System for aligning a target to an equipped vehicle for calibration of sensors on the equipped vehicle and method for aligning a target to an equipped vehicle for calibration of sensors on the equipped vehicle - Patents.com

Abstract

A system and method for aligning a target with respect to an equipped vehicle for calibration of a sensor on the equipped vehicle includes a vehicle support stand on which the equipped vehicle is positioned at an established, known position for calibration of the sensor, and a target adjustment stand configured to movably hold the target. The target adjustment stand is configured to position the target at a calibration position relative to the sensor on the equipped vehicle based on the established, known position of the equipped vehicle on the vehicle support stand, thereby allowing the target to be used to calibrate the sensor.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. Provisional Patent Application No. 63 / 086,116, filed October 1, 2020, which is incorporated herein by reference in its entirety.

[0002] The present invention is directed to a vehicle alignment / calibration method and system, and in particular to a method and system for aligning a vehicle and its sensors to one or more autonomously positioned alignment / calibration targets. [Background technology]

[0003] The use of radar, imaging systems, and other sensors, such as LIDAR, ultrasonic, and infrared (IR) sensors, to determine the range, speed, and angle (elevation or azimuth) of objects in an environment is important in many automotive safety systems, such as advanced driver assistance systems (ADAS) for vehicles. Traditional ADAS systems use one or more sensors. While these sensors are aligned and / or calibrated by the manufacturer on the assembly line (or at another time or facility), the sensors may need to be periodically realigned or recalibrated due to, for example, the effects of wear and tear or misalignment through driving conditions or mishaps such as an accident. Furthermore, such ADAS systems may include one or more subsystems, such as an adaptive cruise control (ACC), a lane departure warning (LDW), a parking assist, and / or a rearview camera. Each of the subsystems may periodically require individual realignment or recalibration. Summary of the Invention [Means for solving the problem]

[0004] The present invention provides a method and system for aligning and / or calibrating sensors mounted on a vehicle by aligning the vehicle, and thus the sensors mounted on the vehicle, with one or more calibration targets positioned by the targets. In positioning the one or more calibration targets, a target adjustment stand positions the appropriate target according to a known reference position. The vehicle is also positioned relative to this known reference position and centered on the vehicle support stand. With the vehicle and calibration targets positioned and centered relative to the known reference positions, the vehicle sensors are calibrated, for example, via an original equipment manufacturer ("OEM") calibration process. In yet another embodiment, a rear thrust angle for the vehicle can be determined. This rear thrust angle can be used to adjust the position of the positioned targets.

[0005] According to one aspect of the present invention, a system for aligning a target on an equipped vehicle for calibration of a sensor on the equipped vehicle includes a vehicle support stand on which the equipped vehicle is stationary positioned at a known position established for calibration of the sensor on the equipped vehicle, and a target adjustment stand including a base frame, with a target mount movably attached to the base frame configured to support the target. The target adjustment frame includes a plurality of actuators configured to selectively move the target mount relative to the base frame, the base frame being longitudinally movable along a track. The target adjustment stand is configured to position the target at a calibration position relative to the sensor on the equipped vehicle by longitudinal movement of the base frame relative to the vehicle support stand and by movement of the target mount based on the established known position of the equipped vehicle on the vehicle support stand, thereby allowing the sensor to be calibrated using the target.

[0006] According to certain embodiments, the track includes rails along which the base frame can be moved manually or automatically. Still further, the vehicle support stand includes a plurality of locator arms, the locator arms being extendable and retractable and configured to press against a tire and wheel assembly of an equipped vehicle to orient the equipped vehicle on the vehicle support stand. The locator arms may include a set of forward opposing arms and a set of rearward opposing arms, the forward opposing arms configured to extend equally in opposite directions from each other, and the rearward opposing arms configured to extend equally in opposite directions from each other. The system may further include one or more distance sensors operable to determine a distance between the vehicle support stand and the target adjustment stand. In particular, the distance sensors may be used to determine a distance relative to a rotatable base member on the target adjustment stand for use in adjusting both the lateral distance between the vehicle and the target and the rotational orientation of the target on the target adjustment stand.

