System, method and apparatus for checking for tire scuffing

Abstract

The application discloses a kind of tire scratch verification system, method and device, it is related to the technical field of tire scratch verification.The technical scheme of the present application is installed in the ranging terminal of the outer side of tire, when vehicle is in driving state, laser ranging is implemented along the horizontal center line of tire with interval laser beam, to obtain the ranging data measured by each laser beam;The interval distance between tire and wheel cover is determined by the ranging data measured by interval laser beam, and the interval distance represents the size of the space between tire and wheel cover when vehicle is in driving state, whether the horizontal direction deformation of tire in driving state will cause tire and wheel cover to scratch is verified accurately by interval distance.The technical scheme can measure the interval distance between tire and wheel cover in real time when vehicle is in driving state, accurately verify whether tire scratches wheel cover in various driving states, and then improve the accuracy of tire and wheel cover scratch verification.

Description

Technical Field

[0001] This invention relates to the technical field of tire scratch inspection, and more particularly to a tire scratch inspection system, method and apparatus. Background Technology

[0002] Under certain extreme operating conditions, vehicles may experience tire-wheel cover rubbing. To avoid this, theoretical clearance values ​​are specified during the design and development process. Before mass production, real-world testing is required to verify the difference between the tire-wheel cover clearance and the theoretical value, checking for tire-wheel cover interference. Currently, OEMs primarily rely on driving the vehicle through specific road conditions and observing for rubbing marks on the wheel covers to determine interference. While this method can determine if there is dynamic rubbing between the tire and wheel cover, it cannot verify the deviation between the dynamic clearance value and the theoretical requirement, thus failing to accurately assess the risk of tire rubbing against the wheel cover. Summary of the Invention

[0003] To address the technical problem of accurately verifying whether a tire is rubbing against the wheel cover, this invention provides a tire rubbing verification system, method, and apparatus that can verify whether a tire is rubbing against the wheel cover while in motion, thereby improving the accuracy of tire-wheel cover rubbing verification.

[0004] The embodiments of the present invention provide the following solutions:

[0005] In a first aspect, embodiments of the present invention provide a tire scraping detection system, the system comprising:

[0006] The ranging terminal is installed on the outside of the tire so that it remains relatively stationary with the wheel cover around the tire when the vehicle is in motion. The ranging terminal is used to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging when the vehicle is in motion, so as to obtain the ranging data measured by each laser beam.

[0007] The processing terminal is connected to the ranging terminal. The processing terminal is used to determine the distance between the tire and the wheel arch based on the ranging data measured by all laser beams, and to verify whether the horizontal deformation of the tire during driving will cause the tire to rub against the wheel arch.

[0008] In an optional embodiment, the system further includes:

[0009] An acceleration sensor is a component that moves vertically in sync with the tires when the vehicle is in motion. The acceleration sensor measures the acceleration of the tires in the vertical direction and outputs the result.

[0010] An adjustment assembly is connected to an acceleration sensor. The first fixed end of the adjustment assembly is connected to the vehicle body, and the second fixed end of the adjustment assembly is connected to a ranging terminal. The adjustment assembly is used to receive the acceleration of the tire in the vertical direction and adjust the vertical position of the ranging terminal according to the acceleration so that the laser beam emitted by the ranging terminal follows the horizontal center line.

[0011] In one alternative embodiment, the regulating component includes:

[0012] A fixed arm, one end of which is configured as a first fixed end and connected to the vehicle body;

[0013] The telescopic arm is connected at one end to the other end of the fixed arm, and at the other end of the telescopic arm to the ranging terminal.

[0014] The controller is connected to the telescopic arm. The controller is used to determine the extension length of the telescopic arm based on the acceleration, so as to adjust the vertical position of the ranging terminal and make the laser beam emitted by the ranging terminal follow the horizontal center line.

[0015] Secondly, embodiments of the present invention also provide a method for verifying tire scratches, the method comprising:

[0016] When the vehicle is in motion, the ranging terminal emits laser beams at intervals along the horizontal center line of the tire to perform laser ranging, so as to obtain the ranging data measured by each laser beam. The ranging terminal is installed on the outside of the tire, and when the vehicle is in motion, the ranging terminal and the wheel cover on the outer periphery of the tire remain relatively stationary.

[0017] Based on the distance measurement data of all laser beams, the interval between the tire and the wheel arch is determined, and the horizontal deformation of the tire under driving conditions is checked to see if it will cause the tire to rub against the wheel arch.

