A method and system for automatic centering of a wheel set of a tire-based engineering transport

Abstract

The application relates to a kind of automatic centering methods and systems of tire type engineering transport equipment wheel group, belong to engineering machinery technical field, method includes obtaining vehicle body heading angle and the wheel group heading angle of each steering wheel group;According to the vehicle body heading angle and the wheel group heading angle, the relative deflection angle of each steering wheel group relative to vehicle body is calculated;Based on the relative deflection angle, control signal is generated, and the steering execution mechanism is driven to adjust the rotation angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset centering condition;When the relative deflection angle of each steering wheel group meets the preset centering condition, the current position of each steering wheel group is calibrated as centering zero position.The application converts the traditional reliance on manual visual line centering into automatic centering based on heading angle closed-loop control, effectively solves the problem of low manual calibration precision and complicated operation, and realizes the automation of wheel group centering calibration.

Description

Technical Field

[0001] This application relates to the field of engineering machinery technology, and in particular to an automatic calibration method and system for the center position of wheelsets in tire-type engineering transportation equipment. Background Technology

[0002] When tire-mounted engineering transport equipment (such as beam transporters, beam lifting machines, and heavy-duty flatbed trucks) operates under long-term heavy-load conditions, their structural components, hydraulic systems, steering mechanisms, and sensors will undergo cumulative deformation or wear due to continuous high loads. This can lead to gradual drift in system calibration parameters or deviations in mechanical alignment. Consequently, the equipment often exhibits problems such as veering off course and wheel misalignment, severely impacting its linearity and stability. Therefore, it is necessary to periodically recalibrate the wheel alignment to ensure the linearity and stability of the equipment's operation.

[0003] Currently, the traditional wheelset calibration method is mainly the manual alignment method. The specific operation involves the operator using a steel wire to straighten along the longitudinal centerline of the vehicle, visually observing the parallelism between the wheel edge and the steel wire, manually adjusting the steering mechanism to make each wheel parallel to the steel wire, and finally manually setting the zero position in the control system.

[0004] However, this calibration method has a low level of automation and intelligence, and the entire process relies on manual intervention. The parallel adjustment of the wheelset mainly depends on manual visual judgment. The actual effect is greatly affected by the operator's experience and ambient light, resulting in significant calibration errors and difficulty in guaranteeing accuracy, which makes it difficult to meet the requirements of high-precision operation. Summary of the Invention

[0005] This application provides a method and system for automatic center calibration of wheelsets in tire-type engineering transportation equipment, in order to solve the problems of cumbersome procedures, large errors and low level of intelligence caused by the reliance on manual stringing for center calibration of wheelsets in related technologies.

[0006] In a first aspect, embodiments of this application provide an automatic centering calibration method for wheelsets of tire-type engineering transportation equipment, the method comprising the following steps: Obtain the vehicle body heading angle and the wheel group heading angle of each steering wheel group; Calculate the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; Based on the relative deflection angle, a control signal is generated to drive the steering actuator to adjust the steering angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset alignment condition. When the relative deflection angles of each steering wheel group meet the preset centering conditions, the current position of each steering wheel group is marked as the center zero position.

[0007] Firstly, in some embodiments, the preset alignment condition is: the absolute value of the relative deflection angle is less than or equal to a preset angle threshold. The process of ensuring that the relative deflection angles of each steering wheel assembly meet the preset alignment conditions includes: When the absolute value of the relative deflection angle is detected to be greater than the angle threshold, the steering actuator is continuously driven to adjust the steering angle of each steering wheel group; When the absolute value of the relative deflection angle is detected to be less than or equal to the angle threshold, the adjustment is stopped.

[0008] In a first aspect, in some embodiments, the drive steering actuator adjusts the steering angle of each steering wheel assembly, including: A closed-loop control strategy is adopted to generate a control signal based on the relative deflection angle. The control signal is used to drive the electro-hydraulic proportional valve or the steering motor to adjust the extension and retraction of the steering cylinder or the rotation angle of the steering motor.

