A two-wheeled vehicle rearview mirror vertical angle dynamic compensation system

Abstract

The present application relates to the technical field of driving safety, in particular to a two-wheeled vehicle rearview mirror vertical angle dynamic compensation system, a posture acquisition and calculation module acquires motion data through a motion sensor installed in each rearview mirror housing and calculates a current vehicle body roll angle; a compensation angle calculation module determines a compensation coefficient according to a real-time acquired vehicle speed, calculates a target compensation angle according to the compensation coefficient and the current vehicle body roll angle; an execution module is installed in each rearview mirror housing and adjusts the pitch angle of the rearview mirror according to the target compensation angle. The technical solution realizes the correction and adjustment of the pitch angle of the two-wheeled vehicle rearview mirror according to the vehicle body inclination angle, eliminates the blind area of the upward and downward shift of the rear view caused by the two-wheeled vehicle body roll, and significantly improves the driving safety under the conditions of corner riding and complex road conditions.

Description

Technical Field

[0001] This invention relates to the field of driving safety technology, specifically to a dynamic compensation system for the vertical angle of a two-wheeled vehicle rearview mirror. Background Technology

[0002] Two-wheeled vehicles (including electric bicycles, electric motorcycles, and gasoline-powered motorcycles) are important modes of transportation for daily commuting and leisure riding. Rearview mirrors, as components for obtaining information about road conditions behind the vehicle, directly determine riding safety based on the stability and integrity of the field of vision. Unlike four-wheeled vehicles, two-wheeled vehicles rely on body tilt for steering and balance. In scenarios such as cornering, driving on bumpy roads, and emergency avoidance, the vehicle body will tilt at angles ranging from 0° to 30°, causing the rearview mirrors to tilt accordingly. This results in a vertical shift in the rear field of vision, creating localized blind spots and significantly increasing the risk of accidents such as rear-end collisions and side scrapes.

[0003] In the two-wheeled vehicle sector, rearview mirror adjustment technology primarily relies on manual static adjustment and horizontal steering-responsive adjustment. Manual adjustment requires manual adjustment of the mirror angle while the vehicle is stationary, only meeting the straight-line visibility requirements in a fixed posture. Some existing technologies achieve horizontal angle control of the rearview mirror as the steering wheel turns, synchronously adjusting the horizontal observation angle of the mirror during vehicle turns to optimize the horizontal field of vision. However, all of the above solutions only cover the horizontal angle adjustment dimension and do not address tilt compensation in the vertical direction, failing to address the vertical field of vision shift caused by vehicle tilt. Dynamic vertical field of vision compensation for two-wheeled vehicle tilt scenarios remains a technological gap in this field.

[0004] In the field of four-wheeled vehicles, various rearview mirror adjustment technologies have been developed, such as electric adjustment, position memory, and automatic tilting when reversing. However, the vehicle body always maintains a relatively stable horizontal posture during driving, and there is no situation where there is a large dynamic tilt. Therefore, the relevant technologies are all based on a fixed vehicle body reference design and are only for static position adjustment or fixed angle adjustment in specific scenarios. There are no mature dynamic tilt compensation algorithms or dedicated actuators that can be directly transferred to two-wheeled vehicle scenarios. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a dynamic compensation system for the vertical angle of a two-wheeled vehicle rearview mirror, so as to solve the problem in the prior art that when a two-wheeled vehicle is tilted, the rear field of vision shifts vertically, resulting in a local blind spot.

[0006] According to a first aspect of the present invention, a dynamic compensation system for the vertical angle of a two-wheeled vehicle rearview mirror is provided, comprising:

[0007] The attitude acquisition and calculation module is used to acquire the current vehicle's motion data through motion sensors installed inside the housings of each rearview mirror, and calculate the current vehicle body roll angle based on the motion data. The compensation angle calculation module is used to determine the compensation coefficient based on the real-time vehicle speed, and calculate the target compensation angle based on the compensation coefficient and the current vehicle body roll angle. An execution module, installed inside the housing of each rearview mirror, is used to adjust the pitch angle of the rearview mirror according to the target compensation angle.

[0008] Preferably, the attitude acquisition and calculation module is specifically used to acquire the original roll angle and roll angular velocity through the motion sensor according to a preset sampling period; process the original roll angle and roll angular velocity using a filtering weight coefficient to obtain a preprocessed roll angle; and optimize the preprocessed roll angle using a Kalman filter to obtain the final current vehicle roll angle.

[0009] Preferably, when determining the compensation coefficient, the compensation angle calculation module is specifically used to obtain the current vehicle speed in real time; and determine the compensation coefficient corresponding to the current vehicle speed according to the pre-built vehicle speed-compensation coefficient mapping table.

[0010] Preferably, when calculating the target compensation angle, the compensation angle calculation module specifically uses the following formula to calculate the target compensation angle. :

[0011] in, This is the current vehicle body roll angle. Here, v is the compensation coefficient, and v is the current vehicle speed.

[0012] Preferably, the execution module includes: a stepper motor, a planetary gearbox, and an eccentric wheel-linear push rod transmission pair; The output shaft of the stepper motor is connected to the input shaft of the planetary gearbox; the planetary gearbox is used to reduce the speed and increase the torque of the stepper motor's output. The output shaft of the planetary gearbox is connected to the central shaft of the eccentric wheel. The eccentric wheel is connected to a vertically arranged linear push rod. One end of the linear push rod is provided with a ball joint, which is connected to the universal ball seat on the back plate of the rearview mirror.

[0013] Preferably, a self-lubricating copper sleeve is embedded on the outer circumferential surface of the eccentric wheel; the eccentric wheel is integrally placed inside the groove of the linear push rod, and the self-lubricating copper sleeve forms a surface contact sliding fit with the inner wall surface of the groove, and the groove is located in the middle of the linear push rod; The linear push rod is entirely placed inside a guide rail, which is vertically arranged inside the rearview mirror housing; The upper end of the linear push rod is provided with a ball joint that connects to the universal ball seat on the back plate of the rearview mirror. The lower end of the linear push rod is connected to one end of a pre-tensioning spring, and the other end of the pre-tensioning spring is fixed to the rearview mirror housing; the pre-tensioning spring is used to apply an upward pre-tensioning force to the linear push rod, so that the self-lubricating copper sleeve of the eccentric wheel keeps one side of the slide groove in contact.