[0018] In an optional embodiment, before controlling the ranging terminal to emit laser beams at intervals along the horizontal centerline of the tire to perform laser ranging, the method further includes:

[0019] The laser beam emitted by the ranging terminal near the wheel cover is configured as the reference beam;

[0020] Adjust the position of the reference beam on the horizontal center line so that the reference beam measures the distance to the target position on the wheel arch that is closest to the tire.

[0021] Laser beams other than the reference beam are arranged at intervals along the horizontal centerline until the arranged laser beams are emitted onto the tire in the target state, where the tire is not turning and has not deformed in the horizontal direction.

[0022] In one optional embodiment, the distance between the tire and the wheel arch is determined based on the ranging data measured by all laser beams, and the lateral deformation of the tire during driving is checked to determine whether it will cause the tire to rub against the wheel arch, including:

[0023] Based on the ranging data measured by each laser beam, the maximum and minimum distances between the tires and wheel arches when the vehicle is in motion are obtained.

[0024] Based on the maximum and minimum spacing distances and the designed target spacing, the deviation range between the tire and the wheel arch is obtained;

[0025] When the deviation range is within the preset safe range, it is determined that there is no risk of scratching between the tire and the wheel arch;

[0026] If the deviation range is not within the preset safe range, it is determined that there is a risk of scraping between the tire and the wheel cover.

[0027] In one optional embodiment, based on the ranging data measured by each laser beam, the maximum and minimum clearance distances between the tires and wheel arches when the vehicle is in motion are obtained, including:

[0028] In each laser ranging cycle, the ranging data measured by each laser beam are arranged sequentially from the wheel arch towards the tire to obtain the data arrangement result for each laser ranging cycle;

[0029] Based on the data arrangement results and the corresponding distance measurement data, the interval distance between the tire and the wheel cover in all laser ranging cycles is determined;

[0030] The maximum and minimum values ​​of all interval distances are determined as the maximum interval distance and the minimum interval distance, respectively.

[0031] In one optional embodiment, the interval distance between the tire and the wheel arch in all laser ranging cycles is determined based on the data arrangement results and the corresponding ranging data, including:

[0032] The difference between two adjacent distance measurement data in the data arrangement result is calculated. When the difference result is less than the preset difference value, the laser beam closest to the tire is determined as the termination laser beam.

[0033] The distance between the reference laser beam and the termination laser beam near the wheel cover side is defined as the interval distance.

[0034] In one optional embodiment, before obtaining the maximum and minimum distances between the tires and wheel arches when the vehicle is in motion, based on the ranging data measured by each laser beam, the method further includes:

[0035] Data cleaning is performed on the ranging data measured by each laser beam in each laser ranging cycle to remove abnormal data caused by splashing foreign objects.

[0036] Thirdly, embodiments of the present invention also provide a tire scraping verification device, the device comprising:

[0037] The acquisition module is used to control the ranging terminal to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging when the vehicle is in motion, so as to obtain the ranging data measured by each laser beam. The ranging terminal is installed on the outside of the tire and remains relatively stationary with the wheel cover on the outer periphery of the tire when the vehicle is in motion.

[0038] The processing module is used to determine the distance between the tire and the wheel arch based on the distance measurement data measured by all laser beams, and to verify whether the horizontal deformation of the tire during driving will cause the tire to rub against the wheel arch.

[0039] The tire scraping inspection system, method, and apparatus of the present invention have the following advantages compared with the prior art:

[0040] The technical solution of this invention utilizes a ranging terminal installed on the outer side of the tire. When the vehicle is in motion, it emits laser beams at intervals along the horizontal centerline of the tire to perform laser ranging, obtaining ranging data measured by each laser beam. Since the ranging terminal remains relatively stationary with respect to the wheel arch, the distance between the tire and the wheel arch can be determined from the ranging data measured by the interval laser beams. This distance characterizes the space between the tire and the wheel arch when the vehicle is in motion. The distance can be used to accurately verify whether the horizontal deformation of the tire during vehicle movement will cause the tire to rub against the wheel arch. This technical solution can measure the distance between the tire and the wheel arch in real time while the vehicle is in motion, accurately verifying whether the tire is rubbing against the wheel arch under various driving conditions, thereby improving the accuracy of tire-wheel arch rubbing verification. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this specification or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A structural diagram of a tire scratch inspection system provided in an embodiment of the present invention;

[0043] Figure 2 This is a front view schematic diagram of a ranging terminal performing ranging according to an embodiment of the present invention;

[0044] Figure 3 A bottom-view schematic diagram of the ranging terminal performing ranging according to an embodiment of the present invention;

[0045] Figure 4 A flowchart illustrating a tire scratch verification method provided in an embodiment of the present invention;

[0046] Figure 5 A schematic diagram illustrating the principle of distance measurement performed by the distance measuring terminal provided in this embodiment of the invention;

[0047] Figure 6 This is a schematic diagram of a tire scratch inspection device provided in an embodiment of the present invention.