[0009] In a first aspect, in some embodiments, the adoption of a closed-loop control strategy to generate a control signal based on the relative deflection angle includes: Determine the adjustment direction of the steering wheel assembly, and control the steering wheel assembly to rotate in a direction that makes the relative deflection angle approach zero; Calculate the target rotation angle, which is the difference between the absolute value of the relative deflection angle and the preset angle threshold. Based on the adjustment direction and the target rotation angle, a preset control algorithm is used to generate the control signal. The preset control algorithm is configured to make the adjustment process smooth, fast and without overshoot. During the process of driving the steering actuator to adjust the steering angle of each steering wheel group, sensor data is read in real time to monitor the change of the relative deflection angle, and the control signal is dynamically updated until the absolute value of the relative deflection angle is less than or equal to the preset angle threshold.

[0010] In a first aspect, in some embodiments, when the relative deflection angles of each steering wheel group all satisfy the preset alignment condition, marking the current position of each steering wheel group as the zero-center position includes: Once the relative deflection angles of each steering wheel assembly meet the preset alignment conditions, the preset time window is continuously monitored. If the relative deflection angle of each steering wheel group remains in compliance with the preset centering condition within the time window, then the current position of each steering wheel group is marked as the center zero position.

[0011] In a first aspect, in some embodiments, before obtaining the vehicle body heading angle and the wheel group heading angle of each steering wheel group, the method further includes: Initial calibration is performed by mechanically adjusting each steering wheel assembly to the neutral zero position and recording the difference between the readings of the second heading sensor and the first heading sensor at this time as the system deviation value. The relative deflection angle is calculated based on the real-time sensor readings and the system deviation value.

[0012] After compensating for the system deviation, the relative deflection angle of each steering wheel group relative to the vehicle body is calculated.

[0013] In a first aspect, in some embodiments, the method further includes: entering a calibration mode in response to a calibration start signal emitted by the human-computer interaction interface; If a sensor malfunction is detected during the calibration process, or if the preset alignment condition is not met after more than a preset number of adjustments, the calibration will stop and an alarm signal will be output.

[0014] In a first aspect, in some embodiments, obtaining the vehicle body heading angle and the wheel group heading angle of each steering wheel group includes: The vehicle's heading angle is acquired by a first heading sensor mounted on the chassis; The heading angle of each steering wheel assembly is acquired by a second heading sensor installed on each steering wheel assembly.

[0015] Secondly, embodiments of this application provide an automatic wheel set centering calibration system for tire-type engineering transportation equipment. The system has a first heading sensor and a second heading sensor respectively arranged on the chassis and the steering wheel set. The steering wheel set is connected to a steering actuator. The system includes: The data acquisition module is used to acquire the vehicle body heading angle and the wheel group heading angle of each steering wheel group through the first heading sensor and the second heading sensor, respectively. The deviation calculation module is used to calculate the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; The drive adjustment module is used to generate a control signal based on the relative deflection angle, and drive the steering actuator to adjust the steering angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset centering condition. The zero-position calibration module is used to calibrate the current position of each steering wheel group as the center zero position after the relative deflection angle of each steering wheel group meets the preset centering condition.

[0016] Secondly, in some embodiments, a controller unit and a human-machine interface communicatively connected to the controller unit are also included. The data acquisition module, deviation calculation module, drive adjustment module and zero-position calibration module are integrated in the controller unit. The human-machine interface is used to provide calibration start instructions and display calibration status and calibration results.

[0017] The beneficial effects of the technical solution provided in this application include: This application provides a method and system for automatic centering calibration of wheel sets in tire-type engineering transportation equipment. The method includes: acquiring the vehicle body heading angle and the heading angle of each steering wheel set; calculating the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; generating a control signal based on the relative deflection angle to drive the steering actuator to adjust the steering angle of each steering wheel set until the relative deflection angle of each steering wheel set meets the preset centering condition; when the relative deflection angle of each steering wheel set meets the preset centering condition, calibrating the current position of each steering wheel set as the centering zero position.

