Wheel alignment automatic detection system and method for a vehicle

Abstract

A wheel alignment detection system for a vehicle includes a plurality of sensors and a controller. Each of the plurality of sensors is configured to generate a signal. The controller is in communication with the plurality of sensors and is configured to: detect an external force exerted on the vehicle based on the signal from at least one of the plurality of sensors; determine whether a magnitude of the external force exerted on the vehicle is between a first predetermined value and a second predetermined value; and command the vehicle to provide an alert in response to determining that the magnitude of the external force exerted on the vehicle is between the first predetermined value and the second predetermined value, wherein the alert indicates that a wheel alignment check should be performed.

Description

Technical Field

[0001] This disclosure relates to an automatic wheel alignment detection system and method for vehicles. Background Technology

[0002] This section provides an overview of the background of this disclosure. Within the scope described in this section, the work of the currently named inventors and aspects of the specification at the time of filing that do not constitute prior art are neither explicitly nor implicitly considered to be prior art to this disclosure.

[0003] Some vehicles consist of wheels and tires attached to the wheels. During use, the wheels may become misaligned for various reasons. Regardless of the specific cause, wheel alignment checks should be performed regularly to extend the life of the vehicle's tires. Therefore, it is desirable to develop a method and system for automatically detecting wheel misalignment. Summary of the Invention

[0004] This disclosure describes a system and method for automatic wheel alignment detection. The system of this disclosure provides a visual representation of whether the wheels are aligned or misaligned, thereby helping the vehicle user determine whether the vehicle wheels should be aligned. In the system and method of this disclosure, vehicle sensors such as inertial measurement units (IMUs) are used to detect events that may lead to wheel misalignment, and in response, the vehicle user is notified to perform an automatic wheel alignment check. During this automatic wheel alignment check, sensors such as cameras and IMUs are used to check whether the vehicle is traveling along a straight path when commanded, allowing the vehicle user to determine whether the wheels are misaligned. Due to the capabilities of the system and method of this disclosure, the vehicle user no longer needs to guess whether the vehicle wheels are misaligned. Instead, the system and method of this disclosure provide the vehicle user with a reliable way to automatically check wheel alignment, enabling the vehicle user to take timely remedial measures to extend the life of the vehicle tires.

[0005] In one aspect of this disclosure, a wheel alignment detection system for a vehicle includes a plurality of sensors and a controller. Each of the plurality of sensors is configured to generate a signal. The controller communicates with the plurality of sensors and is configured to: detect an external force applied to the vehicle based on signals from at least one of the plurality of sensors; determine whether the magnitude of the external force applied to the vehicle is between the first predetermined value and the second predetermined value; and, in response to determining that the magnitude of the external force applied to the vehicle is between the first predetermined value and the second predetermined value, command the vehicle to provide an alarm. The alarm indicates that a wheel alignment check should be performed.

[0006] In one aspect of this disclosure, the system also includes a display that communicates with the controller. The controller is configured to command the display to show an alarm indicating that a wheel alignment check should be performed.

[0007] In one aspect of this disclosure, the controller is configured to: monitor the distance traveled by the vehicle; determine whether the distance traveled by the vehicle is equal to or greater than a predetermined distance threshold; and, in response to determining that the distance traveled by the vehicle is equal to or greater than the predetermined distance threshold, command the display to show an alarm.

[0008] In one aspect of this disclosure, the system also includes at least one airbag in the vehicle. The airbag communicates with a controller, and the controller is configured to: determine that the magnitude of an external force applied to the vehicle is greater than a third predetermined value. The third predetermined value is greater than a first predetermined value and a second predetermined value. The controller is also configured to: determine whether at least one airbag has deployed based on signals from at least one of a plurality of sensors; and, in response to determining that at least one airbag has not deployed and determining that the magnitude of the external force applied to the vehicle is greater than the third predetermined value, command a display to provide an alarm. As discussed above, the alarm indicates that a wheel alignment check should be performed.

[0009] In one aspect of this disclosure, the controller is configured to: command the display to provide a selection prompt to allow a vehicle user to choose whether to perform a wheel alignment check when an alarm is provided; and receive user input from the vehicle user. The user input is the vehicle user's selection to perform a wheel alignment check. The controller is also configured to: determine, based on the user input, that the vehicle user wants to perform a wheel alignment check; and, in response to receiving the user input, command the vehicle to perform a wheel alignment check.

[0010] In one aspect of this disclosure, the controller is configured to: determine the actual vehicle path of the vehicle while the vehicle is moving based on signals from at least one of a plurality of sensors; compare the actual vehicle path of the vehicle with a predetermined desired path to determine a path offset; and determine whether the path offset is greater than a predetermined offset threshold.

[0011] In one aspect of this disclosure, the controller is configured to: generate an image showing the overlap or deviation between the actual vehicle path and the predetermined desired path in response to determining that the path offset is greater than a predetermined offset threshold; and command the display to show the image showing the overlap or deviation between the actual vehicle path and the predetermined desired path.

[0012] In one aspect of this disclosure, the wheel alignment check is automatically performed by the vehicle, and the vehicle operates autonomously.

[0013] In one aspect of this disclosure, the controller is configured to: instruct a vehicle user to position the vehicle's steering wheel so that the vehicle moves along a straight path; and instruct the vehicle user to accelerate the vehicle to a predetermined speed without changing the position of the steering wheel.

[0014] In one aspect of this disclosure, the controller is configured to command the display to show the results of a wheel alignment check. The controller is also configured to detect wheel misalignment and, in response to detecting wheel misalignment, perform at least one of the following: (1) providing the vehicle user with options for nearby auto repair shops and receiving an auto repair shop selection from the vehicle user to correct the wheel alignment; (2) assisting the vehicle user in scheduling one of the nearby auto repair shop options to correct the wheel alignment later; or (3) providing the vehicle user with a reminder at predetermined time intervals in the future.