[0048] Explanation of reference numerals in the attached diagram: 1-Distance measuring terminal, 2-Processing terminal, 3-Tire, 4-Wheel cover, 5-Adjustment assembly;

[0049] 51-Fixed arm, 52-Telescopic arm. Detailed Implementation

[0050] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention are within the protection scope of the embodiments of the present invention.

[0051] To address the issue of tire-wheel cover rubbing, sensors are often used to detect whether rubbing occurs. For example, Chinese invention patent CN 112629887 A uses a distance sensor to measure the distance between the fender and the tire's center, and a speed sensor to measure the tire's rotational speed. If the tire's rotational speed exceeds a specified speed limit after rubbing against the fender, it indicates a driver error; if the tire's rotational speed does not exceed the specified speed limit, it indicates a design flaw in the vehicle itself. However, this solution cannot detect whether rubbing occurs along the tire's horizontal centerline while the vehicle is in motion. In practical applications, road surface excitation can deform the tire's horizontal centerline, leading to rubbing against the wheel cover. The following embodiments of this invention will specifically illustrate how to accurately verify rubbing.

[0052] Please see Figure 1 , Figure 1 This is a schematic diagram of a tire scraping detection system provided in an embodiment of the present invention. The system includes a ranging terminal 1 and a processing terminal 2.

[0053] The ranging terminal 1 is mounted on the outer side of the tire, ensuring that it remains relatively stationary with respect to the wheel arch when the vehicle is in motion. The ranging terminal can be mounted on the vehicle via a mounting bracket, for example, one end of the bracket can be fixed to a door, and the ranging terminal can be mounted on the other end. When the vehicle is in motion, the ranging terminal emits laser beams at intervals along the horizontal centerline of the tire to perform laser ranging, obtaining the ranging data measured by each laser beam. The ranging terminal 1 can be a terminal integrating multiple laser ranging sensors, each emitting a corresponding laser beam. These multiple laser sensors are spaced apart along the horizontal centerline, and the interval distance can be set based on actual needs, such as 0.5 mm, or other values. The ranging data includes the distance between the ranging terminal and the wheel arch, and the distance between the ranging terminal and the tire.

[0054] Processing terminal 2 can be a computer device or a data processing server, capable of performing data processing. Processing terminal 2 is connected to ranging terminal 1. It determines the distance between the tire and the wheel arch based on the ranging data measured by all laser beams and verifies whether the horizontal deformation of the tire during driving will cause the tire to rub against the wheel arch. It should be noted that all laser beams cover the space between the tire and the wheel arch along the horizontal centerline. Most of the laser beams are within this space. When a laser beam irradiates the tire, the distance value represented by the measured ranging data will decrease. Based on this, the number of laser beams not blocked by the tire can be determined, and the distance between the laser beams is calculated based on the number of laser beams and their spacing. A smaller distance indicates a risk of rubbing.

[0055] It is understood that, because the laser beam in this embodiment of the invention measures distance along the tire's axial direction, even when the vehicle is under certain special operating conditions, such as steering limits, where the tire may have exceeded the coverage area of ​​the entire wheel arch, the spatial distance between the tire and the wheel arch can still be measured. Traditional ultrasonic rangefinders cannot accurately measure this spatial distance. Furthermore, the verification system in this embodiment of the invention has the advantages of simple structure and portability, making it convenient for technicians to carry during field testing, and thus exhibits good portability.

[0056] In practical applications, because the wheels bounce vertically when the vehicle is in motion, the ranging terminal cannot always be positioned on the horizontal centerline of the tires, resulting in insufficient accuracy of the acquired ranging data. Therefore, in one specific implementation, the calibration system also includes an acceleration sensor and an adjustment component.

[0057] An accelerometer sensor is mounted on a component that moves vertically in sync with the tires when the vehicle is in motion. For example, it can be housed in a casing, with the sensor placed inside. The casing is then fixed to the center of the wheel, where the tires are located, using methods such as adhesive, bolts, or clips. The accelerometer sensor measures the tire's acceleration in the vertical direction and outputs the result. The output can be wireless or wired, with no specific limitation here.