[0018] Therefore, by acquiring the vehicle's heading angle and the wheelset's heading angle, and using automatic control logic to calculate the relative deflection angle of the steering wheelset relative to the vehicle body and compare it with preset alignment conditions, the steering mechanism is automatically driven to adjust the wheelset angle until the wheelset's heading angle and the vehicle's heading angle reach the preset alignment conditions, and zero-position calibration is completed within the control system. This transforms the traditional cable alignment, which relies on manual visual inspection, into automatic alignment based on heading angle closed-loop control, effectively solving the problems of low accuracy and cumbersome operation of manual calibration, and realizing the automation and intelligence of wheelset centering calibration. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart illustrating an embodiment of this application; Figure 2 This is a system architecture diagram of an embodiment of this application; Figure 3 This is a calibration flowchart of an embodiment of this application; Figure 4 This is a system composition diagram of an embodiment of this application.

[0021] The attached diagram lists the components represented by each number as follows: 10. Data acquisition module; 20. Deviation calculation module; 30. Drive adjustment module; 40. Zero-point calibration module; 100, Controller unit; 200, Human-machine interface; 300, Steering actuator; 400, First heading sensor; 500, Second heading sensor. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] This application provides a method and system for automatic center calibration of wheelsets in tire-type engineering transportation equipment, in order to solve the problems of cumbersome procedures, large errors and low level of intelligence caused by the reliance on manual stringing for center calibration of wheelsets in related technologies.

[0024] See Figures 1 to 4 As shown, the first aspect of this application provides an automatic centering calibration method for wheelsets of tire-type engineering transportation equipment, the method comprising the following steps: S1. Obtain the vehicle body heading angle and the heading angle of each steering wheel set; S2. Calculate the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; S3. Generate control signals based on relative deflection angles to drive the steering actuator to adjust the steering angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset alignment conditions. S4. When the relative deflection angles of each steering wheel group meet the preset centering conditions, the current position of each steering wheel group is marked as the center zero position.

[0025] The automatic wheel alignment method for tire-type engineering transport equipment in this application obtains the heading angle of the vehicle body and the wheel set in real time, calculates the relative deflection angle using automatic control logic and compares it with preset conditions, and automatically drives the steering mechanism to adjust the wheel set angle until the alignment conditions are met and the zero-position calibration is completed.

[0026] This method transforms the traditional manual visual alignment into automatic alignment based on yaw angle closed-loop control, effectively solving the problems of low accuracy and cumbersome operation of manual calibration, and realizing the automation and intelligence of wheelset centering calibration.

[0027] This not only eliminates errors caused by human experience differences and poor ambient lighting, significantly improving calibration accuracy, but also enables one-button start-up automation, greatly reducing maintenance time. Furthermore, the combination of initial deviation digital compensation and parking safety interlock mechanism enhances the system's practicality and reliability.

[0028] Taking the beam transport vehicle as an example, an industrial-grade microelectromechanical system (MEMS) gyroscope is installed at the center of the frame and on the structure of each steering wheel assembly. The sensor integrates attitude calculation algorithms, can directly output the heading angle, and is connected to the vehicle's original controller via a CAN bus. The steering actuator uses an electro-hydraulic proportional valve, controlled by the controller's PWM signal, which can precisely drive the steering cylinder.

[0029] First, park the vehicle on a level surface, apply the parking brake, and let the engine idle. Send a calibration command to the controller via the "One-Click Calibration" button on the display screen. The controller uses a moving average filtering algorithm to take the average of 200 data points over two consecutive seconds as the current effective heading angle value, and then calculates and judges the deviation. An incremental PID control algorithm is used to calculate and output a PWM signal in the corresponding direction based on the deviation angle of each wheel set.

[0030] Since the sensors cannot be guaranteed to be perfectly parallel to the mechanical reference during installation, an initial calibration is required before first use. Initial calibration can be performed using the traditional cable-stayed method to precisely adjust the wheelset to its mechanical center position. At this point, the difference in readings between each wheelset sensor and the vehicle body sensor is recorded and stored in the controller as a system deviation. This deviation value is deducted from all subsequent automatic calibration calculations.

[0031] For multi-axle vehicles, each wheelset can be adjusted independently or sequentially. To avoid interference during adjustment, it is recommended to adjust each wheelset in a front-to-back or back-to-front order, ensuring the current wheelset is adjusted and locked before moving on to the next. Furthermore, during calibration, the vehicle should be in parking brake mode, the engine idling, and the calibration program should be interlocked with the driving program to ensure the vehicle cannot be driven during calibration.