[0014] Preferably, the system further includes: The self-learning calibration module is used to set a compensation zero point based on the current vehicle motion data when receiving a calibration command input by the user, so that the attitude acquisition and calculation module can calculate the current vehicle roll angle based on the compensation zero point and the motion data. The self-learning calibration module is also used to determine the road conditions of the vehicle based on the vehicle's motion data. When the road conditions are flat and the vehicle is traveling at a constant speed, the moving average algorithm is used to calculate the moving average of the continuously sampled motion data to obtain the average motion data. The vehicle body roll angle on the flat road is calculated based on the average motion data, and the compensation zero point is optimized based on the vehicle body roll angle on the flat road.

[0015] Preferably, the system further includes: a fault protection module; The motion sensors inside the left and right rearview mirrors are connected to the attitude acquisition and calculation module via a bus; the execution modules inside the left and right rearview mirrors are connected to the compensation angle calculation module via a bus. The fault protection module is connected to each motion sensor and each execution module via a bus. When a fault is detected in any motion sensor or execution module, a fault signal is issued.

[0016] Preferably, the system further includes: A capacitor energy storage module is used to store electrical energy when the system is powered on and to output the stored electrical energy after the system is powered off; the capacitor energy storage module is connected to the fault protection module and the execution module; The fault protection module is also used to send a reset command to the execution module after the system is powered off. When the execution module receives the reset command, it restores the pitch angle of the rearview mirror to the initial angle.

[0017] Preferably, when calculating the target compensation angle, the compensation angle calculation module is also used to determine the current vehicle body tilt direction based on the current vehicle body tilt angle; if the tilt direction is to the left, the target compensation angle is used as the target compensation angle of the right rearview mirror, and the result of adding a preset angle to the target compensation angle is used as the target compensation angle of the left rearview mirror; if the tilt direction is to the right, the target compensation angle is used as the target compensation angle of the left rearview mirror, and the result of adding a preset angle to the target compensation angle is used as the target compensation angle of the right rearview mirror.

[0018] The technical solution provided by this invention may include the following beneficial effects: It is understood that the technical solution presented in this invention proposes a dynamic compensation system for the vertical angle of a two-wheeled vehicle's rearview mirror. Its attitude acquisition and calculation module collects motion data through motion sensors installed inside each rearview mirror housing and calculates the current vehicle tilt angle. The compensation angle calculation module determines a compensation coefficient based on the real-time vehicle speed and calculates the target compensation angle based on the compensation coefficient and the current vehicle tilt angle. The execution module, installed inside each rearview mirror housing, adjusts the tilt angle of the rearview mirror according to the target compensation angle. This technical solution enables the correction and adjustment of the two-wheeled vehicle's rearview mirror tilt angle according to the vehicle's tilt angle, eliminating the blind spot caused by the vertical shift in rear visibility due to the vehicle's tilt, and significantly improving driving safety on curves and in complex road conditions.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0021] Figure 1 This is a schematic diagram illustrating a dynamic compensation system for the vertical angle of a two-wheeled vehicle's rearview mirror according to an exemplary embodiment. Figure 2 This is a block diagram of a compensation angle calculation and PID closed-loop control algorithm according to an exemplary embodiment; Figure 3 This is a schematic diagram of an execution module according to an exemplary embodiment; Figure 4 This is a system overall architecture block diagram illustrated according to an exemplary embodiment. Detailed Implementation

[0022] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0023] In one embodiment, Figure 1 This is a schematic diagram illustrating a dynamic compensation system for the vertical angle of a two-wheeled vehicle rearview mirror according to an exemplary embodiment. See also... Figure 1 A dynamic compensation system for the vertical angle of a rearview mirror of a two-wheeled vehicle is provided, which specifically includes: an attitude acquisition and calculation module 101, a compensation angle calculation module 102, and an execution module 103.

[0024] The attitude acquisition and calculation module 101 is used to acquire the current vehicle's motion data through motion sensors installed inside each rearview mirror housing, and calculate the current vehicle body roll angle based on the motion data.

[0025] In practice, the motion sensor can be embedded in a rigid mounting base inside the housing of each rearview mirror, physically isolated from the transmission mechanism to avoid vibration interference. The motion sensor can be a six-axis motion sensor, integrating a three-axis accelerometer and a three-axis gyroscope. Its model number is BMI088, with the following parameters: accelerometer range ±16g, resolution 0.0005g, noise density 15μg / √Hz; gyroscope range ±2000° / s, resolution 0.007° / s, angular random walk 0.16° / √h, sampling rate configured at 100Hz. Raw data is transmitted to the main controller via an SPI interface with a transmission delay of <1ms.

[0026] This module uses a six-axis motion sensor to collect the roll angle and roll rate of the two-wheeled vehicle in real time during its movement, and then calculates the current roll angle of the vehicle body.

[0027] In a preferred embodiment, the attitude acquisition and calculation module 101 is specifically used to acquire the original roll angle and roll angular velocity through the motion sensor according to a preset sampling period; process the original roll angle and roll angular velocity using a filtering weight coefficient to obtain a preprocessed roll angle; and optimize the preprocessed roll angle using a Kalman filter to obtain the final current vehicle body roll angle.

[0028] This embodiment addresses the combined motion characteristics of steady-state roll and dynamic sway of a two-wheeled vehicle by employing a two-stage solution architecture of complementary filter preprocessing and extended Kalman filter (EKF) optimal estimation, thus balancing dynamic response speed and static measurement accuracy.

[0029] The first step is complementary filtering preprocessing. Leveraging the high low-frequency static accuracy of the accelerometer and the good high-frequency dynamic response of the gyroscope, frequency domain complementary fusion is performed to initially output the roll angle data. The basic formula is as follows:

[0030] in, This is the filter weight coefficient, with a value of 0.96. The roll angle at the previous moment. The tilt angular velocity measured by the gyroscope. The sampling period is, for example, 10ms. The static roll angle is calculated by the accelerometer through gravity vector decomposition. To pre-process the roll angle.