[0058] The adjustment component and the acceleration sensor can transmit data via wired communication. The first fixed end of the adjustment component is connected to the vehicle body and can be fixedly installed on the door. The second fixed end of the adjustment component is connected to the ranging terminal, and the connection between the second fixed end and the ranging terminal can be secured by fasteners or other clamping structures. The adjustment component is used to receive the acceleration of the tire in the vertical direction and adjust the vertical position of the ranging terminal according to the acceleration, so that the laser beam emitted by the ranging terminal follows the horizontal centerline. The adjustment component can be a hydraulic telescopic mechanism or an electric telescopic mechanism. During vehicle operation, the acceleration sensor acquires the acceleration of the wheel in the vertical direction in real time and outputs it to the adjustment component. The adjustment component adjusts the position of the measuring terminal based on the acceleration sensor, so that the laser beam emitted by the measuring terminal illuminates the horizontal centerline of the tire and covers the position of the wheel arch. When performing a scrape verification, the verification position can be the side of the tire closer to the rear of the vehicle; of course, it can also include the side of the tire closer to the front of the vehicle.

[0059] For example, please refer to Figure 2 and Figure 3 , Figure 2 and Figure 3 These are a front view and a bottom view of the ranging terminal performing distance measurement. The adjustment assembly 5 includes a fixed arm 51, a telescopic arm 52, and a controller. One end of the fixed arm is configured as a first fixed end and connected to the vehicle body. The fixed arm can be configured as a magnetic structure, directly adhering to the vehicle door. One end of the telescopic arm is connected to the other end of the fixed arm, and the other end of the telescopic arm is connected to the ranging terminal. The telescopic arm can be composed of a hydraulic cylinder, a pneumatic cylinder, or an electric telescopic device, capable of vertical extension and retraction. The controller can be a control board composed of a microcontroller or other terminal equipment capable of control. The controller can be connected to the telescopic arm via a cable. The controller determines the extension and retraction length of the telescopic arm based on acceleration to adjust the vertical position of the ranging terminal, ensuring that the laser beam emitted by the ranging terminal follows the horizontal centerline.

[0060] It should be noted that, to ensure the stability of the ranging terminal, the adjustment component can also be set as a support structure to support the ranging terminal in the horizontal direction, maintain the ranging terminal's freedom in the vertical direction, and adjust the ranging terminal's position in the vertical direction by means of a telescopic arm, so that it can always measure the distance to the tires and wheel arches on the horizontal center line during vehicle movement, in order to obtain accurate ranging data.

[0061] Based on the same technical concept as the verification system, this invention also provides a method for verifying tire scratches. Please refer to [link to relevant documentation]. Figure 4 , Figure 4 This is a flowchart of the verification method, which can be applied to the processing terminal of the verification system to perform scratch verification on tires and wheel arches. The verification method includes:

[0062] S11. When the vehicle is in motion, the ranging terminal is controlled to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging, so as to obtain the ranging data measured by each laser beam. The ranging terminal is installed on the outside of the tire, and when the vehicle is in motion, the ranging terminal and the wheel cover on the outer periphery of the tire remain relatively stationary.

[0063] Specifically, while the vehicle is in motion, a ranging terminal installed on the vehicle emits laser beams at preset intervals along the horizontal centerline of the tires. These laser beams are emitted along the horizontal centerline of the tires and at certain intervals. This means that the ranging terminal emits laser beams at specific distance intervals, and each laser beam measures the distance to the object it illuminates.

[0064] Please see Figure 5 , Figure 5 This is a schematic diagram illustrating the principle of distance measurement using a distance measuring terminal. The arrows in the diagram indicate the direction of the laser beam illumination. Taking four laser beams as an example, including x1, x2, x3, and x4, each laser beam can measure the corresponding distance, i.e., distance measurement data, whether the vehicle is traveling in a straight line or turning. Each distance measurement data represents the measurement result of the corresponding laser beam.

[0065] The purpose of laser ranging is to determine the distance between the tire and the wheel arch along the horizontal centerline of the vehicle during driving. If the laser beam distribution is unreasonable, it will cause redundancy in data acquisition and processing. Therefore, in one specific implementation, before controlling the ranging terminal to emit laser beams at intervals along the horizontal centerline of the tire to perform laser ranging, the method further includes:

[0066] The first step is to configure the laser beam emitted by the ranging terminal closest to the wheel arch as the reference beam. The reference beam is the laser beam closest to the wheel arch among all laser beams. Please refer to [link to relevant documentation]. Figure 5In the figure, laser beam x1 is located on the outermost side and is determined as the reference beam. Since the wheel cover does not deform during vehicle movement, the reference beam is used as the starting point for subsequent interval distance calculation.