[0032] Firstly, in some alternative embodiments: see Figures 1 to 4 As shown, this application embodiment provides an automatic centering calibration method for the wheelset of a tire-type engineering transportation equipment. The preset centering condition of this automatic centering calibration method for the wheelset of a tire-type engineering transportation equipment is: the absolute value of the relative deflection angle is less than or equal to a preset angle threshold. Until the relative deflection angles of each steering wheel assembly meet the preset alignment conditions, including: S33. When the absolute value of the relative deflection angle is detected to be greater than the angle threshold, the steering actuator is continuously driven to adjust the steering angle of each steering wheel group. S34. When the absolute value of the relative deflection angle is detected to be less than or equal to the angle threshold, stop the adjustment.

[0033] In this embodiment, the preset centering conditions are specifically quantified, and the relative deflection angle is the wheel set deflection angle in the calibration flowchart. During the automatic adjustment process, the controller compares the absolute value of the wheel set deflection angle with the angle threshold in real time: if the absolute value of the wheel set deflection angle is greater than the angle threshold, it indicates that the wheel set has not reached the center position, and the controller continues to output control signals to drive the steering actuator to adjust the angle; if the absolute value of the wheel set deflection angle is less than or equal to the angle threshold, it indicates that the wheel set has reached the center position range, and the controller controls the steering actuator to stop adjusting. The angle threshold can be set according to the equipment accuracy level. For example, for a high-precision beam transport vehicle, the angle threshold can be 0.2°, thereby ensuring calibration efficiency while meeting the requirements for high straight-line driving.

[0034] Firstly, in some alternative embodiments: see Figures 1 to 4 As shown, this application provides an automatic centering calibration method for wheel sets of tire-type engineering transport equipment. The drive steering actuator of this automatic centering calibration method adjusts the steering angle of each steering wheel set, including: S31. A closed-loop control strategy is adopted to generate control signals based on the relative deflection angle; S32. The control signal is used to drive the electro-hydraulic proportional valve or the steering motor to adjust the extension and retraction of the steering cylinder or the rotation angle of the steering motor.

[0035] In this embodiment, the steering angle of each steering wheel set is adjusted by the steering actuator of the drive wheel set itself, specifically using a closed-loop control strategy to ensure the dynamic response speed and final positioning accuracy during the adjustment process. The controller generates a control signal based on the real-time calculated angle deviation and continuously corrects the output through a closed-loop feedback mechanism, thereby eliminating the influence of mechanical backlash and external interference, and achieving automatic and precise adjustment of the wheel set steering angle.

[0036] Firstly, in some alternative embodiments: see Figures 1 to 4 As shown, this application provides an automatic centering calibration method for wheelsets of tire-type engineering transport equipment. This method employs a closed-loop control strategy, generating a control signal based on the relative deflection angle, and includes: S311. Determine the adjustment direction of the steering wheel assembly and control the steering wheel assembly to rotate in a direction that makes the relative deflection angle approach zero. S312. Calculate the target rotation angle, which is the difference between the absolute value of the relative deflection angle and the preset angle threshold. S313. Based on the adjustment direction and the target rotation angle, a control signal is generated using a preset control algorithm. The preset control algorithm is configured to make the adjustment process smooth, fast and without overshoot. S314. During the process of adjusting the steering angle of each steering wheel group by driving the steering actuator, the sensor data is read in real time to monitor the change of relative deflection angle and the control signal is updated dynamically until the absolute value of the relative deflection angle is less than or equal to the preset angle threshold.

[0037] In this embodiment, a closed-loop control strategy is adopted. The specific implementation process of generating control signals based on angle deviation includes direction determination, target calculation, signal generation, and real-time feedback. The controller first determines the adjustment direction of the steering wheel assembly based on the sign of the angle deviation. Specifically, if the angle deviation is greater than zero, the steering wheel assembly is controlled to rotate in the direction that reduces the angle deviation; if the angle deviation is less than zero, the steering wheel assembly is controlled to rotate in the direction that increases the angle deviation.

