Photography auxiliary compensation support for automobile

Abstract

The photographing auxiliary compensation support comprises a main body, a mounting base, a swing arm, a first driving device, a second driving device, a central processing unit, a data receiving unit and a Bluetooth module, is connected with a central controller of a vehicle through the data receiving unit, and obtains left-right acceleration information T and acceleration information S in the vertical direction of the vehicle in real time; the motion speed N in the left-right direction and the motion speed M in the vertical direction are controlled, so that the first driving device and the second driving device are controlled to carry out motion compensation on the main body and the swing arm respectively, and part of pressure and displacement generated during emergency lane changing and bumping of the automobile are compensated by the photographing auxiliary compensation bracket for the automobile; therefore, the pressure cannot be completely transmitted to the stabilizer, and the pressure of the stabilizer is reduced.

Description

Technical Field

[0001] This invention relates to the field of photographic brackets, and in particular to a photographic auxiliary compensation bracket for automobiles. Background Technology

[0002] Car photography is a common shooting style nowadays. Currently, the common method is to install Russian arms or FLOWCINE black arms on the car in conjunction with a stabilizer. However, these Russian arms or FLOWCINE black arms are huge and expensive, and are mainly suitable for large-scale film productions, not for ordinary car photography. Ordinary car photography mainly relies on two methods: one is to directly fix the stabilizer to the car. The drawback of this method is that the inertial force generated by the car when changing lanes at high speed or bumping will be completely applied to the stabilizer, resulting in greater pressure on the stabilizer. The second method is for the photographer to shoot handheld, which is not safe enough. Summary of the Invention

[0003] To address the aforementioned problems, the present invention aims to provide an automotive photography auxiliary compensation bracket for use with a stabilizer, thereby pre-adjusting the motion force of the vehicle during bumps or rapid lane changes, thus reducing the pressure on the stabilizer.

[0004] The technical solution adopted by this invention to solve the problem is: a photography auxiliary compensation bracket for automobiles, comprising: The main body has a mounting base that is pivotally connected to its bottom and can rotate horizontally relative to the main body. The mounting base is provided with mounting holes for fixing. A swing arm, which is pivotally connected to the top of the main body, can swing up and down relative to the main body, and the end of the swing arm is provided with a connection position for connecting a stabilizer; A first driving device is disposed inside the main body and is connected to the mounting base in a transmission manner. The first driving device is used to drive the main body to rotate relative to the mounting base. The second driving device is disposed inside the main body and is connected to the swing arm in a transmission manner. The second driving device is used to drive the swing arm to swing. The central processing unit is connected to the first driving device and the second driving device. The central processing unit is equipped with a data receiving unit for connecting to the vehicle's central control system and acquiring the vehicle's left and right acceleration information T, vertical acceleration information S, left and right movement speed N, and vertical movement speed M in real time. The central processing unit is also equipped with a Bluetooth module for wireless connection with a mobile terminal. Set a critical acceleration value A. When T > A, it is determined that the vehicle performs an emergency lane change behavior. At this time, the main body is driven by the first driving device to rotate in the opposite direction of the emergency lane change for motion compensation. The first driving device drives the connecting position to move at a horizontal speed of k*T, where 0.4 < k < 1. When S > A, it is determined that the vehicle jolts in the vertical direction. At this time, the second driving device drives the swing arm to swing in the opposite direction of the vehicle's vertical movement for motion compensation. The second driving device drives the connecting position to move at a vertical speed of s*M, where 0.5 < s < 1.

[0005] As a further improvement of the above technical solution, the critical acceleration value A = 0.1g.

[0006] As a further improvement of the above technical solution, the first driving device is a first speed-regulating motor. The output end of the first speed-regulating motor is provided with a driving gear. Inside the mounting base, a driven gear coaxial with its rotation axis is provided. The driving gear meshes with the driven gear.

[0007] As a further improvement of the above technical solution, the second driving device is a second speed-regulating motor. The output end of the second speed-regulating motor is provided with a turbine. On the swing arm, a mating gear coaxial with its swing axis is provided. The turbine meshes with the mating gear.