[0007] The vehicle support stand may utilize movable front and rear tire supports, e.g., front and rear rollers, upon which opposing sets of tires of the equipped vehicle are positioned. In certain embodiments, the front tire supports each include two sets of rollers angled together in a V-shaped configuration for positioning the equipped vehicle.

[0008] According to a further aspect of the invention, the vehicle support stand includes a front centering device positioned under the equipped vehicle when the equipped vehicle is on the vehicle support stand, the front centering device having a pair of locator arms configured to synchronously expand outwardly to engage the inside of the equipped vehicle's front tires and wheel assemblies. The vehicle support stand may further include a rear centering device positioned under the equipped vehicle when the equipped vehicle is on the vehicle support stand, the rear centering device having a pair of locator arms configured to synchronously expand outwardly to engage the inside of the equipped vehicle's rear tires and wheel assemblies.

[0009] The system further includes a controller configured to selectively actuate an actuator of the target adjustment stand to position the target, the actuator being operable to move the target mount longitudinally and laterally relative to a longitudinal axis of the vehicle, vertically, and rotationally about the vertical axis when positioned in front of the target adjustment stand.

[0010] In a specific embodiment, the target adjustment frame includes a base member movably mounted to the base frame and a tower joined to the base member, the target mount being supported by the tower, the actuators including a base member actuator that selectively moves the base member horizontally relative to the base frame and a tower actuator that selectively rotates the tower relative to the base member, and the controller is configured to operate the actuators to position the target based on an orientation of a vehicle on the vehicle support stand. In particular, the base member is movable longitudinally relative to a longitudinal axis of a vehicle positioned in front of the target adjustment stand by the base member actuator, and the tower is rotatable about a vertical axis by the tower actuator. Still further, the target adjustment frame includes a target mount rail disposed on the tower, a first target mount actuator operable to move the target mount laterally along the target mount rail, and a second target mount actuator operable to adjust the vertical orientation of the target mount.

[0011] According to a further aspect of the present invention, a method for aligning a target on an equipped vehicle for calibrating a sensor on the equipped vehicle includes guiding the equipped vehicle onto a vehicle support stand, where the equipped vehicle includes a sensor and is stationary on the vehicle support stand, and moving a target held by the target adjustment stand to a calibration position for calibrating the sensor based on an established, known position of the equipped vehicle on the vehicle support stand. The target adjustment stand is longitudinally movable along a track relative to a longitudinal axis of the equipped vehicle on the vehicle support stand, the target adjustment stand including a base frame, and a target mount configured to support the target movably mounted on the base frame, the target adjustment stand further including a plurality of actuators configured to selectively move the target mount relative to the base frame. The method may further include calibrating the sensor on the equipped vehicle once the target is positioned. In particular, the method may involve the use of any of the vehicle support stands and / or target support stands discussed herein.

[0012] Still further, the system and method may further include the use of a non-contact wheel alignment sensor configured to be positioned on the opposite side of the vehicle for use in determining the orientation of the vehicle on the vehicle support stand for positioning the target.

[0013] The present invention provides a system and method for quickly and accurately positioning a calibration target relative to a vehicle's sensors and calibrating the sensors, for example, according to OEM standards. In this manner, accurate positioning and calibration of the sensors helps optimize the performance of the sensors, thereby enabling the sensors to perform their ADAS functions. These and other objects, advantages, purposes, and features of the present invention will become apparent from a review of the following specification in conjunction with the drawings. [Brief explanation of the drawings]