[0031] By using complementary filtering preprocessing, most high-frequency vibration noise can be filtered out, and a smooth preprocessed tilt angle can be output.

[0032] Then, extended Kalman filter (EKF) optimal estimation is performed to obtain the final current vehicle roll angle. This scheme establishes the two-wheeled vehicle roll motion state equation, using roll angle, roll angular velocity, and gyroscope zero bias as state variables, and accelerometer-derived angles as observations, to construct an EKF filter: State vector: Where b is the gyroscope zero bias and T represents the transpose. The process noise covariance Q is calibrated for the motion characteristics of a two-wheeled vehicle, with a roll angle process noise of 0.01 (°). 2 The noise level during the angular velocity process is 0.1 (° / s). 2 The observation noise covariance R is dynamically adjusted with vertical acceleration: when the vertical acceleration fluctuation is <0.1g, R is taken as 0.01 (°). 2 (Trusted accelerometer); When the fluctuation is >0.5g, R is 1 (°). 2 (Reduce accelerometer weighting and trust gyroscope). This filtering stage can maintain an angle measurement error of ≤0.2° and a dynamic response delay of <20ms even on bumpy roads.

[0033] Preferably, a roll-bump separation and recognition algorithm can also be set up. Through vertical acceleration spectrum analysis and time-domain feature matching, it can accurately distinguish between "steady-state cornering roll of the vehicle body" and "instantaneous tilt due to road bumps", avoiding false compensation caused by bumps. The algorithm performs spectrum analysis of vertical acceleration using a sliding window (e.g., window length 200ms, updated every 10ms) Fourier transform (STFT), and combines three feature indicators—fluctuation amplitude, duration, and fluctuation frequency—to determine the operating condition: high-frequency short-term impact is identified as bump, and shielding compensation is triggered; low-frequency continuous tilt is identified as active roll, and normal compensation is performed.

[0034] For example, the judgment rule is: when the fluctuation frequency is >8Hz, the duration is <0.2s, and the amplitude is >0.3g, it is judged as road bumps, and the compensation trigger of the attitude data segment is blocked; when the fluctuation frequency is <2Hz and the duration is >0.5s, it is judged as active body roll, and the compensation is performed normally.

[0035] This function can filter out erroneous movements caused by minor road bumps, ensuring effective compensation when cornering and avoiding mirror vibration on high-speed bumpy sections, thus balancing safety and visual comfort.

[0036] Preferably, a full-temperature-range zero-bias compensation algorithm can also be set. Since two-wheeled vehicles are used in outdoor scenarios with a wide range of environmental temperature differences (low temperatures in winter and intense sunlight in summer), the zero point of the MEMS gyroscope will drift with temperature, directly causing a systematic deviation in the tilt angle measurement. Therefore, this error can be corrected by a full-temperature-range zero-bias compensation algorithm.

[0037] Based on the factory-calibrated temperature-zero bias quadratic polynomial model, the gyroscope's zero bias value is dynamically corrected according to the real-time acquired IMU chip temperature. The temperature-zero bias quadratic polynomial model is as follows:

[0038] Where T is the current IMU chip temperature, The reference temperature is 25℃. This is the factory-calibrated compensation coefficient. The compensation range is -40℃ to 85℃. This technical solution can reduce the angle error caused by temperature drift from ±1.5° to within ±0.2°, ensuring that the compensation accuracy does not decrease in extreme environments such as severe cold and extreme heat, and adapting to all-weather riding needs.

[0039] Preferably, an installation error self-calibration mechanism can also be set. During the mass installation of rearview mirrors, installation angle tolerances are inevitable, causing the IMU coordinate system to not coincide with the vehicle body coordinate system, resulting in a fixed angle measurement deviation. The installation error self-calibration mechanism can automatically eliminate this systematic error.

[0040] With the vehicle stationary and its body vertical, the system automatically calculates the installation angle between the IMU coordinate system and the vehicle body coordinate system by collecting gravity vector data. This angle is then stored in the calibration parameters and automatically subtracted during subsequent calculations. The installation angle error calibration accuracy is ±0.05°, eliminating the need for manual adjustment of the installation position and adapting to the assembly tolerances of rearview mirrors on different vehicle models.

[0041] The compensation angle calculation module 102 is used to determine the compensation coefficient based on the real-time acquired vehicle speed, and to calculate the target compensation angle based on the compensation coefficient and the current vehicle body roll angle.

[0042] In specific practice, this module updates the attitude data at a period of 10ms and outputs an adjustment instruction at a period of 20ms, ensuring that the compensation action can keep up with the roll change of the vehicle body, and the sense of delay is negligible.

[0043] In a preferred embodiment, when determining the compensation coefficient, the compensation angle calculation module 102 is specifically configured to acquire the current vehicle speed in real time; and determine the compensation coefficient corresponding to the current vehicle speed according to a pre-stored vehicle speed-compensation coefficient mapping table.

[0044] It can be understood that this embodiment can dynamically adjust the compensation amplitude and adjustment smoothness, and automatically switch according to the real-time vehicle speed. Preferably, it can support the user to customize the compensation coefficients at all levels through a supporting APP to adapt to different riding styles.

[0045] When calculating the target compensation angle, the compensation angle calculation module 102 is specifically configured to calculate the target compensation angle using the following formula :

[0046] wherein, is the current vehicle body roll angle (left roll is positive, and right roll is negative), is the compensation coefficient, which may be a piecewise function related to the vehicle speed v, where v is the current vehicle speed, and the negative sign in the formula indicates that the compensation direction is opposite to the roll direction.

[0047] The core principle of this calculation is to reversely offset the mirror pitch offset caused by the vehicle body roll, so that the mirror normal line always remains parallel to the ground in the vertical plane, ensuring that the rear view does not shift up and down as the vehicle body tilts.

[0048] For the vehicle speed-compensation coefficient mapping table, for example, four working modes can be set. The first level is a stationary locking mode, which is applicable to the stationary parking scenario where the vehicle speed is 0. In this mode, the compensation coefficient is set to 0, the system turns off the compensation adjustment function and locks the current mirror angle; even if the vehicle body is tilted and shaken for a short time by an external force, no adjustment action is triggered, so as to avoid component wear and power consumption caused by frequent idling of the motor.