[0015] This disclosure also describes a wheel alignment detection method for a vehicle. In one aspect of this disclosure, the method includes: detecting an external force applied to the vehicle; determining whether the magnitude of the external force applied to the vehicle is between a first predetermined value and a second predetermined value; and, in response to determining that the external force applied to the vehicle is between the first predetermined value and the second predetermined value, commanding the vehicle to provide an alarm. The alarm indicates that a wheel alignment check should be performed.

[0016] In one aspect of this disclosure, the method also includes instructing the vehicle's display to show an alarm to the vehicle user.

[0017] In one aspect of this disclosure, the method further includes monitoring the distance traveled by the vehicle; determining whether the distance traveled by the vehicle is equal to or greater than a predetermined distance threshold; and commanding the vehicle to provide an alarm in response to determining that the distance traveled by the vehicle is equal to or greater than the predetermined distance threshold.

[0018] In one aspect of this disclosure, the method further includes detecting that the magnitude of an external force applied to the vehicle is greater than a third predetermined value. The third predetermined value is greater than a first predetermined value and a second predetermined value. The method also includes determining whether at least one airbag in the vehicle has deployed, and in response to determining that at least one airbag has not deployed and detecting that the magnitude of an external force applied to the vehicle is greater than the third predetermined value, commanding the vehicle to provide an alarm.

[0019] In one aspect of this disclosure, the method also includes prompting a vehicle user to select whether to perform a wheel alignment check in response to providing an alert. The vehicle user's selection is user input. The method also includes commanding the vehicle to perform a wheel alignment check in response to receiving user input indicating that a wheel alignment check will be performed.

[0020] In one aspect of this disclosure, the method further includes: detecting the actual vehicle path while the vehicle is moving, and comparing the actual vehicle path with a predetermined desired path to determine a path offset. Furthermore, the method includes determining whether the path offset is greater than a predetermined offset threshold.

[0021] In one aspect of this disclosure, the method further includes generating an image showing the overlap between the actual vehicle path and the predetermined desired path in response to determining that the path offset is greater than a predetermined offset threshold, and commanding the vehicle's display to show an image showing the overlap or deviation between the actual vehicle path and the predetermined desired path.

[0022] In one aspect of this disclosure, the wheel alignment check is performed automatically by the vehicle.

[0023] In one aspect of this disclosure, the method also includes instructing a vehicle user to position the vehicle's steering wheel so that the vehicle moves along a straight path, and instructing the vehicle user to accelerate the vehicle to a predetermined speed without changing the position of the steering wheel.

[0024] In one aspect of the invention, the method further includes displaying the results of a wheel alignment check.

[0025] Further applicability of this disclosure will become apparent from the detailed description provided below. It should be understood that the detailed description and specific examples are for illustrative purposes only and are not intended to limit the scope of this disclosure.

[0026] The above features and advantages, as well as other features and advantages, of the systems and methods disclosed herein will be apparent from the detailed description including the claims and exemplary embodiments, taken in conjunction with the accompanying drawings. Attached Figure Description

[0027] This disclosure will be more fully understood from the detailed description and accompanying drawings, in which:

[0028] Figure 1 It is a block diagram depicting an embodiment of a vehicle including an automatic wheel alignment detection system;

[0029] Figure 2 This is a flowchart of a method for automatic wheel alignment detection according to an embodiment of the present disclosure;

[0030] Figure 3 yes Figure 2 A flowchart of another part of the automatic wheel alignment detection method;

[0031] Figure 4A yes Figure 1 A schematic front view of the vehicle's display shows a wheel alignment inspection image, wherein the display is configured as a head-up display (HUD).

[0032] Figure 4B yes Figure 1 A schematic front view of the vehicle's display, showing a wheel alignment check image, wherein the display is configured as an infotainment center display; and

[0033] Figure 5 yes Figure 2The flowchart shows another part of the automatic wheel alignment detection method. Detailed Implementation

[0034] Reference will now be made in detail to several examples of this disclosure shown in the accompanying drawings. Wherever possible, the same or similar reference numerals are used in the drawings and description to denote the same or similar parts or steps. The drawings are simplified and are not drawn to exact scale.

[0035] Reference Figure 1 The vehicle 10 essentially includes a chassis 12, a body 14, front wheels, and rear wheels 17, and may be referred to as a vehicle system. In the depicted embodiment, the vehicle 10 includes two front wheels 17a and two rear wheels 17b. The body 14 is disposed on the chassis 12 and substantially surrounds the components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. Each wheel 17 is rotatably coupled to the chassis 12 near a corresponding corner of the body 14. The vehicle 10 includes a front axle 19 coupled to the front wheels 17a and a rear axle 25 coupled to the rear wheels 17b.

[0036] In several different embodiments, vehicle 10 may be an autonomous vehicle, and control system 98 is integrated into vehicle 10. Control system 98 may be referred to as a system or wheel alignment automatic detection system. Vehicle 10 is, for example, an autonomously controlled vehicle for transporting passengers from one location to another. In the illustrated embodiment, vehicle 10 is depicted as a pickup truck, but it should be understood that other vehicles may also be used, including trucks, cars, sedans, coupe-SUVs, recreational vehicles (RVs), etc. In one embodiment, vehicle 10 may be a so-called Level 2, Level 3, Level 4, or Level 5 automation system. Level 4 system means “high automation,” referring to the autonomous driving system performing specific driving modes for various aspects of a dynamic driving task, even if the driver does not respond appropriately to intervention requests. Level 5 system means “full automation,” referring to the autonomous driving system performing all aspects of a dynamic driving task at all times under a variety of road and environmental conditions that can be managed by the driver. In Level 3 vehicles, the vehicle system performs the entire Dynamic Driving Task (DDT) within a designed area. The vehicle operator is expected to disengage DDT only if a problem arises or the vehicle is about to leave its operational area, thus substantially "requesting" driver intervention. In Level 2 vehicles, the system provides steering, braking / acceleration support, lane centering, and adaptive cruise control. However, even with these systems enabled, the vehicle operator in the driver's seat must remain in the driver's seat and continuously monitor the automation features.