[0014] [Figure 1]1 is a perspective view of a target alignment system for calibration of a vehicle sensor in accordance with the present invention; FIG. [Figure 2] FIG. 2 is a close-up perspective view of a portion of the system of FIG. 1 showing a vehicle positioned on a vehicle centering system of the target alignment system. [Figure 3] FIG. 2 is a top view of the vehicle centering system of the target alignment system of FIG. 1. [Figure 4] FIG. 4 is a perspective view of the vehicle centering system of FIG. 3. [Figure 5] FIG. 4 is a side perspective view of a front wheel assembly support of the vehicle centering system of FIG. 3. [Figure 6] FIG. 4 is a bottom view of the front wheel assembly support of the vehicle centering system of FIG. 3. [Figure 7] FIG. 4 is a bottom view of the rear wheel assembly support of the vehicle centering system of FIG. 3. [Figure 8] 2 is a front perspective view of a target adjustment frame or stand of the system of FIG. 1, shown separated from the system of FIG. 1, in accordance with an embodiment of the present invention. [Figure 9] FIG. 7 is a rear perspective view of the target adjustment stand of FIG. 6. [Figure 10] 2 is a perspective view of the system of FIG. 1 with the target adjustment stand shown in a first position relative to the vehicle and with a calibration target attached; FIG. [Figure 11] 2 is a perspective view of the system of FIG. 1 with the target adjustment stand shown in a second position relative to the vehicle and with a calibration target attached. DETAILED DESCRIPTION OF THE INVENTION

[0015] The present invention will now be described with reference to the accompanying drawings, in which numbered elements in the written description correspond to like numbered elements in the figures.

[0016] FIG. 1 illustrates an exemplary arrangement of a target alignment and ADAS sensor calibration system 20 for use in calibrating one or more sensors 32 of a vehicle 34 ( FIG. 2 ), where a target or target panel 36 ( FIG. 10 ) is held by a movable target alignment stand or frame 38 positioned in front of the vehicle 34. As discussed in detail below, the target 36 is positioned relative to the vehicle 34 to calibrate / align one or more sensors 32 of the vehicle 34, and the target is adjustably moved via the target alignment stand 38 to a known orientation or calibration position relative to the vehicle 34, such as relative to the vehicle's sensors 32. For example, upon orienting the vehicle 34 to a known position, which may include determining the orientation of the vehicle 34, the target adjustment stand 38 may move the target 36 to align it with one or more sensors 32 of the vehicle 34. As discussed herein, the sensors to be calibrated are part of one or more subsystems of an exemplary advanced driver assistance system (ADAS) of the vehicle. The sensors 32 may therefore be LIDAR, ultrasonic, and infrared ("IR") sensors of an ADAS system, including radar sensors for adaptive cruise control ("ACC"), imaging systems, camera sensors for lane departure warning ("LDW"), and other ADAS camera sensors positioned around the vehicle, as well as other sensors, such as forward-facing cameras, mounted internally or externally to the vehicle. The targets 36 are supported by a target adjustment stand 38 constructed for calibrating such sensors, such as a grid, pattern, trihedron, or the like. Once the targets 36 are aligned with the sensors 32 of the vehicle 34, a calibration routine is performed. The targets 36 are thereby used to calibrate or align the sensors. As used herein, references to calibrating a sensor encompass the alignment of the sensor with a calibration target.

[0017] 1, 2, 10, and 11, system 20 includes a computer system or controller 40 and a vehicle support stand 42 on which vehicle 34 is held stationary, thereby longitudinally orienting vehicle 34 along target adjustment stand 38. As can be seen from FIGS. 6-10, target adjustment stand 38 includes a movable base 46 configured to move longitudinally relative to vehicle 34 along track 48, which in the illustrated embodiment is defined by rails 50a, 50b, thereby allowing base 46 to be moved toward and away from vehicle 34 manually or automatically via one or more electric motors that may be provided with control signals, for example, via controller 40 or controller 144 on target adjustment stand 38. The electric motors may be provided on target adjustment stand 38 or may be located elsewhere, for example, next to rail 50b that includes a chain, cable, or other drive mechanism for moving target adjustment stand 38 therealong. The position of the target adjustment stand 38 along the track 48 defined by the rails 50a, 50b may alternatively or additionally be manually set via a peg-and-hole system, such as rail 50a and / or rail 50b including a plurality of holes into which pegs or locking mechanisms 142 (FIG. 8) of the target adjustment stand 38 may be inserted.