[0049] The second level is a low-speed full compensation mode, which is applicable to the low-speed driving range (for example, 0 < v ≤ 30km / h). In this mode, the compensation coefficient k is set to 1.0, a full reverse compensation strategy is adopted, and the highest response bandwidth (10Hz) is maintained, so as to ensure that the mirror completely offsets the vehicle body roll angle in scenarios such as low-speed cornering and urban area detouring, maximize the integrity of the rear view in curves, and eliminate the roll blind zone.

[0050] The third level is a medium-speed smooth mode, which is applicable to the conventional medium-speed driving range (for example, 30<v≤60km / h). In this mode, the compensation coefficient is moderately adjusted downward, for example, 0.85~0.7 (linearly decreasing), while the adjustment smoothness is optimized and the response bandwidth is narrowed (5Hz). On the basis of retaining the effective roll compensation capability, high-frequency micro-movements caused by small road bumps are filtered, so as to balance the visual field safety and visual comfort in daily commuting scenarios.

[0051] The fourth level is a high-speed stability mode, which is applicable to the high-speed driving range (v>60km / h). In this mode, the compensation coefficient k is 0.7~0.5 (linearly decreasing), the compensation amplitude is further reduced and the response bandwidth is reduced to 2Hz, with a focus on suppressing mirror jitter caused by fine road bumps during high-speed driving, so as to reduce visual fatigue during long-time riding; meanwhile, the basic compensation capability under large-angle roll conditions is retained to meet the safety requirements of high-speed cornering.

[0052] Preferably, when calculating the compensation coefficient, correction can also be performed according to the roll angular velocity. For example, when the roll angular velocity |ω|>20 (° / s), the compensation coefficient is temporarily increased by 0.1 to speed up the response, so as to cope with scenarios such as emergency avoidance and rapid lean-in cornering. Bump filtering can also be performed: when the IMU detects that the fluctuation amplitude of vertical acceleration is greater than 0.5g and the duration is less than 0.2s, it is determined as a road bump, the compensation adjustment is not triggered, and high-frequency jitter is filtered out.

[0053] Preferably, the compensation angle calculation module 102 can also perform abnormality determination. When it is detected that the roll angle is greater than 45°, the roll angular velocity is greater than 100° / s, or the IMU data is abnormal, it is determined that the vehicle is tipping over or the sensor is faulty, the current mirror angle is immediately locked and the system enters a safety mode, so as to avoid misadjustment that aggravates the danger.

[0054] Preferably, the compensation angle calculation module 102 can also perform steering linkage correction, predicting the vehicle body roll trend in combination with the steering angle signal of the handlebar, starting compensation in advance when the steering angle is large, further reducing system delay and improving compensation follow-up performance.

[0055] Preferably, the compensation angle calculation module 102 can be combined with a PID controller, as shown in Figure 2 , after the calculation by the compensation angle calculation module 102 is completed, the result is adjusted by the PID controller and then input to the stepper motor.

[0056] The execution module 103 is installed inside each rearview mirror housing, and is configured to adjust the pitch angle of the rearview mirror according to the target compensation angle.

[0057] In a preferred embodiment, Figure 3 is a schematic diagram of the execution module 103, Figure 3The correspondences of the numbers in the table are as follows: 31-Stepper motor, 32-Planetary gearbox, 33-Eccentric wheel, 34-Linear push rod, 35-Slide groove, 36-Spherical joint, 37-Preload spring, 38-Rearview mirror surface, 39-Universal ball seat, 40-Guide slide rail.

[0058] See Figure 3 The execution module 103 includes: a stepper motor 31, a planetary gearbox 32, and an eccentric wheel 33-linear push rod 34 transmission pair; the output shaft of the stepper motor 31 is connected to the input shaft of the planetary gearbox 32; the planetary gearbox 32 is used to reduce the output of the stepper motor 31 and increase its torque; the output shaft of the planetary gearbox 32 is connected to the central shaft of the eccentric wheel 33, the eccentric wheel 33 is connected to the vertically arranged linear push rod 34, and one end of the linear push rod 34 is provided with a ball joint 36, which is connected to the universal ball seat 39 on the back plate of the rearview mirror 38.

[0059] Understandably, the execution module 103 is responsible for converting electrical signals into physical adjustments to the mirror's pitch angle, achieving a compensation effect. It employs a four-stage transmission scheme consisting of a stepper motor 31, a planetary gearbox 32, an eccentric wheel 33-push rod, and a ball joint connection. Specifically designed for the confined space of rearview mirrors, it achieves high-precision, low-noise, and long-life adjustment in the vertical pitch direction, while being completely decoupled from the original vehicle's leveling mechanism, ensuring no interference.

[0060] The entire vertical adjustment mechanism is integrated inside the rearview mirror housing and behind the mirror back panel, occupying a total space of ≤35mm×25mm×60mm without changing the original vehicle rearview mirror dimensions.

[0061] In this technical solution, the output shaft of the stepper motor 31 is arranged horizontally, and the planetary gearbox 32 is a two-stage planetary gear reduction structure. The input shaft of the gearbox is coaxially and fixedly connected to the output shaft of the stepper motor 31, and the output shaft and input shaft of the gearbox are arranged along the same axis. The high-speed, low-torque rotary motion output by the stepper motor 31 is reduced and amplified by the planetary gearbox 32, and then output as low-speed, high-torque rotary motion by the gearbox output shaft. The end of the output shaft of the planetary gearbox 32 is fixedly connected to the central shaft of the eccentric wheel 33 by an interference fit, with no connection gap at the mating surface, eliminating the backlash error at the front end of the transmission chain. Then, the eccentric wheel 33 converts the rotary motion into the linear reciprocating motion of the push rod. The push rod pushes the mirror back plate to tilt around the universal ball seat 39 through a ball joint to achieve the vertical angle adjustment of the mirror. The mechanism uses the universal ball joint on the back of the mirror as the swing fulcrum, and the push rod's action point is located above the fulcrum, forming a lever-type pitch adjustment. The linear displacement of the push rod is approximately linearly related to the pitch angle of the mirror, with a linearity error of ≤2%, which facilitates the closed-loop control algorithm to achieve precise positioning.