[0067] The second step is to adjust the position of the reference beam along the horizontal center line so that it measures the distance to the target position on the wheel arch closest to the tire in the horizontal direction. This target position is the location on the wheel arch most likely to rub against the tire. The target position can be determined based on the design models of the tire and wheel arch. For example, a simulation based on the three-dimensional data models of the tire and wheel arch can be performed. After the tire deforms in the horizontal direction, the position that first touches the wheel arch is the target position.

[0068] The third step involves arranging laser beams, excluding the reference beam, at intervals along the horizontal centerline until the arranged laser beams are emitted onto the tire in the target state. The target state is when the tire is not turning and has not deformed in the horizontal direction, i.e., the tire's position when the vehicle is traveling in a straight line, with a wheel steering angle of 0°. Please continue reading. Figure 5 The laser beams other than the reference beam include laser beams x2, x3, and x4, which are spaced apart along the horizontal centerline. When laser beam x4 is emitted onto the tire, it indicates that all laser beams have covered the space between the tire and the wheel arch, enabling the measurement of the distance between these beams. After distance measurement is performed based on the arranged laser beams, the distance measurement data for each laser beam is obtained, and the process proceeds to step S12.

[0069] S12. Based on the distance measurement data of all laser beams, determine the interval distance between the tire and the wheel arch, and verify whether the horizontal deformation of the tire under driving conditions will cause the tire to rub against the wheel arch.

[0070] Specifically, by using all the ranging data, the position where the tire blocks the laser beam can be determined, and the interval distance can be calculated. The interval distance can then be used to determine the remaining space between the tire and the wheel arch after tire deformation. A distance curve can be obtained based on all the interval distances; this curve can show the change in interval distance over driving time or over mileage. The interval curve can then be used to determine how the interval distance changes under different driving conditions, thus indicating whether there is remaining space between the tire and the wheel arch. If the remaining space is 0 or small, it indicates that tire deformation could cause the tire to scrape against the wheel arch; conversely, if the remaining space is large, it indicates that there is no risk of scraping the wheel arch.

[0071] For example, step S12 includes sub-steps S12-1 to S12-4, which are described in detail below:

[0072] S12-1. Based on the ranging data measured by each laser beam, obtain the maximum and minimum distances between the tires and wheel arches when the vehicle is in motion. A data processing model can be constructed, using the ranging data measured by all laser beams as the dataset to be processed. The data in the dataset is input into the data processing model, and the maximum and minimum values ​​in the dataset are determined by the data processing model and used as the maximum and minimum distances, respectively.

[0073] The principle of laser ranging is to emit a laser beam to the location to be measured, and then calculate the path time of the laser beam by observing the reflected light. The ratio of this path time to the laser's transmission speed is used to obtain the ranging data. However, during vehicle movement, the rotation of tires and the resulting splashing of debris can negatively impact the accuracy of data collection. Therefore, after obtaining the ranging data, it is necessary to perform data cleaning on the ranging data measured by each laser beam in each laser ranging cycle to remove abnormal data caused by splashing debris.

[0074] Specifically, when performing data cleaning, corresponding processing can be implemented based on the point-like or discontinuous characteristics of abnormal data. For example, based on the ranging data obtained from adjacent laser beams, it can be determined whether there is abnormal data. This specifically includes determining the terminating laser beam using the ranging data measured by each laser beam. The terminating laser beam is the first laser beam emitted onto the tire in the horizontal direction from the wheel arch to the tire. Please continue reading... Figure 5 In the diagram, laser beam x4 is the termination laser beam. After determining x4 as the termination laser beam, if the ranging data obtained from the subsequent laser beam x5 is also small, or the difference between the two is less than a preset difference threshold, then the ranging data obtained from laser beam x4 is correct. Conversely, if it is larger, it indicates that flying foreign objects may be obstructing the normal ranging of laser beam x4. The corresponding ranging data should then be deleted or corrected to perform data cleaning. Through data cleaning, the obtained ranging data can be made more accurate, reducing the impact of flying foreign objects on the data.

[0075] In practical applications, to improve the measurement accuracy of the distance between the tire and the wheel arch, the distance between adjacent laser beams is often set within 1 mm. This results in a large computational load during data processing, potentially leading to computational redundancy. Therefore, in one specific implementation, sub-step S12-1 includes:

[0076] The first step is to arrange the ranging data measured by each laser beam sequentially from the wheel arch towards the tire in each laser ranging cycle to obtain the data arrangement result for each laser ranging cycle. Please continue reading. Figure 5 The laser beams x1 to x4 are arranged sequentially from the wheel arch towards the tire. Based on this arrangement, the data arrangement results for each laser ranging cycle can be obtained.