[0018] In the illustrated embodiment, the track 48 defined by the rails 50a, 50b is configured to allow the base 46 of the target stand 38 to be moved approximately 1 meter to 20 meters from the vehicle 34 when the vehicle 34 is positioned on the stand 42, but preferably is movable from approximately 1 meter to approximately 7-10 meters. As shown, the track 48 is positioned in front of or forward of the vehicle 34. The track 48 is centered in a known orientation or position relative to the support stand 42 so that the longitudinal axis of the vehicle 34 on the support stand 42 is aligned with the longitudinal axis of the track 48. The base 46 of the target stand 38 may conventionally include one or more load cells configured to detect and / or measure impact forces to determine if the target stand 38 comes into contact with something while operating the target 36 or while moving along the track 48. For example, the target stand 38 may be configured to stop movement if the target stand 38 comes into contact with an object or person. The vehicle 34 may be guided onto or off the support stand 42, including over the track 48 if the track 48 is embedded in the floor surface, for example, by moving the vehicle 34. For example, the vehicle 34 may be moved onto the support stand 42. Once calibration of a given sensor 32 is complete, the vehicle 34 may be moved in the same direction off the support stand 42. The vehicle 34 is moved over the track 48. Alternatively, once the sensor 32 is calibrated, the vehicle 34 may be moved in the opposite direction off the support stand 42. For example, as understood with respect to the orientation of the vehicle 34 in FIG. 1 , the vehicle may be moved forward onto the support stand 42, and then moved backward off the support stand 42 once the sensor 32 is calibrated. Alternatively, the vehicle 34 may be guided onto the stand 42 in the opposite direction, such as for calibration of a rear-facing sensor.

[0019] As discussed in more detail below, the target stand 38 includes a movable target mount 44 for use in holding or retaining the required target 36, and multiple targets may be positioned in a holder (not shown) adjacent the track 48. For example, the holder may include different types of targets for different types of sensors and for different types of vehicle makes and models, such that upon selecting the desired target for a particular vehicle under test, the target stand 38 is used to position the target in the appropriate position for calibration of the particular ADAS sensor to be calibrated. As mentioned, a variety of targets may be held by the target mount 44, including panels with grids, patterns, trihedrons, or other known targets for use in calibrating sensors. This includes, for example, targets for vision cameras, night vision systems, laser scanner targets, ultrasonic sensors, etc., including for aligning or calibrating a vehicle's ACC (Acceleration Control) sensor, LDW (Lane Departure Warning) sensor, and night vision sensor. In one aspect of the invention, multiple different target frames may be individually configured for different sensors, such as ACC, LDW, and night vision sensors. 10 and 11 are disclosed on the target 36. However, as discussed herein, it should be recognized that alternatively configured targets, including alternative patterns, grids, and configurations of targets, may be employed within the scope of the present invention. Alternatively, the target 36 may be an electronic digital display device configured to be able to display or show different patterns, grids, etc. on a screen depending on the make and model of the vehicle and sensor 32 being calibrated, and the controller 40 is operable to display the correct target pattern based on the vehicle 34 and sensor 32 being calibrated.

[0020] As can be seen in Figures 1 and 2, the vehicle support stand 42 includes a front wheel support and centering assembly 56 and a rear wheel support and centering assembly 58. The front wheel support and centering assembly 56 and the rear wheel support and centering assembly 58 have the vehicle 34 positioned thereon for positioning or orienting the vehicle 34. In the orientation of Figures 1 and 2, the front wheel assembly 30 of the vehicle 34 rests on the front wheel support and centering assembly 56, and the rear wheel assembly 31 of the vehicle 34 rests on the rear wheel support and centering assembly 58. As will be discussed in more detail below, the assemblies 56, 58 allow for lateral movement of the vehicle 34 for purposes of positioning the vehicle 34. Additionally, the front wheel support and centering assembly 56 also prevents longitudinal movement of the vehicle 34. For example, it should be understood that if the desired vehicle can be oriented rearward toward the target positioning system 44 for calibration of one or more rearwardly directed vehicle sensors, the rear wheel assembly 31 of the vehicle 34 is positioned on the front wheel support assembly 56.

[0021] 3-6, front wheel support and centering assembly 56 includes oppositely disposed tire supports 64a, 64b positioned on opposite sides of front vehicle centering device 66. Tire supports 64a, 64b are configured to receive opposing tires of a pair of wheel assemblies of vehicle 34, such as front wheel assembly 30 shown in FIG. 1. Tire supports 64a, 64b are substantially identical but are mirror versions of each other. As such, while the discussion herein focuses on tire support 64a, it should be understood that the discussion also applies to tire support 64b.

