wheel dynamic adjustment system according to claim 1, characterized in that: The driving detection module also includes: Acceleration detection unit; the acceleration detection unit is used to detect the acceleration of the car in a direction perpendicular to the ground, and determine the degree of bumpiness based on the acceleration.

7. The vehicle wheel dynamic adjustment system according to any one of claims 1 to 6, characterized in that: The automobile wheel dynamic adjustment system also includes: Tire temperature detection module; the tire temperature detection module is used to detect the temperature distribution of the tire tread in the direction of the line connecting the inner and outer sides of the tire; The control module is used to determine the camber value according to the temperature distribution; Camber adjustment module; the camber adjustment module is used to adjust the wheel according to the camber value.

8. The vehicle wheel dynamic adjustment system according to claim 7, characterized in that: Determining the camber value according to the temperature distribution includes: determining a temperature gradient corresponding to the temperature distribution; When the temperature gradient points to the outside of the tire, the camber value is set to a positive value; When the temperature gradient points to the inner side of the tire, the camber value is set to a negative value; The size of the camber value is set to be positively correlated with the size of the temperature gradient.

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