[0077] The second step involves determining the interval between the tire and the wheel arch in all laser ranging cycles based on the data arrangement results and the corresponding ranging data. Based on the data arrangement results and the corresponding ranging data, a ranging curve can be generated. This curve represents the change in ranging data with the data arrangement position. Figure 5 Taking four laser beams as an example, the ranging data corresponding to laser beam x1 is taken as the origin and arranged sequentially to the ranging data corresponding to laser beam x4. If the interval distance represented by the ranging data of any of the laser beams x3-x4 is greatly reduced, it means that the laser beam is blocked by the tire. The distance between laser beam x1 and the blocked laser beam is the interval distance.

[0078] The specific implementation plan is described below. When calculating the interval distance, the difference between two adjacent distance measurement data in the data arrangement result is calculated. If the difference is less than a preset difference value, it indicates that the difference between the two adjacent distance measurement data is large, and the laser beam closer to the tire side is blocked by the tire, resulting in a significant reduction in its measured distance. Therefore, the laser beam closer to the tire is determined as the termination laser beam. The distance between the reference laser beam closer to the wheel arch and the termination laser beam is determined as the interval distance. The interval distance S can be calculated based on the formula S = a × n, where a is the distance between adjacent laser beams and n is the number of interval laser beams between the reference laser beam and the termination laser beam. The error of the interval distance S calculated in this way is less than a.

[0079] It should be noted that a correction factor for the interval distance can also be set based on actual needs. This correction factor can be used to further adjust the interval distance, thereby improving the accuracy of the interval distance calculation. The correction factor can be set based on actual needs, ensuring that the amount of correction to the interval distance is directly proportional to the distance between adjacent laser beams.

[0080] The third step is to determine the maximum and minimum interval distances, respectively, based on the maximum and minimum values ​​of all interval distances. This can be achieved using a linear scan method. First, define two variables representing the maximum and minimum values, initially setting each variable to the first element of the dataset constructed from all interval distances. Then, examine each element in the dataset one by one. For each element, if it is greater than the current maximum value, update the maximum value; if it is less than the current minimum value, update the minimum value. This process continues until all elements in the dataset have been examined. Finally, these two variables store the maximum and minimum values ​​in the dataset, from which the maximum and minimum interval distances can be derived.

[0081] S12-2. Based on the maximum and minimum spacing distances and the designed target spacing, obtain the deviation range between the tire and the wheel arch. The target spacing is the theoretical design distance between the tire and the wheel arch; it has not been verified whether tire deformation in the horizontal direction will cause rubbing. The difference between the target spacing and the maximum spacing distance is the lower deviation of the deviation range, and the difference between the target spacing and the minimum spacing distance is the upper deviation of the deviation range.

[0082] S12-3. When the deviation range is within the preset safety range, it is determined that there is no risk of scratching between the tire and the wheel arch. The safety range can be determined based on calibration experiments or set based on the experience of technicians, and no specific restrictions are imposed here. If the deviation range is within the preset safety range, it indicates that both the upper and lower deviations are reasonable, and there is no risk of scratching between the tire and the wheel arch.

[0083] S12-4. If the deviation range is not within the preset safe range, it indicates that the upper or lower deviation is unreasonable, and it is determined that there is a risk of scratching between the tire and the wheel cover.

[0084] Based on the same technical concept as the calibration system, this invention also provides a tire scratch calibration device. Please refer to [link to relevant documentation]. Figure 6 , Figure 6 This is a schematic diagram of the calibration device. The calibration device includes:

[0085] The acquisition module 601 is used to control the ranging terminal to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging when the vehicle is in motion, so as to obtain the ranging data measured by each laser beam. The ranging terminal is installed on the outside of the tire and remains relatively stationary with the wheel cover on the outer periphery of the tire when the vehicle is in motion.

[0086] The processing module 602 is used to determine the distance between the tire and the wheel arch based on the ranging data measured by all laser beams, and to verify whether the horizontal deformation of the tire during driving will cause the tire to rub against the wheel arch.

[0087] In an optional embodiment, the verification device further includes:

[0088] The configuration module is used to configure the laser beam emitted by the ranging terminal near the wheel cover as the reference beam;

[0089] The adjustment module is used to adjust the position of the reference beam on the horizontal center line so that the reference beam can measure the distance to the target position on the wheel cover that is closest to the tire.