[0022] The tire support 64a includes two sets 68, 70 of rollers 72. The rollers 72 are arranged with their axes of rotation parallel to the longitudinal axis of the vehicle 34 when placed on the support stand 42. Therefore, a vehicle with its front tire pair mounted on the rollers 72 can move laterally via the rollers 72 relative to its longitudinal axis. As best shown in FIGS. 4 and 5, the sets 68, 70 of rollers 72 are angled inwardly relative to one another. That is, adjacent ends of the rollers 72 of each set 68, 70 are positioned vertically lower than the outboard ends in a V-shaped configuration. Therefore, the wheel assembly 30 of the vehicle 34 is naturally oriented in a fixed longitudinal position when placed on the tire support 64a, 64b along axes 74a, 74b defined by adjacent mounting ends of the rollers 72. It should be understood that axes 74a, 74b are arranged to be aligned with one another and perpendicular to the longitudinal axis of track 48 and vehicle 34 when positioned on stand 42. Tire support 64a additionally includes ramps 76, 78 for supporting the vehicle tire as vehicle 34 is moved onto and off support stand 42.

[0023] The vehicle 34 is centered or positioned on the support stand 42 in part via a vehicle centering device 66. The vehicle centering device 66 is operable to center or position a front portion of the vehicle 34. The vehicle centering device 66 includes a pair of opposed, synchronized arms or bumpers 80a, 80b configured to extend outwardly from a housing 82 to contact the inner sidewalls of tires disposed on the tire supports 64a, 64b. The arms 80a, 80b are synchronized to move evenly and simultaneously outwardly in opposite directions from the housing 82, particularly via a pair of actuators 84a, 84b ( FIG. 6 ) coupled together and actuated by the controller 40. As can be seen from FIGS. 5 and 6 , the arm 84a is fixed to or is part of a plate 86a, and the arm 84b is fixed to or is part of a plate 86b. Plates 86a, 86b are slidably mounted on rails or slides 88, 90. An expandable end 92a of actuator 84a is attached to plate 86a, such that expansion of end 92a causes arm 84a to expand outward. Similarly, an expandable end 92b of actuator 84b is attached to plate 86b, such that expansion of end 92b causes arm 84b to expand outward. Arms 80a, 80b are similarly retractable via retraction of ends 92a, 92b of actuators 84a, 84b. It should be appreciated that vehicle centering device 66 is therefore operable to center the front portion of vehicle 34 on vehicle support stand 42 by roller 72, which is movable laterally via equal and opposite expansion of arms 80a, 80b, such that arms 80a, 80b contact and press against the inner tire wall.

[0024] 3, 4, and 7, rear wheel support and centering assembly 58 includes oppositely disposed tire supports 94a, 94b positioned on opposite sides of rear vehicle centering device 96. Tire supports 94a, 94b are configured to receive opposing tires of a pair of wheel assemblies of vehicle 34, such as rear wheel assembly 31 shown in FIG. 1. Tire supports 94a, 94b are substantially identical but are mirror versions of each other. As such, the discussion herein focuses on tire support 94a, but it should be understood that the discussion also applies to tire support 94b.

[0025] In the illustrated embodiment, the tire support 94a includes six sets 98a-98f of rollers 100. The rollers 100 are arranged with their axes of rotation parallel to the longitudinal axis of the vehicle 34 when positioned on the support stand 42. Therefore, a vehicle with its rear tire pair positioned on the rollers 100 can move laterally across the rollers 100 relative to its longitudinal axis. In contrast to the front wheel support and centering assembly 56, the rollers 100 of the rear wheel support and centering assembly 58 all lie in the same plane. The multiple sets 98a-98f of rollers 100 allow vehicles with different wheel bases to be used on the support stand 42. That is, for example, if the wheel assemblies of opposing front vehicles are held by the tire supports 64a, 64b, the wheel assemblies of opposing rear vehicles can still be positioned on the tire supports 94a, 94b even when the vehicles have different wheel base lengths. Ramps may also be provided at the entrances and exits of the tire supports 94a, 94b to assist in maneuvering vehicles onto and off the tire supports 94a, 94b.