[0037] As shown, vehicle 10 substantially includes a propulsion system 20, a transmission system 22, a steering system 24, a braking system 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36. In several different embodiments, the propulsion system 20 may include an electric motor (e.g., a traction motor) and / or a fuel cell propulsion system. Vehicle 10 may also include a battery (or battery pack) 21 electrically connected to the propulsion system 20. Thus, the battery 21 is configured to store electrical energy and supply electrical energy to the propulsion system 20. In some embodiments, the propulsion system 20 may include an internal combustion engine. The transmission system 22 is configured to transmit power from the propulsion system 20 to the vehicle wheels 17 according to a selectable speed ratio. According to several different embodiments, the transmission system 22 may include a stepped transmission, a continuously variable transmission (CVT), or other suitable transmission. The braking system 26 is configured to provide braking torque to the vehicle wheels 17. In several different embodiments, the braking system 26 may include a friction brake, a brake-by-wire brake, a regenerative braking system (e.g., an electric motor), and / or other suitable braking systems. The steering system 24 affects the position of the vehicle wheels 17 and may include a steering wheel 33. Although the steering system 24 is depicted as including a steering wheel 33 for illustrative purposes, in some embodiments contemplated within the scope of this disclosure, the steering system 24 may not include a steering wheel 33.

[0038] Sensor system 28 includes one or more sensors 40 (i.e., sensing devices) for sensing observable conditions of the external and / or internal environment of vehicle 10. Sensors 40 communicate with controller 34, and sensors may include, but are not limited to, one or more radars, one or more light detection and ranging (LiDAR) sensors, one or more odometers, one or more ground-penetrating radar (GPR) sensors, one or more steering angle sensors, one or more tire pressure sensors, one or more cameras (e.g., optical cameras and / or thermal cameras, such as rear cameras and / or front cameras), one or more gyroscopes, one or more accelerometers, one or more speed sensors, one or more steering angle sensors, one or more ultrasonic sensors, one or more inertial measurement units (IMUs), and / or other sensors. Each sensor 40 is configured to generate a signal indicative of the sensed observable conditions of the external and / or internal environment of vehicle 10. Because sensor system 28 provides data to controller 34, sensor system 28 and its sensors 40 are considered a source of information (or simply a source).

[0039] Sensor system 28 includes one or more Global Navigation Satellite System (GNSS) transceivers (e.g., Global Positioning System (GPS) transceivers) configured to detect and monitor route data (i.e., route information). The GNSS transceivers are configured to communicate with GNSS to locate the position of vehicle 10 globally. The GNSS transceivers communicate electronically with controller 34.

[0040] The actuator system 30 includes one or more actuator devices 42 that control one or more vehicle features, such as, but not limited to, the propulsion system 20, the transmission system 22, the steering system 24, and the braking system 26. In several different embodiments, the vehicle features may also include interior and / or exterior vehicle features, such as, but not limited to, doors, trunk, and cabin features (e.g., air, music, lighting, etc.).

[0041] Data storage device 32 stores data for automatically controlling vehicle 10. In several different embodiments, data storage device 32 stores a defined map of the navigable environment. In several different embodiments, the defined map may be predefined by and obtained from a remote system. For example, the defined map may be assembled by a remote system and transmitted (wirelessly and / or via wired means) to vehicle 10 and stored on data storage device 32. Data storage device 32 may be part of controller 34, separate from controller 34, or part of controller 34 and a separate system.

[0042] The vehicle 10 may also include one or more airbags 35 communicating with the controller 34 or another controller of the vehicle 10. The airbags 35 include inflatable airbags and are configured to switch between a retracted configuration and a deployed configuration to cushion the effects of external forces applied to the vehicle 10. Sensors 40 may include airbag sensors, such as an IMU, configured to detect external forces and generate signals indicating the magnitude of those forces. The controller 34 is configured to command the airbags 35 to deploy based on signals from one or more sensors 40 (e.g., airbag sensors). Therefore, the controller 34 is configured to determine when the airbags 35 deploy.

[0043] The controller 34 includes at least one processor 44 and a non-transitory computer-readable storage device or medium 46. The processor 44 may be a custom processor or a commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among multiple processors associated with the controller 34, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally a means for executing instructions. The computer-readable storage device or medium 46 may include volatile and non-volatile storage, such as read-only memory (ROM), random access memory (RAM), and persistent memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operational variables when the processor 44 is powered off. The computer-readable storage device or medium 46 may be implemented using multiple memory devices, such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or other electrical, magnetic, optical, or combined memory devices capable of storing data, some of which represents executable instructions used by the controller 34 in controlling the vehicle 10. Controller 34 is programmed to perform wheel alignment detection method 100, which is described in detail below. Figure 2 ).

[0044] The instructions may include one or more separate programs, each including an ordered list of executable instructions for implementing logical functions. When executed by processor 44, the instructions cause processor 44 to receive and process signals from sensor system 28; execute logic, calculations, methods, and / or algorithms for automatically controlling components of vehicle 10; and generate control signals to actuator system 30 based on the logic, calculations, methods, and / or algorithms to automatically control components of vehicle 10. Although Figure 1 A single controller 34 is shown, but embodiments of vehicle 10 may include multiple controllers 34 that communicate via a suitable communication medium or a combination of communication media and cooperate to process sensor signals, perform logic, calculations, methods and / or algorithms, and generate control signals to automatically control the features of vehicle 10.