[0008] As a further improvement of the above technical solution, two indicators electrically connected to the central processor are provided on the surface of the main body. The central processor includes a non-compensation mode, a vertical compensation mode, a horizontal compensation mode, and a full compensation mode. Among them, the vertical compensation mode and the horizontal compensation mode are respectively paired with the two indicators. When in the vertical compensation mode, the central processor only processes the vertical acceleration information S and the vertical movement speed M, and lights up the corresponding indicator. When in the horizontal compensation mode, the central processor only processes the left and right acceleration information T and the left and right movement speed N, and lights up the corresponding indicator. When in the full compensation mode, the central processor processes both the left and right acceleration information T, the vertical acceleration information S, the left and right movement speed N, and the vertical movement speed M, and lights up both indicators. When in the non-compensation mode, the central processor does not process data, and both indicators are turned off.

[0009] The beneficial effects of this invention are as follows: During use, the mounting base is fixed to the car, and the stabilizer is fixed to the connection point of the swing arm. When the car experiences bumps or a sudden lane change, a rapid change in acceleration occurs in the corresponding direction. The central processing unit, equipped with a data receiving unit connected to the vehicle, receives in real time the vehicle's left-right acceleration information T, vertical acceleration information S, left-right speed N, and vertical speed M, and sets a critical acceleration value A. When the acceleration value caused by the vehicle's bumps or lane change is less than A, it is determined that the lane change and bumps are relatively minor, and the stabilizer is sufficient to handle them; therefore, the camera auxiliary compensation bracket does not work. When the vehicle's left-right acceleration T > A, it is determined that the vehicle has made an emergency lane change. The first drive unit drives the main body to rotate in the opposite direction of the emergency lane change. During the rotation, the speed of the connecting position is k*T, which offsets part of the impact and displacement distance caused by the emergency lane change. When the vehicle's vertical acceleration information S>A, it is determined that the vehicle is experiencing a severe bump. At this time, the second drive unit drives the swing arm to swing in the opposite direction of the vehicle's vertical movement. During the swing, the speed of the connecting position is s*M, which offsets part of the impact force and displacement distance generated by the vehicle's vibration. In this way, part of the pressure and displacement generated by the vehicle's emergency lane change and bumps is compensated by the vehicle's camera-assisted compensation bracket, so that it is not completely transmitted to the stabilizer, thereby reducing the pressure on the stabilizer. Attached Figure Description

[0010] The present invention will be further explained and described below with reference to the accompanying drawings and specific embodiments.

[0011] Figure 1 This is a schematic diagram of one of the preferred embodiments of the present invention; Figure 2 This is a second schematic diagram of a preferred embodiment of the present invention; Figure 3 The structural diagram after the base is installed is omitted; Figure 4 This is one of the exploded views of a preferred embodiment of the present invention; Figure 5 This is a second exploded view of a preferred embodiment of the present invention. Detailed Implementation

[0012] This section will describe in detail specific embodiments of the present invention. Preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0013] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0014] In the description of this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0015] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0016] Reference Figures 1 to 5 A camera auxiliary compensation bracket for automobiles, comprising: The main body 10 has a mounting base 20 that can rotate horizontally relative to the main body 10 pivotally connected to its bottom. The mounting base 20 is provided with mounting holes 21 for fixing. A swing arm 30 is pivotally connected to the top of the main body 10. The swing arm 30 can swing up and down relative to the main body 10. The end of the swing arm 30 is provided with a connection position 31 for connecting a stabilizer. A first driving device is disposed inside the main body 10 and is connected to the mounting base 20 in a transmission manner. The first driving device is used to drive the main body 10 to rotate relative to the mounting base 20. The second driving device is disposed inside the main body 10 and is connected to the swing arm 30 in a transmission manner. The second driving device is used to drive the swing arm 30 to swing. A central processing unit 60 is connected to the first driving device and the second driving device. The central processing unit 60 is provided with a data receiving unit, which is used to connect with the vehicle's central control and acquire the vehicle's left and right acceleration information T, vertical acceleration information S, left and right movement speed N, and vertical movement speed M in real time. The central processing unit 60 is provided with a Bluetooth module for wireless connection with a mobile terminal. Set a critical acceleration value A. When T > A, it is determined that the vehicle performs an emergency lane change. At this time, the first driving device drives the main body 10 to rotate in the opposite direction of the emergency lane change for motion compensation. The moving speed of the connecting position 31 driven by the first driving device in the horizontal direction is k*T, where 0.4 < k < 1. When S > A, it is determined that the vehicle jolts in the vertical direction. At this time, the second driving device drives the swing arm 30 to swing in the opposite direction of the vehicle's vertical movement for motion compensation. The moving speed of the connecting position 31 driven by the second driving device in the vertical direction is s*M, where 0.5 < s < 1.