[0038] Subsequently, the target rotation angle is calculated, which is the difference between the absolute value of the relative deflection angle and the preset angle threshold, to eliminate invalid fine-tuning within the threshold range. Based on the adjustment direction and the target rotation angle, a preset control algorithm is used to generate the control signal. The preset control algorithm is configured to make the adjustment process smooth, fast, and without overshoot. Those skilled in the art will understand that the preset control algorithm includes, but is not limited to, PID control algorithms, piecewise control strategies, fuzzy control algorithms, model predictive control algorithms, etc., as long as it can achieve closed-loop feedback control based on angle deviation.

[0039] During the process of driving the steering actuator to adjust the steering angle of each steering wheel group, the controller reads sensor data in real time to monitor the change in relative deflection angle and dynamically updates the control signal until the absolute value of the relative deflection angle is less than or equal to the preset angle threshold, thus completing the closed-loop adjustment.

[0040] Firstly, in some alternative embodiments: see Figures 1 to 4 As shown in the embodiment of this application, an automatic centering calibration method for wheel sets of tire-type engineering transportation equipment is provided. This method calibrates the current position of each steering wheel set as the centering zero position when the relative deflection angles of all steering wheel sets meet preset centering conditions. The method includes: S41. After the relative deflection angles of each steering wheel group meet the preset alignment conditions, the preset time window is continuously monitored. S42. If the relative deflection angle of each steering wheel group remains in accordance with the preset centering condition within the time window, then the current position of each steering wheel group is marked as the center zero position.

[0041] In this embodiment, the preset time window can be set according to the vibration characteristics of the equipment, for example, 2 seconds, to filter out instantaneous fluctuations caused by engine idling or ground micro-vibrations, ensuring the stability and reliability of zero-point calibration and avoiding zero-point recording errors due to instantaneous interference. By introducing a time window monitoring mechanism, the reliability of the calibration results is effectively improved, ensuring the linearity of the equipment during subsequent driving.

[0042] It should be noted that zero-position calibration generally refers to recording the values ​​of the steering encoders for each wheel set at the current position, which serve as the zero-point reference for subsequent steering control. Steering control in engineering transportation equipment typically uses encoders for angle feedback in a closed-loop control system. This calibration system primarily aims to quickly locate the center position of the wheel set under static conditions and record the encoder values ​​to eliminate errors caused by mechanical factors during long-term operation.

[0043] Firstly, in some alternative embodiments: see Figures 1 to 4 As shown, this application provides an automatic centering calibration method for wheelsets of tire-type engineering transport equipment. Before obtaining the vehicle body heading angle and the heading angle of each steering wheel set, the method further includes: Initial calibration is performed by mechanically adjusting each steering wheel assembly to the neutral zero position and recording the difference between the readings of the second heading sensor and the first heading sensor at this time as the system deviation value. The relative deflection angle is calculated based on the real-time sensor readings and the system deviation value.

[0044] In this embodiment of the application, in order to eliminate the influence of sensor installation error on calibration accuracy, an initial calibration compensation mechanism is introduced before obtaining the vehicle body heading angle and the heading angle of each steering wheel group. This effectively solves the system error caused by non-parallel sensor installation, ensures the benchmark accuracy of automatic calibration, and improves the reliability of subsequent automatic calibration.

[0045] Specifically, initial calibration is performed by mechanically adjusting each steering wheel group to the center position and recording the difference in readings of each second heading sensor relative to the first heading sensor at this time. This difference is then stored in the controller as a system deviation value.

[0046] During subsequent automatic calibration, when calculating the angular deviation of each steering wheel assembly relative to the vehicle body, compensation is performed based on the system deviation value. This involves subtracting the system deviation value from the real-time collected heading angle difference to obtain the compensated relative deflection angle. This compensation calculation ensures that all calculations during subsequent automatic calibration are based on accurate relative positional relationships, avoiding calibration failures caused by hardware installation errors.

