Wheel positioning calibration device and wheel positioning calibration system
By using adjustable sensors in the wheel alignment calibration device, the problem of self-guiding vehicle calibration was solved, and efficient and universal wheel alignment measurement was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BYD CO LTD
- Filing Date
- 2025-04-30
- Publication Date
- 2026-05-05
AI Technical Summary
Existing wheel alignment devices cannot calibrate self-guided vehicles, and their calibration efficiency is low, their versatility is limited, and they cannot make accurate measurements when the vehicle body direction is inconsistent with the sensor direction.
A wheel alignment calibration device is provided, including a first measuring fixture and a second measuring fixture, which are respectively installed on sensors on the rim and both sides of the wheel of a vehicle. The second measuring fixture can adjust the position of the sensors in the width and height directions of the vehicle so that it can cooperate as a transmitter and receiver to measure the total toe-in value and the individual toe-in value.
It enables efficient measurement even when the vehicle body orientation is inconsistent with the sensor orientation, and can be applied to a variety of vehicles, improving the universality of calibration and measurement efficiency.
Smart Images
Figure CN224202391U_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of calibration equipment technology, specifically to a wheel alignment calibration device and a vehicle alignment calibration system. Background Technology
[0002] Existing wheel alignment devices, based on their operating principle, require the vehicle's direction to align with the sensor's direction and the steering wheel to be turned to zero. This results in low calibration efficiency and limited versatility. For example, for self-guided shuttle buses, since these vehicles lack a steering wheel and rely primarily on the contact between the guide wheels and the track surface for steering, it is impossible to locate the zero position of the running wheels. Therefore, existing wheel alignment devices cannot perform wheel alignment calibration for them. Utility Model Content
[0003] To overcome the problems existing in the related technologies, this disclosure provides a wheel alignment calibration device and a wheel alignment calibration system.
[0004] According to a first aspect of the present disclosure, a wheel alignment calibration device is provided, comprising:
[0005] The first measuring fixture includes two parts, each mounted on the wheel rim of the vehicle to be measured, for mounting the first sensor; and
[0006] The second measuring fixture includes two parts, which are respectively set on the front and rear sides of the wheel of the vehicle to be measured, for mounting the second sensor. The second measuring fixture is configured to adjust the position of the second sensor in the width direction and the height direction.
[0007] Optionally, the first measuring fixture includes a positioning element, which includes a first mounting structure for mounting the first sensor and a second mounting structure for mounting the positioning element to the wheel rim.
[0008] Optionally, the second mounting structure is disposed on the outer periphery of the first mounting structure, and the second mounting structure includes multiple sets of circumferentially spaced, wherein each set includes multiple sets of the second mounting structures arranged radially.
[0009] Optionally, the positioning element includes a first mounting portion and a plurality of second mounting portions arranged in a spoke-like shape along the outer periphery of the first mounting portion in a circumferentially spaced manner. The first mounting structure is located at the center of the first mounting portion, and the second mounting structures are arranged radially at intervals in the second mounting portions.
[0010] Optionally, the first mounting structure includes a first mounting hole, and / or the second mounting structure includes a second mounting hole.
[0011] Optionally, the second mounting hole is for a fastening component to pass through. The fastening component includes a connector and a locking component. The connector can pass through the second mounting hole, and one end of the connector is provided with a groove for engaging with the shape of a nut on the rim. The other end of the connector is provided with a threaded structure for engaging with the locking component.
[0012] Optionally, the connector is made of a magnetic material.
[0013] Optionally, the second measuring fixture includes a first adjusting member and a second adjusting member. The first adjusting member includes a first adjusting structure for mounting the second sensor, and the first adjusting structure is provided with a plurality of such structures spaced apart along the horizontal vehicle width direction. The second adjusting member is connected to the first adjusting member, and the second adjusting member includes a plurality of second adjusting structures spaced apart along the height direction.
[0014] Optionally, the first adjustment structure includes a first adjustment hole, and / or the second adjustment structure includes a second adjustment hole.
[0015] Optionally, the second measuring fixture further includes a third adjusting member, which is connected to the second adjusting structure, wherein the third adjusting member is used to be mounted on the guide wheel axle of the vehicle under test.