[0017] During use, fix the mounting base 20 on the vehicle, and fix the stabilizer on the connecting position 31 of the swing arm 30. When the vehicle jolts or makes a sudden lane change, there will be a rapid change in acceleration in the corresponding direction. The central processing unit 60 is provided with a data receiving unit connected to the vehicle to receive the left and right acceleration information T, vertical acceleration information S, left and right direction moving speed N, and vertical direction moving speed M of the vehicle in real time, and set a critical acceleration value A. When the acceleration value brought by the vehicle jolting or lane change is less than A, it is determined that the vehicle lane change and jolting are relatively gentle. At this time, the stabilizer is sufficient to cope with it, so the photographic auxiliary compensation bracket does not work. When the left and right acceleration T of the vehicle > A, it is determined that the vehicle has performed an emergency lane change. At this time, the first driving device drives the main body 10 to rotate in the opposite direction of the emergency lane change. When rotating, the moving speed of the connecting position 31 is k*T, so as to offset part of the impact force and displacement distance brought by the vehicle's emergency lane change. When the vertical acceleration information S of the vehicle > A, it is determined that the vehicle has a severe jolt. At this time, the second driving device drives the swing arm 30 to swing in the opposite direction of the vehicle's vertical movement. When swinging, the moving speed of the connecting position 31 is s*M, so as to offset part of the impact force and displacement distance generated when the vehicle vibrates. In this way, part of the pressure and displacement generated when the vehicle makes an emergency lane change and jolts are compensated by the photographic auxiliary compensation bracket of the vehicle, so that it will not be completely transmitted to the stabilizer, thereby reducing the pressure on the stabilizer.

[0018] Where k and s are compensation coefficients, used to control the ratio of the moving speed of the mounting position to the moving speed of the vehicle in the horizontal or vertical direction. When the vehicle jolts, there will be two sets of motion trajectories of upward and downward movements, while when the vehicle makes a left or right lane change, there is generally only a single-direction motion trajectory. Therefore, when the vehicle jolts, the swing arm 30 will generate a reciprocating swing motion trajectory during compensation, while when the vehicle makes a lane change, the main body 10 generally generates a single-direction motion trajectory relative to the mounting base 20.

[0019] In the current automotive market, since new energy electric vehicles have very sufficient sensor arrangements throughout the vehicle and collect very specific vehicle operating states, this product is very suitable.

[0020] In this design, the preferred critical acceleration value is A = 0.1g. When the critical acceleration value exceeds this value, a noticeable jolt will be generated in the vertical direction, and a noticeable inertia will also be generated in the horizontal direction.

[0021] In this design, the first driving device is preferably a first speed-regulating motor 40. The output end of the first speed-regulating motor 40 is equipped with a driving gear 41, and the interior of the mounting base 20 is equipped with a driven gear 22 coaxial with its rotation axis. The driving gear 41 meshes with the driven gear 22. Considering that motor speeds are generally quite high, the meshing of the driving gear 41 and the driven gear 22 facilitates control of the rotational speed of the main body 10. Similarly, the second driving device is preferably a second speed-regulating motor 50. The output end of the second speed-regulating motor 50 is equipped with a turbine 51, and the swing arm 30 is equipped with a mating gear 32 coaxial with its swing axis. The turbine 51 meshes with the mating gear 32.