[0062] A self-lubricating copper sleeve is embedded on the outer circumference of the eccentric wheel 33. The eccentric wheel 33 is entirely placed inside the groove 35 of the linear push rod 34, and the self-lubricating copper sleeve forms a surface contact sliding fit with the inner wall of the groove 35. The groove 35 is located in the middle of the linear push rod 34. The linear push rod 34 is entirely placed inside a guide rail 40, which is vertically arranged inside the rearview mirror housing. The upper end of the linear push rod 34 is provided with a ball joint 36 that connects to the universal ball seat 39 on the back plate of the rearview mirror mirror 38. The lower end of the linear push rod 34 is connected to one end of a preload spring 37, and the other end of the preload spring 37 is fixed to the rearview mirror housing. The preload spring 37 is used to apply an upward preload force to the linear push rod 34, so that the self-lubricating copper sleeve of the eccentric wheel 33 and the groove 35 are in single-sided contact.

[0063] In one implementation, the stepper motor 31 is a φ8mm two-phase four-wire hybrid stepper motor 31 with a step angle of 18°, a rated voltage of 5V, a rated current of 0.3A, and a holding torque of 0.02N. cm, no-load speed ≥1000rpm; the motor stator adopts silicon steel sheet lamination process, and the rotor is bonded with neodymium iron boron permanent magnets, which ensures stable operation and low temperature rise, with a long-term working temperature rise ≤15℃.

[0064] The planetary gearbox 32 is a matching 2-stage planetary gear reducer with a reduction ratio of 1:150 and a gear module of 0.2mm. It adopts a composite structure of powder metallurgy gear ring and engineering plastic planetary gears, with a transmission efficiency of ≥70% and an output torque of ≥0.5N. cm, return back clearance ≤0.5°; the gearbox output shaft and eccentric wheel 33 are interference-fitted with no connection clearance, eliminating transmission backlash.

[0065] The stepper motor 31 and planetary gearbox 32 are driven by 16-microstep stepping, with an equivalent step angle of 1.125°. After reduction, the output angular resolution is 0.0075°, corresponding to a mirror pitch adjustment resolution of ≤0.05°, which meets the requirements of high-precision dynamic compensation.

[0066] The eccentric wheel 33 has a diameter of 12mm, a thickness of 3mm, and is made of wear-resistant POM engineering plastic with an eccentricity of 2.5mm. The end face of the eccentric wheel 33 is embedded with a stainless steel rotating shaft, which is tightly connected to the output shaft of the gearbox. The outer circle of the eccentric wheel 33 is inlaid with a self-lubricating copper sleeve, which forms a sliding fit with the push rod slide groove 35. The friction coefficient is ≤0.15, and the operation is smooth and without any jamming or abnormal noise.

[0067] The linear push rod 34 is made of 30% glass fiber reinforced PA66 material, with an "I"-shaped guide structure and a length of 35mm. A transverse groove 35 is opened in the middle of the linear push rod 34, which cooperates with the copper sleeve of the eccentric wheel 33 to convert the rotational motion of the eccentric wheel 33 into the up and down linear motion of the push rod. The guide rails 40 are embedded on both sides of the push rod and fixed in the precision guide groove inside the rearview mirror housing. The coaxiality tolerance of the linear motion is ≤0.05mm, eliminating the push rod wobble and jamming.

[0068] The stroke parameters of the eccentric wheel 33-linear push rod 34 transmission pair: When the eccentric wheel 33 rotates one revolution, the linear stroke of the push rod is 5mm, corresponding to a mirror pitch angle of ±18°, which fully covers the maximum tilt compensation requirements of the two-wheeled vehicle.

[0069] The top of the linear push rod 34 is designed with a φ4mm spherical head, and a self-lubricating POM ball cup is installed at the corresponding position on the mirror back plate to form a ball joint connection. This ball joint has a ±15° omnidirectional swing capability, and its core function is to achieve motion decoupling between vertical and horizontal adjustment: when the rearview mirror is adjusted in the horizontal direction, the ball joint can swing adaptively without driving the push rod and motor. The two adjustment mechanisms are completely independent and do not interfere with each other, fully preserving the original vehicle's manual / electric horizontal adjustment function. A 0.02mm precision fit clearance is reserved at the ball joint mating point and filled with wide-temperature silicone-based grease to ensure flexible rotation and avoid looseness and abnormal noise.

[0070] A 304 stainless steel cylindrical helical compression preload spring 37 is installed at the bottom of the linear push rod 34. The spring preload force is 0.3N, which always applies an upward preload force to the push rod, ensuring that the eccentric wheel 33 and the push rod slide groove 35 always maintain single-sided contact. This completely eliminates gear backlash and clearance in the transmission chain, avoids idle lag during reverse adjustment, and ensures the following accuracy of closed-loop control. In the power-off state, the spring preload force can maintain the mirror surface at the neutral angle, preventing the mirror surface from wobbling freely after power failure. In the fault lockout state, the motor maintains torque in conjunction with the spring preload, doubly fixing the mirror surface angle and improving vibration resistance by 40%.

[0071] Preferably, hard limit, soft limit and stall protection can also be set.

[0072] Hard limit: Nitrile rubber buffer limit posts are set at the upper and lower limit positions of the guide rail 40 of the linear push rod 34 to limit the maximum stroke of the push rod, corresponding to the limit angle of ±18° of the mirror surface; the limit posts have a Shore hardness of 60A and can absorb more than 90% of the impact energy, avoiding hard impact and abnormal noise when overtravel adjustment.

[0073] Soft limit: The system software has a built-in angle threshold. When the magnetoelectric angle sensor detects that the mirror angle reaches ±17.5°, it automatically triggers an S-shaped deceleration stop to buffer in advance, forming a double protection in conjunction with the hard limit.

[0074] Stall protection: The drive chip monitors the motor's operating current in real time. When the current exceeds 1.5 times the rated current and lasts for 500ms, it is determined to be a stall, and the power supply to the motor is immediately cut off and the fault is reported to prevent the motor from burning out and the mechanism from being damaged.