[0026] The vehicle 34 is also centered or positioned on the support stand 42 in part via a rear vehicle centering device 96. The rear vehicle centering device 96 operates in a manner generally similar to the vehicle centering device 66 to center or position the rear portion of the vehicle 34. The rear vehicle centering device 96 includes multiple pairs of opposed, synchronized locator arms or bumpers 102a, 102b, 104a, 104b and 106a, 106b configured to extend outwardly from a housing 108 to contact the inner sidewalls of tires disposed on the tire supports 94a, 94b. In particular, each set of opposed arms of the centering device 96 is synchronized to move evenly and simultaneously outwardly in opposite directions from the housing 108 via actuators 110, 112, 114, 116 ( FIG. 7 ) that are coupled together and actuated by the controller 40. Arms 102a, 102b, 104a, 104b, 106a, and 106b are slidably mounted for movement on rails or slides 118, 120, 122, and 124, which enable movable ends 110a, 112a, 114a, and 116a of actuators 110, 112, 114, and 116 to extend and retract arms 102a, 102b, 104a, 104b, 106a, and 106b relative to housing 108, for example, via pulley linkages 126, 128. It should therefore be appreciated that the vehicle centering device 96 is operable to center the rear portion of the vehicle 34 on the vehicle support stand 42 by means of rollers 100 which enable the vehicle to move laterally through equal and opposite extension of arms 102a, 102b, 104a, 104b, 106a and 106b, whereby the arms contact and press against the inner sidewall of the tire.

[0027] While the vehicle support stand 42 is shown in the illustrated embodiment as positioning, centering, and / or orienting the vehicle 34 by arms pressing against the inner sidewall of the tire, it should be readily appreciated that alternatively constructed centering systems could be constructed in which arms or bumpers press inwardly from the outside of the vehicle to press against the tire's outer sidewall, such as extending inward locator arms that extend to press against the tire's outer sidewall. Additionally, while tire supports 64a, 64b and 94a, 94b of system 20 are disclosed as using rollers 72, 100 for lateral adjustment of the vehicle 34 on the support stand 42, it should be understood that alternative tire supports could be used within the scope of the present invention. For example, the tire support may be constructed as a floating fixture, e.g., as a conventional floating plate or floating board that is embedded in a vehicle support stand and configured to allow the vehicle wheel assembly to float freely on the plate in multiple degrees of freedom, e.g., transverse to the longitudinal axis of the vehicle.

[0028] With the vehicle 34 centered or oriented on the stand 42 via the vehicle centering devices 66, 96, the desired target 36 secured to the target mount 44 is manipulated by the target adjustment stand 38, which positions the target 36 for use in aligning or calibrating one or more sensors 32 of the vehicle 34. That is, the target 36 is oriented relative to the vehicle 36 so that the appropriate target is in place to perform the desired alignment or calibration of that particular vehicle's sensors.

[0029] The location where the target 36 is positioned by the target adjustment stand 38 can be programmed into the controller 40 based on, for example, the make and model of the vehicle and the particular sensor to be aligned / calibrated. For example, with the vehicle 34 centered on the stand 42, the target adjustment stand 38 can be used to place the target 36 in a particular position based on a reference point corresponding to a desired location for the target 36 based on the position of the vehicle 34. The reference point can therefore be defined as the relationship between the target 36 and the centering system 66, 96 of the stand 42. Such a reference point or spatial relationship allows for accurate placement of the calibration / alignment target positioned by the target adjustment stand 38. In certain embodiments, as discussed in more detail below, a master positioned on the stand 42 can be used to determine the reference point for a particular sensor of the vehicle, e.g., a given make and model of vehicle.