[0016] Optionally, the third adjusting member has a third adjusting hole on its mounting surface facing the second adjusting member, and a magnetic suction member is provided on its mounting surface away from the second adjusting member.
[0017] Optionally, the first adjusting member includes two, and a synchronization structure is provided between the two first adjusting members. The synchronization structure is configured to make the two first adjusting members move closer or further apart synchronously along the vehicle width direction.
[0018] Optionally, the first adjusting member includes a first adjusting part and a driving part, the first adjusting structure is disposed on the first adjusting part, and the synchronization structure includes a meshing rack and a gear rod, wherein the rack is disposed on the driving part and extends along the vehicle width direction, the two racks are disposed opposite to each other, and the gear rod is disposed between the two racks.
[0019] Optionally, the second adjusting member includes a connecting portion and a second adjusting portion, the connecting portion including a connecting structure for connecting with the first adjusting member, and the second adjusting structure being disposed on the second adjusting portion.
[0020] According to a second aspect of the present disclosure, a wheel alignment calibration system is provided, including a first sensor, a second sensor, and a wheel alignment calibration device of any one of the above, wherein each second measuring fixture is provided with two second sensors, the two second sensors being located on the outer side of the wheel in the vehicle width direction, wherein the first sensor and the second sensor, as well as the two second sensors, cooperate with each other as a transmitter and a receiver.
[0021] Optionally, the first sensor includes a first sensor body and a first positioning pin, and / or the second sensor includes a second sensor body and a second positioning pin.
[0022] Optionally, the first sensor and the second sensor are grating sensors, infrared rangefinders, tilt sensors, or photoelectric gyroscope sensors.
[0023] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: The wheel alignment calibration device provided by this disclosure includes a first measuring fixture for mounting a first sensor and a second measuring fixture for mounting a second sensor. The first measuring fixture is respectively disposed on the wheel rims on both sides, and the second measuring fixture is respectively disposed on the front and rear sides of the wheel. The second measuring fixture is configured to adjust the position of the second sensor in the vehicle width direction and the position in the height direction. By adjusting the position of the second sensor in the horizontal and vertical directions, the first and second sensors can cooperate to act as a transmitter and receiver, thereby obtaining the total toe-in value and the partial toe-in value of the wheel. During this measurement process, the vehicle body orientation and whether the wheel is aligned to zero do not affect the measurement of the total toe-in value and the partial toe-in value. The measurement process is simple, efficient, and applicable to various types of vehicles, exhibiting high versatility.
[0024] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description
[0025] The accompanying drawings are provided to further understand the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof.
[0026] Figure 1 This is a side view of a wheel alignment calibration system shown in an exemplary embodiment of this disclosure.
[0027] Figure 2 yes Figure 1 Front view of the wheel alignment calibration system.
[0028] Figure 3 yes Figure 1 Top view of the wheel alignment calibration system.
[0029] Figure 4 This is a schematic diagram of a first measuring fixture shown in an exemplary embodiment of this disclosure.
[0030] Figure 5 This is a schematic diagram of a positioning element shown in an exemplary embodiment of this disclosure.
[0031] Figure 6 This is a schematic diagram of a fastening assembly shown in an exemplary embodiment of this disclosure.
[0032] Figure 7 This is a schematic diagram of a second measuring fixture shown in an exemplary embodiment of this disclosure.
[0033] Figure 8 This is a schematic diagram of a first adjusting member shown in an exemplary embodiment of this disclosure.
[0034] Figure 9 This is a schematic diagram of a second adjusting member shown in an exemplary embodiment of this disclosure.
[0035] Figure 10 This is a schematic diagram of a third adjusting member shown in an exemplary embodiment of this disclosure.
[0036] Figure 11 yes Figure 10 A schematic diagram of the third adjustment component from another perspective.
[0037] Figure 12 This is a schematic diagram of a gear rod shown in an exemplary embodiment of the present disclosure.
[0038] Figure 13 This is a schematic diagram of a first sensor shown in an exemplary embodiment of this disclosure.
[0039] Figure 14 This is a schematic diagram of a second sensor shown in an exemplary embodiment of this disclosure.