[0075] Regarding the materials, processes, and environmental adaptability of the actuator: Its core transmission components are all made of engineering materials resistant to high and low temperatures and aging. Gears, eccentric wheels (33), push rods, and ball joints are made of glass fiber reinforced POM / PA66, exhibiting excellent dimensional stability and wear resistance in environments ranging from -40℃ to 85℃. Springs and shafts are made of 304 stainless steel, providing corrosion resistance and eliminating the risk of fatigue fracture. All moving parts are filled with wide-temperature silicone-based grease, operating within a temperature range of -50℃ to 120℃, ensuring smooth transmission in all climates without solidifying at low temperatures or leaking at high temperatures. The entire mechanism, through a sealed shell and waterproof breather valve design, combined with a tri-proof coating on the circuitry, achieves IP65 waterproof and dustproof rating, capable of withstanding harsh riding environments such as high-pressure water jet washing, heavy rain immersion, and dust storms.

[0076] The actuator boasts an angle adjustment resolution of ≤0.05° and a steady-state angle error of ≤0.1°. Response speed: ≤300ms from 0° to 15° full stroke, meeting the real-time compensation requirements for rapid cornering scenarios. Operating noise is ≤30dB at 10cm, completely inaudible during riding. Mechanical lifespan exceeds 100,000 complete cycle adjustments, meeting the lifespan requirements of the entire vehicle. Vibration resistance withstands random vibration testing at 10-2000Hz with a vibration acceleration of 20g, exhibiting no loosening, jamming, or drift in precision.

[0077] In a preferred embodiment, the system further includes: The self-learning calibration module is used to set a compensation zero point based on the current vehicle motion data when it receives a calibration command input by the user, so that the attitude acquisition and calculation module 101 can calculate the current vehicle roll angle based on the compensation zero point and the motion data.

[0078] In practice, when a user uses the system for the first time, they are guided through a calibration process. The user can send a calibration command by pressing a pre-set button or through other means. For example, when the vehicle is vertically stationary on a straight road, pressing and holding the calibration button for 3 seconds will automatically collect the current IMU attitude data and set it as the compensation zero point, eliminating factory installation errors and rearview mirror assembly deviations.

[0079] The self-learning calibration module is also used to determine the road conditions of the vehicle based on the vehicle's motion data. When the road conditions are flat and the vehicle is traveling at a constant speed, the moving average algorithm is used to calculate the moving average of the continuously sampled motion data to obtain the average motion data. The vehicle body roll angle on the flat road is calculated based on the average motion data, and the compensation zero point is optimized based on the vehicle body roll angle on the flat road.

[0080] In practice, the self-learning calibration module can also perform self-learning of riding posture. During daily riding, the system continuously collects posture data when riding at a constant speed on a flat road and uses a moving average algorithm to iteratively optimize the compensation zero point. It can automatically adapt to changes in the vehicle body reference tilt angle under different load conditions such as single-person riding, carrying passengers, and carrying goods, without the need for manual recalibration.

[0081] Preferably, it can also adapt to user habits, record the compensation effect feedback of the user's commonly used speed range, and automatically fine-tune the compensation coefficient of the corresponding range; for example, if the user often corners at high speed, the system will appropriately increase the compensation coefficient in high-speed mode to adapt to the sporty riding style.

[0082] It also supports multi-user memory, allowing storage of 3 sets of user calibration parameters. When different riders use the same vehicle, they can switch their respective baseline configurations with one click without having to repeat the calibration.

[0083] In a preferred embodiment, the system further includes: a fault protection module; motion sensors inside the left and right rearview mirrors are connected to the attitude acquisition and calculation module 101 via a bus; execution modules 103 inside the left and right rearview mirrors are connected to the compensation angle calculation module 102 via a bus; the fault protection module is connected to each motion sensor and each execution module 103 via a bus, and issues a fault signal when any motion sensor or execution module 103 is detected to be faulty.

[0084] The bus enables the left and right rearview mirrors to share attitude data and control commands, ensuring that the compensation actions of the mirrors on both sides are synchronized and consistent, with a time difference of ≤10ms, thus avoiding visual discrepancies caused by asynchronous field of view on both sides.

[0085] Preferably, when one side rearview mirror malfunctions, the other side can operate independently without affecting normal use; the fault protection module controls the faulty side to automatically lock at the current angle to avoid loss of control.

[0086] The fault protection module monitors the system in real time during power-on self-test and operation, and can diagnose faults such as sensor failure, motor stall, communication abnormality, and voltage abnormality. When a fault occurs, it automatically enters the safety lock mode and alerts the user by flashing the rearview mirror indicator light.

[0087] In a preferred embodiment, the system further includes: A capacitor energy storage module is used to store electrical energy when the system is powered on and to output the stored electrical energy after the system is powered off; the capacitor energy storage module is connected to the fault protection module and the execution module 103; The fault protection module is also used to send a reset command to the execution module 103 after the system is powered off. When the execution module 103 receives the reset command, it restores the pitch angle of the rearview mirror to the initial angle.

[0088] This embodiment implements power failure protection. When the vehicle suddenly loses power, the capacitor energy storage module maintains the system's power supply briefly, resets the mirror to its initial angle, and then shuts down, preventing the mirror from remaining at an abnormal angle after a power failure and affecting the next use.

[0089] In a preferred embodiment, when calculating the target compensation angle, the compensation angle calculation module 102 is further configured to determine the current vehicle body tilt direction based on the current vehicle body tilt angle; if the tilt direction is to the left, the target compensation angle is used as the target compensation angle of the right rearview mirror, and the result of adding a preset angle to the target compensation angle is used as the target compensation angle of the left rearview mirror; if the tilt direction is to the right, the target compensation angle is used as the target compensation angle of the left rearview mirror, and the result of adding a preset angle to the target compensation angle is used as the target compensation angle of the right rearview mirror.