[0045] In several different embodiments, one or more instructions of controller 34 are included in control system 98. Vehicle 10 includes user interface 23, which may be a touchscreen in the dashboard. User interface 23 may include, but is not limited to, one or more speakers 27, one or more displays 29, one or more microphones 31, and / or other devices adapted to provide notifications to or receive input from vehicle users of vehicle 10, providing sound, haptic feedback from vehicle seats or other objects. User interface 23 communicates electronically with controller 34, and the user interface is configured to receive input from vehicle users (e.g., vehicle operators). For example, user interface 23 may include touchscreens and / or buttons configured to receive input from vehicle users. Therefore, controller 34 is configured to receive input from users via user interface 23. Display 29 may be configured as a head-up display (HUD), information cluster display, and / or infotainment center display. Regardless of its configuration, display 29 is capable of displaying information to vehicle users (e.g., vehicle operators or passengers). Speaker 27 is capable of providing audible notifications to vehicle users.

[0046] The communication system 36 communicates with the controller 34 and is configured to wirelessly transmit information with other entities 48, including, but not limited to, other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems at remote call centers (e.g., on-star systems of general motors), and / or personal devices. In some embodiments, the communication system 36 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using the IEEE 802.11 standard or by using cellular data communication. However, additional or alternative communication methods, such as dedicated short-range communication (DSRC) channels, are also considered within the scope of this disclosure. A DSRC channel refers to a one-way or two-way short-to-medium-range wireless communication channel specifically designed for automotive use, along with a corresponding set of protocols and standards. Therefore, the communication system 36 may include one or more antennas and / or transceivers for receiving and / or transmitting signals (e.g., cooperative sensing messages (CSM)). The communication system 36 is configured to wirelessly transmit information between vehicle 10 and another vehicle. Furthermore, the communication system 36 is configured to wirelessly transmit information between vehicle 10 and infrastructure or other vehicles.

[0047] Figure 2This is a flowchart of a portion of a wheel alignment detection method 100. Method 100, or portions thereof, may be implemented in a computer program product contained in a computer-readable medium 46 and including instructions executable by a processor 44 of a controller 34 to cause a control system 98 to implement one or more of the method instructions. The computer program product may include one or more software programs, including: source code, object code, executable code, or program instructions in other formats; one or more firmware programs; or hardware description language (HDL) files; and any program-related data. Data may include data structures, lookup tables, or data in any other suitable format. Program instructions may include program modules, routines, programs, objects, components, etc. The computer program may execute on a single computer or on multiple computers communicating with each other.

[0048] The program may be contained on a computer-readable medium 46, which may be non-transitory and may include one or more storage devices, articles of art, etc. Exemplary computer-readable medium 46 includes: computer system memory, such as RAM (random access memory), ROM (read-only memory); semiconductor memory, such as EPROM (erasable programmable ROM), EEPROM (electrically erasable programmable ROM), flash memory; magnetic disks or optical disks or magnetic tapes; and / or the like. Computer-readable medium 46 may also include a computer-to-computer connection, for example, when data is transmitted or provided via a network connection or other communication connection (wired, wireless, or a combination thereof). Any combination of the above examples is also included within the scope of computer-readable medium 46. Therefore, it should be understood that method 100 can be performed, at least in part, by any electronic article of art and / or device capable of implementing instructions corresponding to one or more steps of method 100.

[0049] Continue to refer to Figure 2 Method 100 may begin at block 102. At block 102, controller 34 detects that vehicle 10 is being driven based on one or more signals, for example, from sensor 40. Alternatively, controller 34 may detect that vehicle 10 is being driven based on user input received from user interface 23. Regardless of how controller 34 detects that vehicle 10 is being driven, vehicle 10 may be driven by a vehicle user or control system 98. Because vehicle 10 may be an autonomous vehicle, a vehicle user does not necessarily drive vehicle 10. Instead, control system 98 may operate and drive vehicle 10. After block 102, method 100 proceeds to block 104.

[0050] In block 104, controller 34 is configured to detect one or more minor external force events based on at least one signal from sensor 40 (e.g., IMU). Minor external force events may occur during certain predetermined driving conditions, such as when vehicle 10 drives over a pothole or speed bump, or when vehicle 10 hits a curb or another object. To determine whether a minor external force event has occurred, one or more sensors 40 sense whether an external force is applied to vehicle 10 and whether the magnitude of that force is between a first predetermined value and a second predetermined value. The first and second predetermined values ​​are different and can be determined by testing vehicle 10. Controller 34 may directly or indirectly measure the magnitude of the external force applied to vehicle 10 to determine whether a minor external force event has occurred. As a non-limiting example, the IMU, which may be one of the sensors 40, includes an accelerometer and can measure the magnitude of the acceleration of vehicle 10 to detect minor external force events. Specifically, the IMU can detect that an external force is applied to vehicle 10 by measuring the acceleration of vehicle 10. The IMU then generates a signal and sends it to controller 34. The signal generated by the IMU indicates the acceleration of vehicle 10. Once a signal is received from the IMU, the controller 34 uses the signal to determine whether the magnitude of the acceleration of the vehicle 10 is between a first acceleration value and a second acceleration value. If the magnitude of the acceleration of the vehicle 10 is between the first acceleration value and the second acceleration value, the controller 34 determines that the vehicle 10 has experienced a minor external force event. In this way, the IMU indirectly measures the magnitude of the external force applied to the vehicle 10, and the controller 34 indirectly determines that the magnitude of the external force applied to the vehicle 10 is between a first predetermined value and a second predetermined value. If the controller 34 does not detect a minor external force event, method 100 returns to block 102. On the other hand, if method 100 determines that a minor external force event has occurred, method 100 proceeds to block 106.