[0047] Firstly, in some alternative embodiments: see Figures 1 to 4As shown in the embodiment of this application, an automatic centering calibration method for wheelsets of tire-type engineering transport equipment is provided. This automatic centering calibration method for wheelsets of tire-type engineering transport equipment further includes: In response to the calibration start signal issued by the human-computer interaction interface, it enters calibration mode; If a sensor malfunction is detected during the calibration process, or if the preset alignment condition is not met after more than the preset number of adjustments, the calibration will stop and an alarm signal will be output.

[0048] In this embodiment, the preset number of calibration cycles can be set according to the system response characteristics to avoid infinite looping of system adjustments due to mechanical jamming or sensor malfunction. Alarm signals are used to prompt operators to check the mechanical system or sensor status to prevent equipment damage due to hardware failure and ensure the safety and reliability of the calibration process.

[0049] Firstly, in some alternative embodiments: see Figures 1 to 4 As shown, this application provides an automatic wheel alignment method for tire-type engineering transport equipment. This method acquires the vehicle body heading angle and the heading angle of each steering wheel set, including: The vehicle's heading angle is collected by a first heading sensor mounted on the chassis; The heading angle of each steering wheel set is collected by a second heading sensor installed on each steering wheel set.

[0050] In this embodiment, the first heading sensor 400 is mounted on the vehicle frame, preferably at the geometric center of the frame, and is used to detect the heading angle of the vehicle body. The second heading sensor 500 is mounted on each steering wheel assembly, specifically on the steering knuckle or other components of the wheel assembly that move with steering, and is used to detect the heading angle of the wheel assembly, ensuring that the sensor deflects synchronously with the wheel assembly.

[0051] The sensor type can be a magnetoresistive angle sensor, an inertial measurement unit, or a combined navigation module. The static measurement accuracy is not less than 0.1°, and the first and second heading sensors are selected in the same way to ensure consistent measurement accuracy. The sensor and the controller are connected via a controller area network (CAN) bus or hardwired connection to realize real-time transmission of heading angle data, providing a reliable data foundation for closed-loop control.

[0052] For example, such as Figure 3 An automatic calibration method for the center position of wheelsets in tire-type engineering transportation equipment is provided, as follows: Step 1: The operator clicks the "One-click Calibration" button through the human-machine interface. After receiving the instruction, the controller enters the calibration mode and displays "Calibration in progress".

[0053] Step 2: The controller continuously reads real-time data from the first heading sensor and each of the second heading sensors. To eliminate instantaneous fluctuations and noise interference, the collected data is filtered, such as by moving average filtering or Kalman filtering, and the average value within a certain time window (e.g., 2 seconds) is taken as the effective heading angle value.

[0054] Step 3: Using the vehicle heading angle detected by the first heading sensor as a reference, calculate the relative angle deviation of each wheel set: Δθ_i=θ_L_i-θ_C; Where θ_C is the vehicle's heading angle, θ_L_i is the heading angle of the i-th wheelset, and Δθ_i is the deflection angle of the i-th wheelset relative to the vehicle. When Δθ_i=0, it indicates that the wheelset is parallel to the vehicle, i.e., in the mechanical neutral position.

[0055] Step 4: Set the allowable angle deviation threshold δ (e.g., δ = 0.2°). For each wheelset, determine if |Δθ_i| is greater than δ: If |Δθ_i|≤δ, then the gear set is considered to be in the neutral position and no adjustment is needed; If |Δθ_i|>δ, then the wheelset is considered to be off-center and needs to be adjusted.

[0056] Step 5: For the wheelset that needs adjustment, the controller calculates the required direction and angle of adjustment: When Δθ_i > 0, the wheel assembly needs to rotate in the direction that decreases Δθ; when Δθ_i < 0, the wheel assembly needs to rotate in the direction that increases Δθ (the specific direction is defined according to the sensor installation direction). The adjustment goal is to make |Δθ_i| ≤ δ, and the required rotation angle is |Δθ_i| - δ. The controller outputs a control signal to the electro-hydraulic proportional valve based on the calculation results, driving the steering cylinder to rotate the wheel assembly in the target direction. During the adjustment process, the controller continuously reads sensor data at high frequency, monitoring the change of Δθ_i in real time to form closed-loop control. A proportional-integral-derivative (PID) control algorithm or a piecewise control strategy can be used to ensure a smooth, fast, and overshoot-free adjustment process.