[0090] The arrangement module is used to arrange laser beams other than the reference beam at intervals along the horizontal center line until the arranged laser beams are emitted onto the tire in the target state, wherein the target state is that the tire is not turning and has not deformed in the horizontal direction.

[0091] In one optional embodiment, the processing module includes:

[0092] The first acquisition submodule is used to obtain the maximum and minimum distances between the tires and wheel arches when the vehicle is in motion, based on the ranging data measured by each laser beam.

[0093] The second submodule is used to obtain the deviation range between the tire and the wheel cover based on the maximum interval distance, the minimum interval distance, and the designed target spacing.

[0094] The first determination submodule is used to determine that there is no risk of scratching between the tire and the wheel cover when the deviation range is within the preset safe range;

[0095] The second determination submodule is used to determine the risk of scraping between the tire and the wheel cover when the deviation range is not within the preset safe range.

[0096] In one alternative embodiment, the first obtaining submodule includes:

[0097] The acquisition unit is used to arrange the ranging data measured by each laser beam from the wheel arch to the tire direction in each laser ranging cycle to obtain the data arrangement result for each laser ranging cycle.

[0098] The first determining unit is used to determine the interval distance between the tire and the wheel cover in all laser ranging cycles based on the data arrangement results and the corresponding ranging data.

[0099] The second determining unit is used to determine the maximum and minimum values ​​of all interval distances as the maximum interval distance and the minimum interval distance, respectively.

[0100] In one optional embodiment, the first determining unit includes:

[0101] The first determining subunit is used to calculate the difference between two adjacent ranging data in the data arrangement result, and when the difference result is less than a preset difference value, the laser beam that is close to the tire is determined as the termination laser beam.

[0102] The second determining subunit is used to determine the distance between the reference laser beam and the termination laser beam near the wheel cover side as the interval distance.

[0103] In an optional embodiment, the processing module further includes:

[0104] The cleaning submodule is used to clean the ranging data measured by each laser beam in each laser ranging cycle to remove abnormal data caused by splashing foreign objects.

[0105] The technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0106] 1. A ranging terminal installed on the outer side of the tire emits laser beams at intervals along the horizontal centerline of the tire while the vehicle is in motion to perform laser ranging, obtaining ranging data measured by each laser beam. Since the ranging terminal remains relatively stationary with respect to the wheel arch, the distance between the tire and the wheel arch can be determined from the ranging data measured by the interval laser beams. The distance represents the size of the space between the tire and the wheel arch when the vehicle is in motion. This distance can be used to accurately verify whether the horizontal deformation of the tire during vehicle movement will cause the tire to rub against the wheel arch. This technical solution can measure the distance between the tire and the wheel arch in real time while the vehicle is in motion, accurately verifying whether the tire is rubbing against the wheel arch under various driving conditions, thereby improving the accuracy of tire-wheel arch rubbing verification.

[0107] 2. Real-time detection of the distance between the wheel tire and the wheel cover, and comparison with the designed target distance, can determine whether the actual mass-produced vehicle spacing meets the design requirements; on the other hand, it can guide the development of vehicle models and provide a reference for subsequent vehicle development. In addition, the system is easy to set up and carry, and has great convenience.

[0108] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0109] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (modules, systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0110] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0111] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0112] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0113] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A tire scratch detection system, characterized in that, The system includes: A ranging terminal is installed on the outside of the tire so that the ranging terminal remains relatively stationary with the wheel cover around the tire when the vehicle is in motion. The ranging terminal is used to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging when the vehicle is in motion, so as to obtain the ranging data measured by each laser beam. A processing terminal is connected to the ranging terminal. The processing terminal is used to determine the distance between the tire and the wheel arch based on the ranging data measured by all laser beams, and to verify whether the horizontal deformation of the tire in the driving state will cause the tire to rub against the wheel arch. An acceleration sensor is installed on a component that moves vertically in sync with the tires when the vehicle is in motion. The acceleration sensor measures the acceleration of the tires in the vertical direction and outputs the result. An adjustment assembly is connected to the acceleration sensor. The first fixed end of the adjustment assembly is connected to the vehicle body, and the second fixed end of the adjustment assembly is connected to the ranging terminal. The adjustment assembly is used to receive the acceleration of the tire in the vertical direction and adjust the vertical position of the ranging terminal according to the acceleration so that the laser beam emitted by the ranging terminal follows the horizontal center line.