[0040] Explanation of reference numerals in the attached figures
[0041] 1-First measuring fixture, 11-Positioning component, 111-First mounting part, 1111-First mounting structure, 1112-First mounting hole, 112-Second mounting part, 1121-Second mounting structure, 1122-Second mounting hole, 12-Fastening assembly, 121-Connector, 1211-Slot, 122-Locking component, 2-Second measuring fixture, 21-First adjusting component, 211-First adjusting part, 2111-First adjusting structure, 2112-First adjusting hole, 212-Drive part, 22-Second adjusting component, 221-Connector, 2211- Connection structure, 222-Second adjustment part, 2221-Second adjustment structure, 2222-Second adjustment hole, 23-Third adjustment component, 231-Third adjustment hole, 232-Magnetic suction component, 24-Synchronization structure, 241-Rack, 242-Gear rod, 3-First sensor, 31-First sensor body, 32-First positioning pin, 4-Second sensor, 41-Second sensor body, 42-Second positioning pin, 51-Long tie rod, 52-Short tie rod, 61-Steering knuckle arm, 62-Guide cantilever, 100-Wheel, 110-Wheel rim, 200-Guide wheel. Detailed Implementation
[0042] 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 this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.
[0043] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.
[0044] like Figures 1 to 14 As shown, an exemplary embodiment of this disclosure provides a wheel alignment calibration device. This wheel alignment calibration device can be applied to any vehicle, including ordinary vehicles and self-guided vehicles such as Skyrails. Specifically, the wheel alignment calibration device provided in this disclosure includes a first measuring fixture 1 and a second measuring fixture 2. The first measuring fixture 1 comprises two fixtures, each disposed on the wheel rim 110 of the vehicle to be measured, for mounting a first sensor 3. The second measuring fixture 2 comprises two fixtures, each disposed on the front and rear sides of the wheel 100 of the vehicle to be measured, for mounting a second sensor 4. The second measuring fixture 2 is configured to adjust the position of the second sensor 4 in the vehicle width direction and the height direction.
[0045] It's worth noting that, taking self-guided vehicles as an example, "100" in wheel alignment refers to the running wheels. For ordinary vehicles, the wheels refer to the two front wheels or the two rear wheels. The total toe-in and toe-out values are important indicators for wheel alignment calibration. The total toe-in, also known as the total toe-out angle, is the sum of the deflection angles of the left and right wheels relative to the vehicle's longitudinal centerline. The toe-out value, also known as the toe-out angle, is the angle by which the front of the wheel deflects outward or inward relative to the rear of the wheel while the vehicle is in motion. Toe-out is usually divided into toe-out values for the left and right wheels.
[0046] The first sensor 3 and the second sensor 4 can be grating sensors, infrared rangefinders, tilt sensors, or photoelectric gyroscope sensors, etc., and this disclosure does not impose any limitations on them. Specifically, by adjusting the position of the second sensor 4 in the vehicle width and height directions, the first sensor 3 and the second sensor 4, as well as multiple second sensors 4, cooperate to act as transmitters and receivers, enabling the measurement and calculation of parameters that determine the total toe-in value and the individual toe-in values of the wheels. This will be described in detail below.
[0047] by Figure 3 The following illustration uses a wheel alignment calibration system for a self-guided rail vehicle as an example, comprising two first sensors 3 and four second sensors 4. The second measuring fixture 2, located on the upper side (front of the vehicle), includes second sensors 4a and 4b spaced apart along the vehicle width direction. The second measuring fixture 4, located on the lower side (rear of the vehicle), includes second sensors 4c and 4d spaced apart along the vehicle width direction. The two first sensors 3 include the first measuring fixture 3a on the left side of the illustration and the first measuring fixture 3b on the right side.
[0048] The offset distance between the first sensor 3a and the second sensor 4a in the vehicle width direction is A1; the offset distance between the first sensor 3a and the second sensor 4c in the vehicle width direction is B1; the offset distance between the first sensor 3b and the second sensor 4b in the vehicle width direction is A2; and the offset distance between the first sensor 3b and the second sensor 4d in the vehicle width direction is B2. The distance between the second sensors 4a / 4c and 4b / 4d in the vehicle width direction is D. The distance between the second sensors 4a / 4b and the second sensor in the front-rear direction is L. A and B are the front-rear distances of the wheels, where A = D - A1 - A2 and B = D - B1 - B2.