[0051] At box 106, controller 34 commands vehicle 10 to provide an alert to the vehicle user, notifying the user that a wheel alignment check should be performed. Thus, the alert indicates that a wheel alignment check should be performed, and the alert can be, for example, a message displayed on display 29 and / or an audible sound produced by speaker 27. As a non-limiting example, in response to determining that the magnitude of an external force applied to vehicle 10 is between a first predetermined value and a second predetermined value, controller 34 may command display 29 to display an alert as a pop-up notification informing the vehicle user that a wheel alignment check should be performed. Ideally, the vehicle user is notified to perform a wheel alignment check after vehicle 10 has experienced a minor external force event in order to identify potential wheel alignment problems.

[0052] Method 100 also includes block 108, executed after block 102. At block 108, controller 34 determines whether a large external force event has occurred. A large external force event occurs when an external force is applied to vehicle 10 and the magnitude of that force is equal to or greater than a third predetermined value. The third predetermined value is greater than a first predetermined value and a second predetermined value to allow controller 34 to distinguish between large and small external force events. To determine whether a large external force event has occurred, one or more sensors 40 sense whether an external force is applied to vehicle 10 and whether the magnitude of that force is equal to or greater than the third predetermined value. The third predetermined value can be determined by testing vehicle 10. Controller 34 can directly or indirectly measure the magnitude of the external force applied to vehicle 10 to determine whether a large external force event has occurred. As a non-limiting example, an IMU, which may be one of the sensors 40, includes an accelerometer and can measure the magnitude of the acceleration of vehicle 10 to detect a large external force event. Specifically, the IMU can detect that an external force is applied to vehicle 10 by measuring the acceleration of vehicle 10. The IMU then generates a signal and sends it to controller 34. The signal generated by the IMU indicates the acceleration of vehicle 10. Upon receiving the signal from the IMU, controller 34 uses the signal to determine whether the magnitude of the acceleration of vehicle 10 is equal to or greater than a third acceleration value, where the third acceleration value is greater than the first and second acceleration values. If the magnitude of the acceleration of vehicle 10 is equal to or greater than the third acceleration value, controller 34 determines that vehicle 10 has experienced a large external force event. In this way, the IMU indirectly measures the magnitude of the external force applied to vehicle 10, and controller 34 indirectly determines that the magnitude of the external force applied to vehicle 10 is equal to or greater than a third predetermined value. If controller 34 does not detect a large external force event, method 100 returns to block 102. On the other hand, if method 100 determines that a large external force event has occurred, method 100 proceeds to block 110.

[0053] At block 110, controller 34 determines whether airbag 35 has deployed. As a non-limiting example, controller 34 or another controller of vehicle 10 may be configured to deploy airbag 35 when the magnitude of an external force applied to vehicle 10 is greater than a fourth predetermined value. The fourth predetermined value is greater than a third predetermined value. Therefore, since controller 34 can command airbag 35 to deploy, controller 34 is configured to determine that airbag 35 has deployed. Alternatively, controller 34 may receive data from other controllers 34 in vehicle 10 indicating that airbag 35 has deployed. If controller 34 determines that airbag 35 has not deployed, method 100 proceeds to block 106. As discussed above, at block 106, controller 34 commands display 29 to provide an alert to the vehicle user, notifying the vehicle user that a wheel alignment check should be performed. Ideally, the vehicle user is notified to perform a wheel alignment check after vehicle 10 has experienced a significant external force event in order to identify potential wheel alignment problems. If controller 34 determines that one or more airbags 35 have deployed, method 100 proceeds to block 112.

[0054] At block 112, controller 34 sends a signal to another entity 48, such as a remote call center (e.g., a general motorist's on-star). This signal may include data about vehicle 10, such as the location of vehicle 10 and information about the airbags 35. For example, this data could notify the remote call center that the airbags 35 of vehicle 10 have deployed. At block 112, controller 34 can use communication system 36 to establish a communication line with the remote call center, allowing the vehicle user to communicate with someone at the remote call center.

[0055] After executing block 102, method 100 continues to block 112. At block 112, controller 34 monitors the distance traveled by vehicle 10 based on signals from at least one of the sensors 40 (e.g., odometer). Controller 34 is also configured to determine, based on at least one signal received from one or more sensors 40 (e.g., odometer), whether vehicle 10 has traveled a distance equal to or greater than a predetermined distance threshold since a specific time (e.g., reset time) or since the last checkpoint. The “last checkpoint” refers to the time point at which the last wheel alignment check was performed. The predetermined distance threshold can be determined by testing vehicle 10. As a non-limiting example, the predetermined distance threshold could be 10,000 miles. If controller 34 determines that the distance traveled by vehicle 10 since the specific time is less than the predetermined distance threshold (e.g., 10,000 miles), no alert indicating that a wheel alignment check should be performed is provided, and method 100 returns to block 102. However, if controller 34 determines that the distance traveled by vehicle 10 since the specific time is equal to or greater than the predetermined distance threshold, method 100 proceeds to block 106. Ideally, a wheel alignment check should be performed once the vehicle has traveled a certain number of miles to identify potential wheel misalignment. If wheel misalignment is detected, a wheel alignment process can be performed to extend the life of the vehicle's tires.