[0090] In this embodiment, when the vehicle tilts to the side, the vertical compensation direction of the left and right rearview mirrors is consistent (both tilting upwards or downwards simultaneously), but the compensation range has slight differences: when the vehicle tilts to the left, both mirrors tilt upwards simultaneously, with the compensation range of the left rearview mirror being slightly greater than that of the right by 0.5° to 1°; when the vehicle tilts to the right, both mirrors tilt downwards simultaneously, with the compensation range of the right rearview mirror being slightly greater than that of the left by 0.5° to 1°. This differentiated design matches the parallax characteristics of human eye observation of the left and right rearview mirrors, optimizing the actual viewing experience.

[0091] See Figure 4 The technical approach of this invention adopts a four-layer architecture: perception layer, algorithm layer, execution layer, and calibration layer. The perception layer calculates the vehicle's roll angle and rate in real time through a six-axis IMU built into the rearview mirror, linking it with vehicle speed and steering angle signals; the algorithm layer constructs a roll-compensation mapping model and calculates the optimal vertical compensation angle by combining a vehicle speed-related hierarchical strategy; the execution layer adjusts the mirror's pitch angle in the opposite direction through a micro stepper motor and a closed-loop feedback mechanism to always keep the mirror relatively horizontal; the calibration layer adapts to different rider and vehicle states through a self-learning mechanism.

[0092] In terms of hardware, a main controller can be set up to implement the functions of each module. It can use an STM32G431CBT6 with an ARM Cortex-M4 core, a main frequency of 170MHz, 128KB SRAM and 512KB Flash, and has DSP and FPU computing units to meet the computing power requirements for attitude calculation and PID control. The total time for a single attitude calculation + compensation calculation + PID calculation is ≤1.5ms, and it supports a data processing frequency of 100Hz.

[0093] The execution module 103 is equipped with a motor drive chip, such as the DRV8833 dual H-bridge motor drive chip, which supports 1.5A continuous current and has built-in overcurrent and overheat protection; it detects the stall state by detecting the motor current, and automatically cuts off the drive and reports an error if the stall exceeds 500ms.

[0094] In terms of power supply, it features a wide voltage input of 9V~16V, compatible with 12V motorcycle batteries and 12V electric vehicle power supply systems; it has a built-in DC-DC step-down chip with an efficiency of >90%; it has reverse connection protection, overvoltage protection, overcurrent protection, and ESD protection; it automatically enters sleep mode after the vehicle is turned off, with a static current of <30μA.

[0095] The rearview mirror uses original factory-spec glass lenses, with an aluminum alloy backplate attached to the back and a ball-joint universal connector for both horizontal and vertical adjustment. The vertical adjustment motor and the horizontal adjustment motor are independently arranged and do not interfere with each other, and the original manual / electric horizontal adjustment function is fully retained. The overall system achieves IP65 protection, which can withstand high-pressure water jet washing and riding in heavy rain.

[0096] First specific application scenario: Low-speed cornering on urban roads The system of this invention is mounted on a 125cc gasoline motorcycle. A single rider navigates a right-angle curve on an urban road at a speed of 25 km / h, with a maximum body roll angle of 12°. The implementation process is as follows: Initial state: When the vehicle is traveling straight, the system is in low-speed full compensation mode, the vehicle body roll angle is ≈0°, the rearview mirrors maintain the initial horizontal angle, and the rear view is normal.

[0097] Cornering compensation: As the vehicle begins to enter a corner, the body gradually tilts. The IMU detects the increase in the roll angle in real time and calculates the roll angular velocity. A two-stage filtering algorithm smooths the output attitude data. The bump filtering module confirms that the roll is an active cornering action. When the roll angle reaches 2°, the system outputs a compensation command. The vertical stepper motor drives the mirror to pitch in the opposite direction to the roll. If the vehicle tilts to the left, the mirror tilts up; if the vehicle tilts to the right, the mirror tilts down.

[0098] Maintaining stability in curves: When the body roll angle is stable at 12°, the system calculates the target compensation angle as 12° in the opposite direction (k=1.0 in low speed mode). The PID closed-loop control keeps the mirror surface precisely at this compensation angle. At this time, the mirror surface remains horizontal relative to the ground, and the center of the rear field of vision is basically the same as when driving straight. Following vehicles are always in the central area of ​​the field of vision without vertical offset.

[0099] Out-of-turn straightening: As the vehicle exits the curve, the body straightens and the tilt angle gradually decreases, with the mirror mirror returning to its original position in sync. The entire adjustment process is smooth, and the S-shaped acceleration and deceleration curves make the mirror mirror movement seamless. The rider can only perceive that the rear view remains stable and can hardly detect the mirror mirror adjustment.

[0100] Straight-line recovery: After the vehicle body is fully straightened, the mirror returns to its initial zero-point angle, and the system continues to monitor attitude changes.

[0101] Second specific application scenario: High-speed cruising on low-temperature, bumpy roads. With an ambient temperature of -10℃, the rider traveled at 70km / h on a bumpy gravel road. The road surface was subject to continuous, fine bumps, and the vehicle frequently experienced momentary body tilts of 1° to 3°. The process was as follows: Temperature drift compensation takes effect: After the system is powered on, the IMU temperature sensor detects that the chip temperature is -8℃, calls the full temperature range zero bias compensation model, automatically corrects the gyroscope zero point offset, and ensures the accuracy of angle measurement at low temperatures.

[0102] Mode switching: When the vehicle speed exceeds 60km / h, the system automatically enters high-speed stability mode, with compensation coefficient k=0.6 and response bandwidth reduced to 2Hz.

[0103] Bump filtering: The tilt-bump separation algorithm uses spectral analysis to identify high-frequency small-amplitude tilt (frequency 12Hz, duration 0.1s) caused by road bumps. It is determined to be non-active tilt and the compensation trigger of this type of signal is blocked. The mirror surface remains relatively stable, avoiding visual fatigue caused by high-frequency jitter.

[0104] Emergency Avoidance Compensation: When an obstacle suddenly appears in front of the rider while driving, the vehicle tilts rapidly by 8 degrees with a tilt rate of 35° / s. The system immediately triggers the high-speed emergency compensation logic, temporarily switching to full compensation and quickly adjusting the mirror angle to ensure that the rear view is not lost during the avoidance process, thus avoiding the risk of secondary accidents. After the avoidance is completed, the system automatically returns to high-speed mode.