2. The tire scraping detection system according to claim 1, characterized in that, The adjustment component includes: A fixed arm, one end of which is configured as the first fixed end and connected to the vehicle body; A telescopic arm, one end of which is connected to the other end of the fixed arm, and the other end of which is connected to the ranging terminal; A controller is connected to the telescopic arm. The controller is used to determine the telescopic length of the telescopic arm based on the acceleration, so as to adjust the vertical position of the ranging terminal and make the laser beam emitted by the ranging terminal follow the horizontal center line.

3. A method for verifying tire abrasion, applied to the tire abrasion verification system according to any one of claims 1-2, characterized in that, The method includes: When the vehicle is in motion, the ranging terminal is controlled to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging, so as to obtain the ranging data measured by each laser beam. The ranging terminal is installed on the outside of the tire, and the ranging terminal remains relatively stationary with the wheel cover on the outer periphery of the tire when the vehicle is in motion. Based on the ranging data measured by all laser beams, the distance between the tire and the wheel arch is determined, and it is verified whether the horizontal deformation of the tire under the driving state will cause the tire to rub against the wheel arch.

4. The tire scratch inspection method according to claim 3, characterized in that, Before the control ranging terminal emits laser beams at intervals along the horizontal centerline of the tire to perform laser ranging, the method further includes: The laser beam emitted by the ranging terminal near the side of the wheel cover is configured as a reference beam; The reference beam is adjusted to be positioned on the horizontal center line so that it measures the distance to the target position on the wheel arch that is closest to the tire. Laser beams other than the reference beam are spaced apart along the horizontal centerline until the arranged laser beams are emitted onto the tire in the target state, wherein the target state is that the tire is not turning and has not deformed in the horizontal direction.

5. The tire scraping inspection method according to claim 3, characterized in that, The step of determining the distance between the tire and the wheel arch based on the ranging data measured by all laser beams, and verifying whether the horizontal deformation of the tire during driving will cause the tire to rub against the wheel arch, includes: Based on the ranging data measured by each laser beam, the maximum and minimum distances between the tires and the wheel arches are obtained when the vehicle is in motion. Based on the maximum interval distance, the minimum interval distance, and the designed target spacing, the deviation range between the tire and the wheel cover is obtained; When the deviation range is within a preset safe range, it is determined that there is no risk of the tire rubbing against the wheel cover; If the deviation range is not within the preset safe range, it is determined that there is a risk of scraping between the tire and the wheel cover.

6. The tire scratch inspection method according to claim 5, characterized in that, The step of obtaining the maximum and minimum distances between the tires and the wheel arches when the vehicle is in motion, based on the ranging data measured by each laser beam, includes: In each laser ranging cycle, the ranging data measured by each laser beam are arranged sequentially from the wheel arch towards the tire to obtain the data arrangement result for each laser ranging cycle; Based on the data arrangement results and the corresponding ranging data, the interval distance between the tire and the wheel cover in all laser ranging cycles is determined; The maximum and minimum values ​​of all interval distances are determined as the maximum interval distance and the minimum interval distance, respectively.

7. The tire scratch inspection method according to claim 6, characterized in that, The step of determining the interval distance between the tire and the wheel arch in all laser ranging cycles based on the data arrangement result and the corresponding ranging data includes: The difference between two adjacent ranging data in the data arrangement result is calculated. When the difference result is less than a preset difference value, the laser beam that is closer to the tire is determined to be the termination laser beam. The distance between the reference laser beam near the wheel cover and the termination laser beam is determined as the interval distance.

8. The tire scratch inspection method according to claim 5, characterized in that, Before obtaining the maximum and minimum distances between the tires and the wheel arches when the vehicle is in motion, based on the ranging data measured by each laser beam, the method further includes: Data cleaning is performed on the ranging data measured by each laser beam in each laser ranging cycle to remove abnormal data caused by splashing foreign objects.

9. A tire abrasion detection device, comprising the tire abrasion detection system according to any one of claims 1-2, characterized in that, The device includes: The acquisition module is used to control the ranging terminal to emit laser beams at intervals along the horizontal center line of the tire to perform laser ranging when the vehicle is in motion, so as to obtain the ranging data measured by each laser beam. The ranging terminal is installed on the outside of the tire and remains relatively stationary with the wheel cover on the outer periphery of the tire when the vehicle is in motion. The processing module is used to determine the distance between the tire and the wheel arch based on the ranging data measured by all laser beams, and to verify whether the horizontal deformation of the tire in the driving state will cause the tire to rub against the wheel arch.

Images