[0049] It should be noted that, taking a grating sensor as an example, the transmitter and receiver are allowed to be non-aligned within a certain range; that is, a tolerance for the sensor's position is allowed. The offset distance between them is calculated by measuring the changes in the grating fringes. This is because the working principle of a grating sensor is based on the interference effect and phase change of the stacked grating fringes, which can reflect the relative position and angular deviation between the gratings.
[0050] The total toe-in value is: α = arctan[(AB) / L] = arctan[(B1+B2-A1-A2) / L]. When α is not 0, it indicates that the running wheels on the left and right sides of the vehicle are not parallel, and the running wheels are prone to uneven wear during driving. When the total toe-in value α is not 0, the length of the tie rod 51 is adjusted. The two ends of the tie rod 51 are connected to the steering knuckle arms 61 at both ends of the axle, and the running wheels are fixedly connected to the steering knuckle arms 61. When the length of the tie rod 51 changes, the values of A and B will change, thus causing the total toe-in value α to also change. Adjusting the length of the tie rod 51 so that the values of A and B are equal, the total toe-in value α becomes 0, and the wheels on both sides of the axle remain parallel.
[0051] The toe-in value is defined as β = arctan[(A1-B1) / L]. When the toe-in β is not 0, it indicates that the direction of travel of the self-guided vehicle's running wheels is not in the direction indicated by the guide arm 62 / guide wheel 200, resulting in uneven wear of the running wheels during travel. When the toe-in β is not 0, the length of the tie rod 52 is adjusted. The two ends of the tie rod 52 are connected to the guide arm 62 and the steering knuckle arm 61, respectively. The running wheels are fixedly connected to the steering knuckle arm 61, and the guide wheel is fixedly connected to the guide arm 62. When the length of the tie rod 52 changes, the values of A1 and B1 change, thus changing the toe-in β. Adjusting the length of the tie rod 52 until A1 and B1 are equal, the toe-in β value is 0, the direction of travel of the running wheels is consistent with the direction indicated by the guide arm 62 / guide wheel 200, and the uneven wear of the running wheels is eliminated.
[0052] The main difference between this disclosed method and existing technology lies in its measurement process, which eliminates the need to consider the vehicle's position and whether the wheels are aligned at the zero point. Existing technologies employ the following method: the vehicle's steering wheel is turned straight to the zero point, then reflective targets are attached to the four wheel rims. A sensor emits infrared light from the front of the vehicle to illuminate the reflective targets. The receiver receives the reflected light, processes the image, compares it to the original size of the reflective targets, and calculates the four-wheel alignment parameters of the front wheels based on the position of the non-steering rear wheels. This process requires the vehicle's direction to be aligned with the sensor's direction, the steering wheel to be turned straight to the zero point, and there to be no obstruction between the sensor and the reflective targets.
[0053] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: The wheel alignment calibration device provided by this disclosure includes a first measuring fixture 1 and a second measuring fixture 2. The first measuring fixture 1 is respectively disposed on the wheel rims 110 on both sides, and the second measuring fixture 2 is respectively disposed on the front and rear sides of the wheel 100. The second measuring fixture 2 is configured to adjust the position of the second sensor 4 in the vehicle width direction and the position in the height direction. By adjusting the position of the second sensor 4 in the horizontal and vertical directions, the first sensor 3 and the second sensor 4 can cooperate with each other as a transmitter and a receiver to obtain the total toe-in value and the partial toe-in value of the wheel. In this measurement process, the vehicle body orientation and whether the running wheels and guide wheels are aligned to zero do not affect the measurement of the total toe-in value and the partial toe-in value. The measurement process is simple, efficient, and can be applied to various types of vehicles, exhibiting high versatility.
[0054] In some implementations, such as Figures 4 to 6 As shown, the first measuring fixture 1 includes a positioning component 11, which includes a first mounting structure 1111 for mounting the first sensor 3 and a second mounting structure 1121 for mounting the positioning component 11 onto the wheel rim 110. That is, the positioning component 11 can serve as a connector for mounting the first sensor 3 onto the wheel rim 110, and its structure is simple and its installation is relatively convenient.