[0105] Third specific application scenario: Adaptive calibration scenario for stationary parking and load conditions The vehicle is parked on the roadside. After the rider picks up a passenger, the vehicle's baseline posture changes. The process is as follows: Stationary Lock: When the system detects that the vehicle speed is 0, it automatically enters the stationary lock mode, turns off the compensation adjustment, and keeps the mirror angle still. Even if the vehicle body shakes or tilts by 5° to 10° due to the rider's touch, the system will not perform compensation actions to avoid frequent idling of the motor and wear and power consumption.

[0106] Load Adaptive: After carrying passengers, the vehicle's baseline attitude changes by about 1.5°. When driving on a straight road, the self-learning module continuously collects attitude data while driving at a constant speed, and iteratively optimizes the zero point compensation through a moving average algorithm. After driving about 2 kilometers, the adaptive function is completed, and the compensation accuracy returns to the normal level without the need for manual recalibration.

[0107] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0108] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0109] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0110] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0111] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0112] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0113] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0114] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0115] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A dynamic compensation system for the vertical angle of a rearview mirror in a two-wheeled vehicle, characterized in that, include: The attitude acquisition and calculation module is used to acquire the current vehicle's motion data through motion sensors installed inside the housings of each rearview mirror, and calculate the current vehicle body roll angle based on the motion data. The compensation angle calculation module is used to determine the compensation coefficient based on the real-time vehicle speed, and calculate the target compensation angle based on the compensation coefficient and the current vehicle body roll angle. An execution module, installed inside the housing of each rearview mirror, is used to adjust the pitch angle of the rearview mirror according to the target compensation angle.

2. The system according to claim 1, characterized in that, The attitude acquisition and calculation module is specifically used to acquire the original roll angle and roll angular velocity through the motion sensor according to a preset sampling period; process the original roll angle and roll angular velocity using a filtering weight coefficient to obtain a preprocessed roll angle; and optimize the preprocessed roll angle using a Kalman filter to obtain the final current vehicle roll angle.

3. The system according to claim 1, characterized in that, When determining the compensation coefficient, the compensation angle calculation module specifically acquires the current vehicle speed in real time and determines the compensation coefficient corresponding to the current vehicle speed based on the pre-built vehicle speed-compensation coefficient mapping table.

4. The system according to claim 1, characterized in that, The compensation angle calculation module, when calculating the target compensation angle, specifically uses the following formula to calculate the target compensation angle. : in, This is the current vehicle body roll angle. Here, v is the compensation coefficient, and v is the current vehicle speed.

5. The system according to claim 1, characterized in that, The execution module includes: a stepper motor, a planetary gearbox, and an eccentric wheel-linear push rod transmission pair; The output shaft of the stepper motor is connected to the input shaft of the planetary gearbox; the planetary gearbox is used to reduce the speed and increase the torque of the stepper motor's output. The output shaft of the planetary gearbox is connected to the central shaft of the eccentric wheel. The eccentric wheel is connected to a vertically arranged linear push rod. One end of the linear push rod is provided with a ball joint, which is connected to the universal ball seat on the back plate of the rearview mirror.

6. The system according to claim 5, characterized in that, A self-lubricating copper sleeve is embedded on the outer circumference of the eccentric wheel; the eccentric wheel is integrally placed inside the groove of the linear push rod, and the self-lubricating copper sleeve forms a surface contact sliding fit with the inner wall of the groove, and the groove is located in the middle of the linear push rod; The linear push rod is entirely placed inside a guide rail, which is vertically arranged inside the rearview mirror housing; The upper end of the linear push rod is provided with a ball joint that connects to the universal ball seat on the back plate of the rearview mirror. The lower end of the linear push rod is connected to one end of a pre-tensioning spring, and the other end of the pre-tensioning spring is fixed to the rearview mirror housing; the pre-tensioning spring is used to apply an upward pre-tensioning force to the linear push rod, so that the self-lubricating copper sleeve of the eccentric wheel keeps one side of the slide groove in contact.

7. The system according to claim 1, characterized in that, Also includes: The self-learning calibration module is used to set a compensation zero point based on the current vehicle motion data when receiving a calibration command input by the user, so that the attitude acquisition and calculation module can calculate the current vehicle roll angle based on the compensation zero point and the motion data. The self-learning calibration module is also used to determine the road conditions of the vehicle based on the vehicle's motion data. When the road conditions are flat and the vehicle is traveling at a constant speed, the moving average algorithm is used to calculate the moving average of the continuously sampled motion data to obtain the average motion data. The vehicle body roll angle on the flat road is calculated based on the average motion data, and the compensation zero point is optimized based on the vehicle body roll angle on the flat road.

8. The system according to claim 1, characterized in that, Also includes: Fault protection module; The motion sensors inside the left and right rearview mirrors are connected to the attitude acquisition and calculation module via a bus; the execution modules inside the left and right rearview mirrors are connected to the compensation angle calculation module via a bus. The fault protection module is connected to each motion sensor and each execution module via a bus. When a fault is detected in any motion sensor or execution module, a fault signal is issued.

9. The system according to claim 8, characterized in that, Also includes: A capacitor energy storage module is used to store electrical energy when the system is powered on and to output the stored electrical energy after the system is powered off; the capacitor energy storage module is connected to the fault protection module and the execution module; The fault protection module is also used to send a reset command to the execution module after the system is powered off. When the execution module receives the reset command, it restores the pitch angle of the rearview mirror to the initial angle.

10. The system according to claim 1, characterized in that, When calculating the target compensation angle, the compensation angle calculation module is also used to determine the current vehicle body tilt direction based on the current vehicle body tilt angle. If the tilt direction is to the left, the target compensation angle is used as the target compensation angle for the right rearview mirror, and the result of adding a preset angle to the target compensation angle is used as the target compensation angle for the left rearview mirror. If the tilt direction is to the right, the target compensation angle is used as the target compensation angle for the left rearview mirror, and the result of adding a preset angle to the target compensation angle is used as the target compensation angle for the right rearview mirror.

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