[0056] Figure 3 This is another part of method 100, showing box 106 as described above. In addition to the instructions described above, at box 106, controller 34 instructs user interface 23 to provide a selection prompt while providing an alert. In other words, user interface 23 can provide a selection prompt while providing an alert. The selection prompt allows the vehicle user to choose whether they want to perform a wheel alignment check. For example, display 29 can display a visual selection prompt offering options to the user. One option is to perform a wheel alignment check, and another is to refuse the wheel alignment check. Controller 34 can alternatively or additionally instruct speaker 27 to produce an audible selection prompt, asking the vehicle user whether they want to perform a wheel alignment check. Regardless of how the selection prompt is generated, the vehicle user now has the opportunity to choose whether to perform a wheel alignment check. At this point, the vehicle user can accept or refuse the wheel alignment check. For this purpose, the vehicle user can provide user input through user interface 23. As discussed above, user interface 23 can include a touchscreen or a button to allow the vehicle user to provide this user input. Once the vehicle user makes a selection, user interface 23 transmits the selection to controller 34. Controller 34 then receives the vehicle user's selection. Therefore, controller 34 is configured to determine, based on user input, whether the vehicle user wants to perform a wheel alignment check. If the vehicle user does not want to perform a wheel alignment check, method 100 returns to block 114. If the vehicle user wants to perform a wheel alignment check, method 100 proceeds to block 116.

[0057] At box 116, controller 34 performs an automatic or semi-automatic wheel alignment check, which may include several sub-steps 118, 120, and 122 discussed below. To initiate the wheel alignment check, controller 34 instructs the vehicle user via user interface 23 to drive to a location with a minimum straight path space (e.g., a straight path space of 100 meters). This location could be a parking lot or a road with a straight path space. Alternatively, controller 34 may command vehicle 10 to drive autonomously to such a location. Once vehicle 10 arrives at the location, controller 34 executes sub-step 118.

[0058] In sub-step 118, if vehicle 10 is an autonomous vehicle, controller 34 may command vehicle 10 to automatically perform a wheel alignment check; or, for example, user interface 23 may instruct the vehicle user to perform certain steps to perform a wheel alignment check semi-automatically. If vehicle 10 is an autonomous vehicle, controller 34 instructs vehicle 10's steering system 24 to set its steering to steer along a straight path at a predetermined speed (e.g., five miles per hour). Ideally, the wheel alignment check is performed while vehicle 10 is steer along a straight path at a relatively low speed (i.e., the predetermined speed) to minimize errors during the wheel alignment check. As discussed above, in the semi-automatic case, controller 34 may alternatively instruct the vehicle user to follow certain steps to initiate the wheel alignment check. During this process, controller 34 commands display 29 to display a first instruction. The first instruction requires the vehicle user to position the steering wheel 33 of vehicle 10 so that vehicle 10 moves along a straight path. Then, controller 34 commands display 29 to display a second instruction. The second instruction requires the vehicle user to slowly accelerate the vehicle to the predetermined speed without changing the steering direction. In other words, the second instruction requires the vehicle user to accelerate vehicle 10 to a predetermined speed with a predetermined acceleration, while maintaining the steering wheel 33 positioned to drive vehicle 10 along a straight path. Once vehicle 10 is traveling along a straight path at the predetermined speed (autonomously or driven by the vehicle user), while the vehicle is in motion, sensors 40, such as IMUs and cameras, detect the actual vehicle path 170 and the predetermined desired path 172 (e.g., ...). Figure 4A and Figure 4B (As shown). Then, sensor 40 sends one or more signals to controller 34 indicating the actual vehicle path 170. Then, controller 34 determines the actual vehicle path 170 based on the signals received from one or more sensors 40. Then, method 100 continues to sub-step 120.

[0059] In sub-step 120, controller 34 generates an image showing the actual vehicle path 170 and the predetermined desired path 172. This image may show whether the actual vehicle path 170 overlaps with or deviates from the predetermined desired path 172. As discussed below, the predetermined desired path can be determined based on signals from one or more sensors 40 (e.g., a steering angle sensor). Alternatively, the predetermined desired path can be determined by testing the vehicle 10 and can be stored on a computer-readable storage medium 46.

[0060] Figure 4A The display 29, showing vehicle 10, illustrates the actual vehicle path 170 and the predetermined desired path 172. In the depicted embodiment, display 29 is configured as a head-up display (HUD). However, it is contemplated that display 29 may have other configurations, such as an infotainment cluster display or an infotainment center display. For example, display 29 is configured as an infotainment center display.

[0061] Back Figure 3 In substep 120, controller 34 may determine (e.g., calculate) the path offset between the actual vehicle path 170 and the predetermined desired path 172. Method 100 then proceeds to substep 122. In substep 122, controller 34 determines whether wheel alignment is recommended based on the path offset value and commands display 29 to display the result of the wheel alignment check. The result of the wheel alignment check may include the path offset, the actual vehicle path 170, the predetermined desired path 172, and / or a notification indicating whether wheel alignment is recommended based on the path offset value. If wheel alignment is recommended, method 100 proceeds to block 124. See below for further details. Figure 5 As discussed, if the controller 34 determines that wheel alignment is not recommended based on the path offset value, the controller 34 commands the display 29 to provide a notification that a wheel alignment problem has not been detected.

[0062] Continue to refer to Figure 3At box 124, sensor 40, such as a tire pressure sensor, can measure the tire pressure of the tires of vehicle 10 and send a signal indicating the tire pressure to controller 34. Controller 34 then determines the tire pressure of each vehicle tire based on the signal from sensor 40 (e.g., the tire pressure sensor). Controller 34 then determines whether the tire pressures of all tires are substantially equal. In this disclosure, the term "substantially equal" means a value that can vary by ±5%. If the tire pressures of all tires are not substantially equal, method 100 proceeds to box 126. It is conceivable that a vehicle user could manually measure the tire pressure of the vehicle tires. At box 126, the vehicle user or mechanic could adjust the tire pressures until the tire pressures of all vehicle tires are substantially equal. Next, method 100 returns to box 106. If the tire pressures of all vehicle tires are substantially equal, method 100 proceeds to box 128.