[0055] In some embodiments, the second mounting structure 1121 is disposed on the outer periphery of the first mounting structure 1111, and the second mounting structure 1121 includes multiple sets arranged circumferentially, wherein each set includes multiple second mounting structures 1121 arranged radially. By providing multiple sets of second mounting structures 1121, the reliability of the connection between the mounting member 11 and the rim 110 is improved, and each set includes multiple second mounting structures 1121 arranged radially, so as to adjust the mounting position according to different diameters of the rim 110, thereby improving the versatility of the first measuring fixture 1.
[0056] The second mounting structure 1121 can take various forms. In some embodiments, such as Figure 4 and Figure 5 As shown, the second mounting structure 1121 includes a second mounting hole 1122 to facilitate the connection of the positioning member 11 to the rim 110 by bolts or other fastening structures. In some other embodiments, the second mounting structure 1121 may also include a snap-fit structure such as a snap-fit or a snap-fit groove, or the second mounting structure 1121 may also employ a clamping structure such as a three-jaw or five-jaw chuck.
[0057] In some embodiments, the first mounting structure 1111 includes a first mounting hole 1112. A rolling bearing may be disposed within the first mounting hole 1112. The first sensor 3 may include a first sensor body 31 for performing measurement functions and a first positioning pin 32. The first positioning pin 32 can be inserted into the first mounting hole 1112 and can rotate according to measurement requirements, for example, adjusting the orientation of the first sensor body 31 to measure different parameters.
[0058] In some implementations, such as Figure 4 and Figure 5 As shown, the positioning member 11 includes a first mounting portion 111 and a plurality of second mounting portions 112 arranged in a spoke-like shape along the outer periphery of the first mounting portion 111. The first mounting structure 1111 is located at the center of the first mounting portion 111, and the second mounting structures 1121 are arranged radially at intervals on the second mounting portions 112. The spoke-like shape of the second mounting portions 112 saves material and reduces costs, as well as the overall weight of the positioning member 11.
[0059] In embodiments where the second mounting structure 1121 includes a second mounting hole 1122, the second mounting hole 1122 is configured to allow the fastening assembly 12 to pass through. For example... Figure 6 As shown, in some embodiments, the fastening assembly 12 includes a connector 121 and a locking member 122. The connector 121 can pass through the second mounting hole 1122, and one end of the connector 121 is provided with a groove 1211 for engaging with the nut shape on the rim 110. The other end of the connector 121 is provided with a threaded structure for engaging with the locking member 122. After inserting the connector 121 into the second mounting hole 1122, the locking member 122 is tightened to complete the assembly of the first measuring fixture 1. Optionally, the connector 121 is made of a magnetic material, so that it can be attracted to the rim nut and is not easily detached.
[0060] In some implementations, such as Figures 7 to 12As shown, the second measuring fixture 2 includes a first adjusting member 21 and a second adjusting member 22. The first adjusting member 21 includes a first adjusting structure 2111 for mounting the second sensor 4, and multiple first adjusting structures 2111 are spaced apart along the horizontal vehicle width direction. The second adjusting member 22 is connected to the first adjusting member 21, and the second adjusting member 22 includes multiple second adjusting structures 2221 spaced apart along the height direction. The first adjusting structure 2111 can adjust the position of the second sensor 4 in the vehicle width direction, and the second adjusting structure 2221 can adjust the position of the second sensor 4 in the height direction. When the first measuring fixture 1 is installed on the wheel rim 110, the position of the first sensor 3 is fixed. At this time, the second measuring fixture 2 can be used to adjust the position of the second sensor 4 in the vehicle width and height directions, so that the first sensor 3 and the second sensor 4, as well as multiple second sensors 4, cooperate with each other as a transmitter and receiver.
[0061] In some embodiments, the first adjustment structure 2111 includes a first adjustment hole 2112. The second sensor 4 may include a second sensor body 41 for implementing measurement functions and a second positioning pin 42, wherein the second positioning pin 42 can be inserted into the first adjustment hole 2112 and can rotate according to measurement requirements. Furthermore, by inserting the second positioning pin 42 into the first adjustment hole 2112 at different positions, the position of the second sensor 4 in the vehicle width direction can be adjusted. In other embodiments, the second adjustment structure 2221 includes a second adjustment hole 2222, and by allowing fasteners such as bolts to pass through different second adjustment holes 2222 and connect to the first adjustment member 21, the height position of the second sensor 4 can be adjusted.