[0030] 1 , the vehicle support stand 42 and the target adjustment stand 38 are positioned at the same vertical height so that the vehicle can be moved onto and off the system 20. For example, the stand 42 and track 48 can be arranged in a pit or with entry and exit ramps 43 so that the vehicle 34 can be moved onto the stand 42 to perform an alignment and calibration routine, and the vehicle 34 is then moved in the same direction to exit the system 20. The target adjustment stand 38 can be moved longitudinally backward, and the vehicle 34 is then moved to exit left or right. The support stand 42 and target positioning system thus define or include a stationary support surface 129 onto or across which the vehicle 34 can be moved or moved, and the wheel assembly supports 56, 58 and track 48 are positioned within or across the support surface 129.

[0031] Calibration of the sensor 32 on the vehicle 34 requires positioning of the target 36 relative to the sensor 32 to perform the calibration, such as according to OEM specifications. Thus, once the vehicle 34 is centered or oriented on the stand 42 via the vehicle centering devices 66, 96, the position of the target adjustment frame 38 may be adjusted as discussed below.

[0032] 1, the target adjustment stand 38 is positioned on rails 50a, 50b for longitudinal movement relative to the vehicle stand 42 and vehicle 34, with the target adjustment stand 38 in a known orientation relative to the vehicle stand 42 so that the target 36 can be positioned relative to the vehicle 34, and thereby the sensor 36, with the vehicle 34 in a known, established position on the support stand 42. In particular, the base frame 46 of the target stand 38 is in a known orientation relative to the support stand 42 so that the orientation of the vehicle 34 relative to the target stand 38 is thus determined or established based on the establishment of the orientation or position of the vehicle 34 on the support stand 42.

[0033] A detailed description of the target adjustment frame 38 is now provided with reference to FIGS. 8 and 9 , showing that the vehicle target stand 38 is longitudinally adjustable along rails 50 a, 50 b to position the target stand 38, and thus the target 36 attached thereto, relative to the vehicle 34 on the support stand 42. In particular, the base or base frame 46 of the target stand 38 is mounted for movement along the rails 50 a, 50 b. The target stand 38 may be manually movable along the rails 50 a, 50 b via an operator pushing a handle 140, and / or may be automatically adjustable along the rails 50 a, 50 b, such as via motorized wheels driven by a motor 52, or by one or more rail actuators, chain drives, pulley systems, etc. The target stand 38 may additionally be securely fastened to the rails 50 a, 50 b, such as by a manual lock 142, to hold the base frame 46 in a rough initial position, such as during manual movement by an operator based on instructions provided via the controller 40 and / or 144. The positioning of the target stand 38 along the rails 50a, 50b may be an exact or sufficiently exact longitudinal positioning of the target 36 relative to the vehicle 34 for purposes of calibrating the sensor 32, or the positioning of the target stand 38 along the rails 50a, 50b may be an initial, initial or rough orientation of the target stand 38, particularly the base frame 46, relative to the vehicle 34 and the sensor 32, wherein the target adjustment stand 38 is configured to provide further position adjustment of the target 36 as described below.

[0034] As described in more detail below, the target adjustment stand 38 is also movable longitudinally for more precise or finer orientation, laterally relative to the vehicle 34, and rotatably about a vertical axis to accurately position the target 36. In the illustrated embodiment, the target adjustment stand 38 is substantially similar to the target frame disclosed in co-pending U.S. patent application Ser. No. 16 / 398,404, U.S. Patent Application Publication No. 2019 / 0331482 A1, which are incorporated by reference herein in their entirety, including with respect to the structure, operation, and use of the target frame, except that the imager housing disclosed in U.S. patent application Ser. No. 16 / 398,404 is omitted.

[0035] As previously mentioned, the target adjustment stand or frame 38 movably supports the target 36 and includes a controller 144. In the embodiment shown, the base frame 46 of the target adjustment stand 38 is generally rectangular with various frame members and includes wheels 146 for riding on rails 50a and linear slides 148 for riding on rails 50b, where the wheels 146 and slides 148 are attached to the base frame 46. Alternatively, however, the base frame 46 need not include wheels 146 and / or slides 148, such as in embodiments in which the base frame 46 is movable along the rails 50a, 50b by rail actuators. The rails 50a, 50b may be set during installation to be horizontal or may be adjustable, and / or the sliding connection between the base frame 46 and the rails 50a, 50b may be adjustable to control horizontal movement, where the rails 50a, 50b are in a fixed position relative to the vehicle support stand 42 such that the orientation or position of the base frame 46 relative to the vehicle support stand 42 is known.