[0022] In this design, considering that some photographers may use rapid lane changes and bumpy rides in cars for extreme photography, the main body 10 preferably has two indicator lights electrically connected to the central processing unit 60. The central processing unit 60 includes four modes: no compensation, vertical compensation, horizontal compensation, and full compensation. The vertical and horizontal compensation modes correspond to the two indicator lights. In vertical compensation mode, the central processing unit 60 processes only the vertical acceleration information S and vertical velocity M, and illuminates the corresponding indicator light. In horizontal compensation mode, the central processing unit 60 processes only the left and right acceleration information T and left and right velocity N, and illuminates the corresponding indicator light. In full compensation mode, the central processing unit 60 processes the left and right acceleration information T, the vertical acceleration information S, the left and right velocity N, and the vertical velocity M, and illuminates both indicator lights. In no compensation mode, the central processing unit 60 does not process data, and both indicator lights are off. This allows for selection of vertical motion compensation, horizontal motion compensation, or no motion compensation as needed.

[0023] The above are merely preferred embodiments of the present invention and do not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct or indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A camera auxiliary compensation bracket for automobiles, characterized in that, Comprising: A main body (10), with a mounting base (20) pivotally connected to the bottom of the main body (10) and capable of horizontally rotating relative to the main body (10), and mounting holes (21) for fixation are provided on the mounting base (20); A swing arm (30), which is pivotally connected to the top of the main body (10), the swing arm (30) can swing up and down relative to the main body (10), and a connection position (31) for connecting a stabilizer is provided at the end of the swing arm (30); A first driving device, which is arranged inside the main body (10) and is in transmission connection with the mounting base (20), and the first driving device is used to drive the main body (10) to rotate relative to the mounting base (20); A second driving device, which is arranged inside the main body (10) and is in transmission connection with the swing arm (30), and the second driving device is used to drive the swing arm (30) to swing; A central processing unit (60), the central processing unit (60) is connected to the first driving device and the second driving device, a data receiving unit is provided on the central processing unit (60), and the data receiving unit is used to connect to the vehicle's central control and obtain the vehicle's left and right acceleration information T, vertical acceleration information S, left and right direction movement speed N, vertical direction movement speed M in real time. A Bluetooth module for wireless connection with a mobile terminal is provided on the central processing unit (60); Set a critical acceleration value A. When T > A, it is determined that the vehicle performs an emergency lane change behavior. At this time, the first driving device drives the main body (10) to rotate in the opposite direction of the emergency lane change for motion compensation. The movement speed of the connection position (31) in the horizontal direction driven by the first driving device is k*T, where 0.4 < k < 1. When S > A, it is determined that the vehicle bumps in the vertical direction. At this time, the second driving device drives the swing arm (30) to swing in the opposite direction of the vehicle's movement in the vertical direction for motion compensation. The movement speed of the connection position (31) in the vertical direction driven by the second driving device is s*M, where 0.5 < s < 1.

2. The photographic auxiliary compensation bracket for an automobile according to claim 1, wherein: The critical acceleration value A = 0.1g.

3. The photographic auxiliary compensation bracket for an automobile according to claim 1, wherein: The first driving device is a first speed-regulating motor (40), a driving gear (41) is provided at the output end of the first speed-regulating motor (40), and a driven gear (22) coaxial with its rotation axis is provided inside the mounting base (20), and the driving gear (41) meshes with the driven gear (22).

4. The photographic auxiliary compensation bracket for an automobile according to claim 1, wherein: The second driving device is a second speed-regulating motor (50), a turbine (51) is provided at the output end of the second speed-regulating motor (50), and a mating gear (32) coaxial with its swing axis is provided on the swing arm (30), and the turbine (51) meshes with the mating gear (32).

5. The automotive photography auxiliary compensation bracket as described in claim 1, characterized in that: The main body (10) has two indicator lights that are electrically connected to the central processing unit (60). The central processing unit (60) includes a no-compensation mode, a vertical compensation mode, a horizontal compensation mode, and a full compensation mode. The vertical compensation mode and the horizontal compensation mode are respectively matched with the two indicator lights. When in the vertical compensation mode, the central processing unit (60) only processes the vertical acceleration information S and the vertical motion speed M, and lights up the corresponding indicator lights. When in the horizontal compensation mode, the central processing unit (60) only processes the left and right acceleration information T and the left and right motion speed N, and lights up the corresponding indicator lights. When in the full compensation mode, the central processing unit (60) processes the left and right acceleration information T, the vertical acceleration information S, the left and right motion speed N, and the vertical motion speed M, and lights up both indicator lights. When in the no-compensation mode, the central processing unit (60) does not process data, and both indicator lights are off.

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