[0062] The second measuring fixture 2 can be mounted on the guide frame. For example, in some embodiments, the second measuring fixture 2 further includes a third adjusting member 23, which is connected to the second adjusting structure 2221. The third adjusting member 23 is used to be mounted on the guide wheel axle of the vehicle under test, and then the position of the second sensor 4 in the vehicle width direction can be adjusted according to the position of the wheel.
[0063] In some implementations, such as Figure 10 and Figure 11 As shown, the mounting surface of the third adjusting member 23 facing the second adjusting member 22 is provided with a third adjusting hole 231, so that the bolt passes through the second adjusting hole 2222 and the third adjusting hole 231 in sequence, thereby installing the second adjusting member 22 onto the third adjusting member 23. In some embodiments, a magnetic suction member 232 is provided on the mounting surface of the third adjusting member 23 opposite to the second adjusting member 22. The magnetic suction member 232 can attract the third adjusting member 23 onto the guide wheel shaft, thereby installing the second measuring fixture 2 onto the guide frame.
[0064] In some embodiments, the first adjusting member 21 includes two members, and a synchronization structure 24 is provided between the two first adjusting members 21. The synchronization structure 24 is configured to cause the two first adjusting members 21 to move closer or further apart synchronously along the vehicle width direction. Each first adjusting member 21 is provided with a second adjusting member 22 and a third adjusting member 23. The synchronization structure 24 can simultaneously drive the two third adjusting members 23 on both sides to cooperate with the guide wheel shaft, thereby improving the installation efficiency of the second measuring fixture 2.
[0065] The synchronization structure 24 can be implemented in various ways. In some embodiments, the first adjusting member 21 includes a first adjusting part 211 and a driving part 212. The first adjusting structure 2111 is disposed on the first adjusting part 211. The synchronization structure 24 includes a meshing rack 241 and a gear rod 242. The rack 241 is disposed on the driving part 212 and extends along the vehicle width direction. The two racks 241 are arranged opposite to each other, and the gear rod 242 is disposed between the two racks 241. This method of driving by the meshing of the rack 241 and the gear rod 242 has high transmission accuracy and high transmission efficiency, and is also relatively compact in structure, occupying less space.
[0066] In some implementations, such as Figure 9 As shown, the second adjusting member 22 includes a connecting portion 221 and a second adjusting portion 222. The connecting portion 221 includes a connecting structure 2211 for connecting with the first adjusting member 21, and the second adjusting structure 2221 is disposed on the second adjusting portion 222. The second adjusting member 22 can be constructed, for example, as an L-shaped mounting block. This shape of the second adjusting member 22 connects with other components in two mutually perpendicular directions, can adapt to installation requirements of different shapes and positions, has high space utilization, and also has strong structural stability.
[0067] The following is combined with Figures 1 to 14 Taking a self-guided vehicle as an example, this paper introduces an installation method for a wheel alignment calibration device.
[0068] First, install the first measuring fixture 1: Adjust the position of the fastening assembly 12 on the positioning piece 11 according to the size of the wheel 100, select the second mounting hole 1122 that matches the bolt installation diameter, pass the connecting piece 121 through the second mounting hole 1122, and tighten the locking piece 122. The assembled state is as follows: Figure 4 As shown. The connector 12 is paired and installed with the nut on the rim 110. The circumferential diameter of the slot 1211 is consistent with the mounting circumferential diameter of the nut on the rim 110. The connector 121, made of magnetic material, can adhere to the nut on the rim 110 and will not fall off. The first sensor 3 is inserted into the first mounting hole 1112 of the positioning member 11 through the first positioning pin 32.
[0069] Then install the second measuring fixture 2: adjust the height of the third adjusting member 23 according to the height of the guide wheel 200, and connect the second adjusting member 22 and the third adjusting member 23 with bolts. Connect the second adjusting member 22 to the first adjusting member 21 with bolts. Install the two first adjusting members 21 symmetrically with gear rod 242, and rotate the gear rod 242 to make the two first adjusting members 21 move simultaneously. Install the second measuring fixture 2 onto the guide frame, adjust the gear rod 242 according to the left and right distance of the guide wheel 200 so that the third adjusting member 23 is close to the guide wheel shaft, and then lock the gear rod 242. Adjust the left and right position of the second sensor 4 according to the width of the traveling wheel so that there is no obstruction between the second sensor 4 and the first sensor 3, and install the second sensor 4 symmetrically on the left and right sides of the first adjusting member 21 through the second positioning pin 42.