[0057] Step 6: When |Δθ_i|≤δ, the controller stops driving and maintains monitoring. If it remains stable for a period of time T (e.g., 2 seconds), the adjustment is considered complete, and the wheelset is in the neutral position. If |Δθ_i| exceeds δ again during the stabilization period, the adjustment process is restarted.

[0058] Step 7: After all wheelsets are adjusted and stabilized, the controller sends a calibration command to calibrate the current wheelset position as the steering midpoint. Simultaneously, "Calibration Complete" is displayed on the human-machine interface, and calibration time, calibration results, and other data are recorded.

[0059] Step 8: If a wheel set still cannot reach the threshold range after multiple adjustments (e.g., 3 times), or if abnormalities such as sensor failure or non-responsive actuator are detected during the adjustment process, the controller will stop calibration and issue an alarm to remind the operator to check the mechanical system or sensors.

[0060] See Figures 1 to 4 As shown, a second aspect of this application provides an automatic wheel set centering calibration system for tire-type engineering transport equipment. The system includes a first heading sensor and a second heading sensor mounted on the chassis and steering wheel set, respectively. The steering wheel set is connected to a steering actuator. The system comprises: The data acquisition module is used to acquire the vehicle body heading angle and the wheel group heading angle of each steering wheel group through the first heading sensor and the second heading sensor, respectively. The deviation calculation module is used to calculate the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; The drive adjustment module is used to generate control signals based on the relative deflection angle, and drive the steering actuator to adjust the steering angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset alignment condition. The zero-position calibration module is used to calibrate the current position of each steering wheel group as the zero position after the relative deflection angle of each steering wheel group meets the preset alignment conditions.

[0061] The system in this embodiment includes a data acquisition module 10, a deviation calculation module 20, a drive adjustment module 30, and a zero-position calibration module 40. Each module can be integrated into the vehicle controller and implemented through software instructions. Through the coordinated operation of each module, the system can automatically complete the detection, adjustment, and calibration of the wheel set center position without manual intervention, significantly improving calibration efficiency and accuracy.

[0062] Secondly, in some alternative embodiments: see Figures 1 to 4 As shown in the figure, this application provides an automatic centering calibration system for wheelsets of tire-type engineering transportation equipment. The automatic centering calibration system for wheelsets of tire-type engineering transportation equipment also includes a controller unit and a human-machine interface that is communicatively connected to the controller unit. The data acquisition module, deviation calculation module, drive adjustment module and zero-position calibration module are integrated in the controller unit. The human-machine interface is used to provide calibration start commands and display calibration status and calibration results.

[0063] In this embodiment, the controller unit 100 adopts the vehicle's original vehicle control unit (VCU) or an added dedicated controller (PLC), which has data acquisition, processing, logic judgment and control output functions, and is responsible for electrical connection with each sensor and steering actuator.

[0064] The steering actuator 300 utilizes the vehicle's existing steering system components, including an electro-hydraulic proportional valve, a steering cylinder, and a steering tie rod; the controller unit 100 is configured to drive the electro-hydraulic proportional valve via a pulse width modulation (PWM) signal or a current signal to precisely control the extension and retraction of the steering cylinder, thereby driving the wheel set to rotate left and right.

[0065] The human-machine interface 200 utilizes the vehicle's existing display screen or an added control panel, providing a "one-click calibration" start button and displaying the calibration status and results in real time, so as to realize information interaction and command issuance between the operator and the calibration system.

[0066] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0067] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0068] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for automatic centering calibration of wheelsets in tire-type engineering transportation equipment, characterized in that, The method includes the following steps: Obtain the vehicle body heading angle and the wheel group heading angle of each steering wheel group; Calculate the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; Based on the relative deflection angle, a control signal is generated to drive the steering actuator to adjust the steering angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset alignment condition. When the relative deflection angles of each steering wheel group meet the preset centering conditions, the current position of each steering wheel group is marked as the center zero position.

2. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 1, characterized in that: The preset centering condition is: the absolute value of the relative deflection angle is less than or equal to the preset angle threshold. The process of ensuring that the relative deflection angles of each steering wheel assembly meet the preset alignment conditions includes: When the absolute value of the relative deflection angle is detected to be greater than the angle threshold, the steering actuator is continuously driven to adjust the steering angle of each steering wheel group; When the absolute value of the relative deflection angle is detected to be less than or equal to the angle threshold, the adjustment is stopped.

3. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 2, characterized in that: The drive steering actuator adjusts the steering angle of each steering wheel assembly, including: A closed-loop control strategy is adopted to generate a control signal based on the relative deflection angle. The control signal is used to drive the electro-hydraulic proportional valve or the steering motor to adjust the extension and retraction of the steering cylinder or the rotation angle of the steering motor.

4. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 3, characterized in that: The closed-loop control strategy, which generates a control signal based on the relative deflection angle, includes: Determine the adjustment direction of the steering wheel assembly, and control the steering wheel assembly to rotate in a direction that makes the relative deflection angle approach zero; Calculate the target rotation angle, which is the difference between the absolute value of the relative deflection angle and a preset angle threshold. Based on the adjustment direction and the target rotation angle, the control signal is generated using a preset control algorithm; During the process of driving the steering actuator to adjust the steering angle of each steering wheel group, sensor data is read in real time to monitor the change of the relative deflection angle, and the control signal is dynamically updated until the absolute value of the relative deflection angle is less than or equal to the preset angle threshold.

5. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 1, characterized in that: When the relative deflection angles of each steering wheel group all meet the preset alignment condition, the current position of each steering wheel group is marked as the zero-center position, including: Once the relative deflection angles of each steering wheel assembly meet the preset alignment conditions, the preset time window is continuously monitored. If the relative deflection angle of each steering wheel group remains in compliance with the preset centering condition within the time window, then the current position of each steering wheel group is marked as the center zero position.

6. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 1, characterized in that: The method further includes: entering calibration mode in response to a calibration start signal emitted by the human-computer interaction interface; If a sensor malfunction is detected during the calibration process, or if the preset alignment condition is not met after more than a preset number of adjustments, the calibration will stop and an alarm signal will be output.

7. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 1, characterized in that: The acquisition of the vehicle body heading angle and the heading angle of each steering wheel assembly includes: The vehicle's heading angle is acquired by a first heading sensor mounted on the chassis; The heading angle of each steering wheel set is collected by a second heading sensor installed on each steering wheel set.

8. The automatic centering calibration method for wheel sets of tire-type engineering transportation equipment as described in claim 7, characterized in that: Before obtaining the vehicle body heading angle and the heading angle of each steering wheel set, the method further includes: Initial calibration is performed by mechanically adjusting each steering wheel group to the neutral zero position and recording the difference between the readings of the second heading sensor and the first heading sensor at this time as the system deviation value; the relative deflection angle is calculated based on the real-time sensor readings and the system deviation value.

9. An automatic wheel set centering calibration system for tire-type engineering transportation equipment, characterized in that, The system comprises a first heading sensor and a second heading sensor respectively mounted on the vehicle frame and the steering wheel assembly, the steering wheel assembly being connected to a steering actuator, and the system including: The data acquisition module is used to acquire the vehicle body heading angle and the wheel group heading angle of each steering wheel group through the first heading sensor and the second heading sensor, respectively. The deviation calculation module is used to calculate the relative deflection angle of each steering wheel set relative to the vehicle body based on the vehicle body heading angle and the wheel set heading angle; The drive adjustment module is used to generate a control signal based on the relative deflection angle, and drive the steering actuator to adjust the steering angle of each steering wheel group until the relative deflection angle of each steering wheel group meets the preset centering condition. The zero-position calibration module is used to calibrate the current position of each steering wheel group as the center zero position after the relative deflection angle of each steering wheel group meets the preset centering condition.

10. The automatic wheel set center calibration system for tire-type engineering transportation equipment as described in claim 9, characterized in that: It also includes a controller unit and a human-machine interface that is communicatively connected to the controller unit. The data acquisition module, deviation calculation module, drive adjustment module and zero-point calibration module are integrated in the controller unit. The human-machine interface is used to provide calibration start commands and display calibration status and calibration results.

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