[0063] At box 128, controller 34 instructs user interface 23 to ask the vehicle user if they want to correct wheel alignment now. To do this, controller 34 may instruct display 29 to show the user a question (e.g., “Correct wheel alignment now?”). The vehicle user can answer the question by providing user input via user interface 23. Controller 34 receives the user input and determines whether the vehicle user wants to correct wheel alignment now. If the vehicle user does not want to correct wheel alignment now, method 100 proceeds to box 130. If the vehicle user wants to correct wheel alignment now, method 100 proceeds to box 132.

[0064] At box 130, controller 34 provides reminders at predetermined time intervals (e.g., once a day) that wheel alignment should be performed. These reminders may be displayed on display 29. The user can disable the reminders via user interface 23.

[0065] At box 132, controller 34 commands the GNSS transceiver of sensor system 28 to send a signal to a satellite to locate the nearest auto repair shop. The satellite returns a signal containing the locations of one or more nearest auto repair shops and navigation data to the identified auto repair shop. Controller 34 commands display 29 to show navigation instructions to the auto repair shop. If vehicle 10 is an autonomous vehicle, controller 34 can command vehicle 10 to drive to the auto repair shop if the user agrees to go. In other words, if misalignment is detected, controller 34 can: (1) provide options for nearby auto repair shops, and the user can then choose the most suitable shop to correct the wheel alignment; (2) schedule an appointment at the auto repair shop and then correct the wheel alignment; or (3) controller 34 can provide a reminder to the user in the future.

[0066] Reference Figure 5As discussed above, sub-step 120 needs to generate an image showing the actual vehicle path 170 and the predetermined desired path 172. For this purpose, sub-step 120 may include other sub-steps 134, 136, 138, and 140. Sub-step 134 needs to detect the steering wheel angle of the steering wheel 33 as the vehicle 10 moves along a straight path at a predetermined speed. One or more sensors 40 (e.g., steering wheel angle sensors) can be used to measure the steering wheel angle of the steering wheel 33. These sensors 40 then generate one or more signals indicating the steering wheel angle, and these signals are sent to the controller 34. The controller 34 then determines the steering wheel angle based on these signals from the sensors. Method 100 then proceeds to sub-step 136.

[0067] In sub-step 136, controller 34 determines a predetermined desired path 172 based on signals from sensor 40 (e.g., a steering wheel angle sensor). Alternatively, the predetermined desired path 172 can be determined based on a theoretical straight line stored on controller 34. Once the predetermined desired path is determined, method 100 proceeds to sub-step 138. In sub-step 138, controller 34 generates an image (i.e., a visualization) of the predetermined desired path 172 and commands display 29 to display the predetermined desired path 172.

[0068] Sub-step 120 further includes sub-step 140, in which controller 34 generates an image (i.e., a visualization) of the actual vehicle path 170. As discussed above with respect to sub-step 118, controller 34 receives one or more signals from sensor 40 (e.g., IMU and / or camera), and in sub-step 140 uses these signals to generate an image of the actual vehicle path 170.

[0069] The actual vehicle path 170 can be determined in different ways. For example, while vehicle 10 moves along a straight path at a predetermined speed, controller 34 can receive gyroscope readings from one or more sensors 40 (e.g., an IMU or a separate gyroscope) over a predetermined time period. Using the gyroscope readings, controller 34 determines the angular motion of vehicle 10 by converting the raw data from sensors 40 into degrees per second. These degrees per second are then averaged over time to determine the actual vehicle path 170. In another example, controller 34 can receive readings from sensors 40 (e.g., a separate 3-axis accelerometer or IMU) to determine the acceleration of vehicle 10 and its deviation from a theoretical straight line. In yet another example, controller 34 can use a combination of readings from sensors 40 (e.g., an accelerometer and a gyroscope). Controller 34 then calculates an estimate of these combined readings to determine the actual vehicle path 170. This estimate could be a normalized weighted estimate, an estimate of the applied external force, weighted to account for the importance of the accelerometer / gyroscope readings, and normalized for ease of calculation. Alternatively, controller 34 can use readings from one or more sensors 40 (e.g., a steering wheel angle sensor) to estimate the front wheel angle. The estimated front wheel angle is then used to determine the actual vehicle path 170. Regardless of the method used, all sensor readings are collected over a predetermined time period while vehicle 10 is moving at a predetermined speed and steering wheel 33 is positioned to drive vehicle 10 along a straight path. After performing substeps 138 and 140, method 100 proceeds to substep 122.

[0070] Sub-step 122 may include sub-steps 142, 144, and 146. At block 142, controller 34 determines (i.e., calculates) the path offset of the actual vehicle path 170 relative to the predetermined desired path 172. To do this, controller 34 may compare the actual vehicle path 170 of vehicle 10 with the predetermined desired path 172 to determine the path offset. For example, controller 34 may be programmed to calculate the difference between the actual vehicle path 170 and the predetermined desired path 172, and this difference is determined as the path offset. Method 100 then proceeds to sub-step 144.

[0071] In substep 144, controller 34 determines whether the path offset is greater than a predetermined offset threshold. This predetermined offset threshold can be determined by testing vehicle 10. If the path offset is not greater than the predetermined offset threshold, method 100 proceeds to block 146. At block 146, controller 34 commands display 29 to provide a notification that no wheel alignment problem has been detected. If the path offset is greater than the predetermined offset threshold, method 100 proceeds to block 124 described above.