[0070] The following is combined with Figures 1 to 14 Taking a self-guided vehicle as an example, this paper introduces the testing and adjustment process of a wheel alignment calibration device.
[0071] The self-guided vehicle is parked on the track beam. The positions of the running wheels and guide wheels 200 do not need to be aligned to zero. The first measuring fixture 1 is installed on the wheel rim 110 and the second measuring fixture 2 is installed on the guide frame. The installation process is as described above.
[0072] After powering on and entering the test state, rotating the position of the first sensor 3 allows for the measurement of the left and right positions A1, A2, B1, and B2 of both the first sensor 3 and the second sensor 4. The measurement positions are shown below. Figure 3 As shown. The second sensor 4 is installed symmetrically on the left and right, and its left and right spacing value D remains unchanged. Then the front and rear distances of the traveling wheel are A=D-A1-A2 and B=D-B1-B2, respectively.
[0073] The total toe-in value is: α = arctan[(AB) / L] = arctan[(B1+B2-A1-A2) / L]. When α is not 0, it indicates that the running wheels on the left and right sides of the vehicle are not parallel, and the running wheels are prone to uneven wear during driving. When the total toe-in value α is not 0, the length of the tie rod 51 is adjusted. The two ends of the tie rod 51 are connected to the steering knuckle arms 61 at both ends of the axle, and the running wheels are fixedly connected to the steering knuckle arms 61. When the length of the tie rod 51 changes, the values of A and B will change, thus causing the total toe-in value α to also change. Adjusting the length of the tie rod 51 to make the values of A and B equal will make the total toe-in value α become 0, and the wheels on both sides of the axle will remain parallel.
[0074] The toe-in value is β = arctan[(A1-B1) / L]. When the toe-in β is not 0, it indicates that the direction of travel of the self-guided vehicle's running wheels is not in the direction indicated by the guide arm 62 / guide wheel 200, resulting in uneven wear of the running wheels during travel. When the toe-in β is not 0, adjust the length of the tie rod 52. The two ends of the tie rod 52 are connected to the guide arm 62 and the steering knuckle arm 61, respectively. The running wheels are fixedly connected to the steering knuckle arm 61, and the guide wheel is fixedly connected to the guide arm 62. When the length of the tie rod 52 changes, it will change the values of A1 and B1, thus changing the toe-in β. Adjust the length of the tie rod 52 so that the values of A1 and B1 are equal, the toe-in β value is 0, the direction of travel of the running wheels is consistent with the direction indicated by the guide arm 62 / guide wheel 200, and the uneven wear of the running wheels is eliminated.
[0075] According to a second aspect of the present disclosure, a wheel alignment calibration system is also provided, including a first sensor 3, a second sensor 4, and a wheel alignment calibration device of any one of the above. Each second measuring fixture is provided with two second sensors 4, which are respectively located on the outer side of the wheel in the vehicle width direction. Optionally, the first sensor 3 and the second sensor 4 are grating sensors, infrared rangefinders, tilt sensors, or photoelectric gyroscope sensors.
[0076] In some implementations, such as Figure 13 As shown, the first sensor 3 includes a first sensor body 31 and a first positioning pin 32, and / or, as Figure 14 As shown, the second sensor 4 includes a second sensor body 41 and a second positioning pin 42. By constructing the sensor to include the positioning pin, the first sensor 3 and the second sensor 4 can rotate, thereby enabling the measurement of multiple required parameters and making the use more flexible.
[0077] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.
[0078] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.
[0079] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.
Claims
1. A wheel alignment calibration device, characterized in that, The wheel alignment calibration device includes: The first measuring fixture includes two parts, each mounted on the wheel rim of the vehicle to be measured, for mounting the first sensor; and The second measuring fixture includes two parts, which are respectively set on the front and rear sides of the wheel of the vehicle to be measured, for mounting the second sensor. The second measuring fixture is configured to adjust the position of the second sensor in the width direction and the height direction.