[0072] While exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms included in the claims. The language used in this specification is descriptive rather than restrictive, and it should be understood that various changes may be made without departing from the scheme and scope of this disclosure. As previously stated, features of multiple different embodiments may be combined to form further embodiments of the systems and methods of this disclosure that may not be explicitly described or shown. While multiple different embodiments may have been described as providing advantages or being preferred in terms of one or more desired characteristics relative to other embodiments or prior art implementations, those skilled in the art will recognize that one or more features or characteristics may be compromised to achieve desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, maintainability, weight, manufacturability, ease of assembly, etc. Therefore, embodiments described as less desirable compared to other embodiments or prior art implementations in terms of one or more characteristics do not exceed the scope of this disclosure and may be ideal for a particular application.

[0073] This description is illustrative in nature and is in no way intended to limit the disclosure, its application, or its use. The broad teachings of this disclosure can be implemented in various forms. Therefore, while this disclosure includes specific examples, its true scope should not be so limited, as other modifications will become apparent upon examination of the drawings, description, and appended claims.

[0074] This document describes embodiments of the present disclosure. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments may take many different and alternative forms. The drawings are not necessarily to scale; some features may be enlarged or reduced to show details of specific components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but rather as a representative basis for teaching those skilled in the art to employ the systems and methods of this disclosure in a variety of different ways. As will be understood by those skilled in the art, the various features shown and described with reference to any of the drawings may be combined with features shown in one or more other drawings to produce embodiments not explicitly shown or described. The combinations of features shown provide representative embodiments of typical applications. However, various combinations and modifications of features consistent with the teachings of this disclosure may be desirable for a particular application or implementation.

[0075] The embodiments of this disclosure can be described herein in terms of functional and / or logical block components and various processing steps. It should be understood that such block components can be implemented by multiple hardware, software, and / or firmware components configured to perform specified functions. For example, embodiments of this disclosure can employ various integrated circuit components capable of performing various functions under the control of one or more microprocessors or other control devices, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc. Furthermore, those skilled in the art will understand that embodiments of this disclosure can be practiced in conjunction with multiple systems, and the systems described herein are merely exemplary embodiments of this disclosure.

[0076] For the sake of brevity, techniques related to signal processing, data fusion, signal transmission, control, and other functional aspects of the system (as well as the various operating components of the system) are not described in detail herein. Furthermore, the connecting lines shown in the figures included herein are intended to represent exemplary functional relationships and / or physical connections between elements. It should be noted that alternative or additional functional relationships or physical connections may exist in the embodiments of this disclosure.

Claims

1. A wheel alignment detection system for a vehicle, the system comprising: Multiple sensors, each of which is configured to generate a signal; A controller, communicating with the plurality of sensors, wherein the controller is configured to: The external force applied to the vehicle is detected based on signals from at least one of the plurality of sensors; Determine whether the magnitude of the external force applied to the vehicle is between a first predetermined value and a second predetermined value; In response to determining that the magnitude of the external force applied to the vehicle is between a first predetermined value and a second predetermined value, the vehicle is commanded to provide an alarm, wherein the alarm indicates that a wheel alignment check should be performed. A display that communicates with the controller, wherein the controller is configured to command the display to show the alarm indicating that the wheel alignment check should be performed; At least one airbag located in the vehicle, wherein the airbag communicates with the controller; The controller is further configured to: It is determined that the magnitude of the external force applied to the vehicle is greater than a third predetermined value, wherein the third predetermined value is greater than the first predetermined value and the second predetermined value; Determine whether the at least one airbag has deployed based on signals from at least one of the plurality of sensors; and In response to determining that at least one airbag has not deployed and determining that the magnitude of the external force applied to the vehicle is greater than the third predetermined value, the display is commanded to provide the alarm, wherein the alarm indicates that the wheel alignment check should be performed.

2. The system according to claim 1, wherein the controller is configured to: Monitor the distance traveled by the vehicle; Determine whether the distance traveled by the vehicle since the last checkpoint is equal to or greater than a predetermined distance threshold; and In response to determining that the distance traveled by the vehicle is equal to or greater than the predetermined distance threshold, the display is commanded to show the alarm.

3. The system according to claim 1, wherein the controller is configured to: The display is commanded to provide a selection prompt to allow the vehicle user to choose whether to perform the wheel alignment check when the alarm is provided; Receive user input from the vehicle user, wherein the user input is the vehicle user's selection to perform the wheel alignment check; Based on the user input, it is determined that the vehicle user wants to perform the wheel alignment check; as well as In response to receiving the user input, the vehicle is commanded to perform the wheel alignment check.

4. The system of claim 3, wherein the controller is configured to: The actual vehicle path of the vehicle as it moves is determined based on the signals from at least one of the plurality of sensors; The actual vehicle path is compared with the predetermined expected path to determine the path deviation; as well as Determine whether the path offset is greater than a predetermined offset threshold.

5. The system of claim 4, wherein the controller is configured to: Generate an image showing whether the actual vehicle path overlaps or deviates from the predetermined desired path; and The command instructs the display to show the image indicating whether the actual vehicle path overlaps with or deviates from the predetermined desired path.

6. The system of claim 5, wherein the wheel alignment check is performed automatically by the vehicle, and the vehicle operates autonomously.

7. The system of claim 5, wherein the controller is configured to: Instructing the vehicle user to position the vehicle's steering wheel so that the vehicle moves along a straight path; and Instructing the vehicle user to accelerate the vehicle to a predetermined speed without changing the position of the steering wheel.

8. The system of claim 7, wherein the controller is configured to: If misalignment is detected, the display is commanded to show the results of the wheel alignment check; The wheels were found to be misaligned. In response to detecting wheel misalignment, perform at least one of the following: (1) Provide the vehicle user with nearby car shop options and receive the car shop selection from the vehicle user to correct wheel alignment; (2) Schedule an appointment with one of the nearby car dealership options to have the wheel alignment corrected later; or (3) Provide reminders to the vehicle user at predetermined time intervals in the future.

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