2. The wheel alignment calibration device according to claim 1, characterized in that, The first measuring fixture includes a positioning element, which includes a first mounting structure for mounting the first sensor and a second mounting structure for mounting the positioning element to the wheel rim.
3. The wheel alignment calibration device according to claim 2, characterized in that, The second mounting structure is disposed on the outer periphery of the first mounting structure, and the second mounting structure includes multiple sets of structures spaced apart along the circumferential direction, wherein each set includes multiple sets of the second mounting structures arranged radially.
4. The wheel alignment calibration device according to claim 3, characterized in that, The positioning element includes a first mounting part and a plurality of second mounting parts arranged in a spoke-like shape along the outer periphery of the first mounting part in a circumferential direction. The first mounting structure is located at the center of the first mounting part, and the second mounting structures are arranged radially at intervals in the second mounting parts.
5. The wheel alignment calibration device according to claim 3, characterized in that, The first mounting structure includes a first mounting hole, and / or the second mounting structure includes a second mounting hole.
6. The wheel alignment calibration device according to claim 5, characterized in that, The second mounting hole is for fastening components to pass through. The fastening components include a connector and a locking component. The connector can pass through the second mounting hole, and one end of the connector is provided with a groove for engaging with the nut shape on the rim. The other end of the connector is provided with a threaded structure for engaging with the locking component.
7. The wheel alignment calibration device according to claim 6, characterized in that, The connector is made of a magnetic material.
8. The wheel alignment calibration device according to any one of claims 1-7, characterized in that, The second measuring fixture includes a first adjusting member and a second adjusting member. The first adjusting member includes a first adjusting structure for mounting the second sensor, and multiple first adjusting structures are spaced apart along the horizontal vehicle width direction. The second adjusting member is connected to the first adjusting member, and the second adjusting member includes multiple second adjusting structures spaced apart along the height direction.
9. The wheel alignment calibration device according to claim 8, characterized in that, The first adjustment structure includes a first adjustment hole, and / or the second adjustment structure includes a second adjustment hole.
10. The wheel alignment calibration device according to claim 8, characterized in that, The second measuring fixture also includes a third adjusting component, which is connected to the second adjusting structure. The third adjusting component is used to be installed on the guide wheel axle of the vehicle under test.
11. The wheel alignment calibration device according to claim 10, characterized in that, The third adjusting member has a third adjusting hole on its mounting surface facing the second adjusting member, and a magnetic suction member is provided on its mounting surface away from the second adjusting member.
12. The wheel alignment calibration device according to claim 10, characterized in that, The first adjusting member includes two, and a synchronization structure is provided between the two first adjusting members. The synchronization structure is configured to make the two first adjusting members move closer or further apart synchronously along the vehicle width direction.
13. The wheel alignment calibration device according to claim 12, characterized in that, The first adjusting member includes a first adjusting part and a driving part. The first adjusting structure is disposed on the first adjusting part. The synchronizing structure includes a meshing rack and a gear rod, wherein the rack is disposed on the driving part and extends along the vehicle width direction, the two racks are disposed opposite to each other, and the gear rod is disposed between the two racks.
14. The wheel alignment calibration device according to claim 8, characterized in that, The second adjusting member includes a connecting part and a second adjusting part. The connecting part includes a connecting structure for connecting with the first adjusting member, and the second adjusting structure is disposed on the second adjusting part.
15. A wheel alignment calibration system, characterized in that, The device includes a first sensor, a second sensor, and a wheel alignment calibration device according to any one of claims 1-14, wherein each second measuring fixture is provided with two second sensors, the two second sensors being located on the outer side of the wheel in the vehicle width direction, and wherein the first sensor, the second sensor, and the two second sensors cooperate with each other as a transmitter and a receiver.
16. The wheel alignment calibration system according to claim 15, characterized in that, The first sensor includes a first sensor body and a first positioning pin, and / or the second sensor includes a second sensor body and a second positioning pin.
17. The wheel alignment calibration system according to claim 15, characterized in that, The first sensor and the second sensor are grating sensors, infrared rangefinders, tilt sensors, or photoelectric gyroscope sensors.