[0036] The target adjustment stand 38 further includes a base member 150 movable forward and rearward via an actuator 152 along an X-axis, with the base member 150 mounted for sliding movement within rails 154 of the base frame 46, such that the X-axis is parallel to the rails 154 for longitudinal movement relative to the vehicle 34 when oriented as shown in FIG. 2. A tower assembly 156 is pivotally mounted to the base member 150 via bearings (not shown). The pivotable or rotatable mounting to the base member 150 allows the tower assembly 156 to be rotated about a vertical or Z-axis by an actuator 158, and similarly translated or moved longitudinally by the actuator 152 via movement of the base member 150.

[0037] The tower assembly 156 includes an upright frame member configured as a vertically oriented tower 160 having vertically oriented rails 162 to which a target support assembly 164 is attached, thereby allowing the assembly 164 to move up and down in the vertical or Z-axis, where the assembly 164 is movable by an actuator 166. The target support assembly 164 is attached to the rails 162 for vertical movement, and the target mount 44 is attached to a horizontal rail 168. The target mount 44 is configured to hold the target 36 and is horizontally movable along the rail 168 by way of an actuator 170, where the target mount 44 includes various pegs and / or notches for supporting the target 36 when the target is selectively and removably hung on or attached to the mount 44.

[0038] Actuators 152, 158, 166, and 170 are operably connected to controller 144, such as by control wires, so that controller 144 can selectively activate the actuators to move their associated components of target adjustment stand 38. Furthermore, as described above, one or more rail actuators can be employed to move the entire target adjustment stand 38 along rails 50a, 50b by translation of base frame 46 on rails 50a, 50b. It should be understood that various configurations or types of actuators can be used, including actuators 152, 158, 166, and 170 for movement of various components of target adjustment stand 38 and rail actuators used to translate base frame 46 on rails 50a, 50b. In the illustrated embodiment, actuators 152, 158, 166, and 170 are configured as electric linear actuators. However, the actuators may alternatively be configured as geared tracks, adjustment screws, hydraulic or pneumatic piston actuators, etc. Still further, it should be recognized that alternative arrangements of target adjustment frames and actuators may be employed for target positioning within the scope of the present invention. For example, base member 150 may be configured to move laterally relative to base frame 46, and / or tower 156 may be configured to move laterally relative to base member 150. Furthermore, to the extent base frame 46 can be positioned longitudinally along rails 50 a, 50 b with sufficient precision using rail actuators, system 20 may not need to include actuators 152 to provide fine adjustment of the lateral position of base member 150 along rails 154.

[0039] The system 20 may additionally include a distance sensor, such as a time-of-flight sensor, for monitoring and / or controlling the distance of the target stand 38 relative to the vehicle 34 or vehicle support stand 42. In the illustrated embodiment, a laterally separated plate 172 ( FIG. 8 ) may be provided on the base frame 46 for use with a distance sensor 174 ( FIG. 2 ) configured as a time-of-flight (“ToF”) sensor on the vehicle support stand 42; specifically, the plate 172 is mounted on a panel that rotates about a vertical axis with the tower 160. In this manner, accurate distance information between the vehicle support stand 42 and the target adjustment stand 38, and thus the relative distance information of the vehicle 34 and its sensor 32 relative to the target 36, can be determined. The distance information can be used as a feedback loop in setting the target position relative to the vehicle. Alternatively, the distance between the vehicle support stand 42 and the target support stand 38 may be determined by an encoder, such as based on an electric drive system as described above for movement of the target adjustment stand 38 relative to the vehicle support stand 42. In yet another alternative embodiment, the distance of the target adjustment stand 38 relative to the vehicle support stand 42 can be manually set by an operator, where, for example, the target adjustment stand 38 is then secured in place by a lock 142 or the like.

[0040] The operation of orienting the target 36 relative to the vehicle sensor 32 will now be further discussed with reference to Figures 10 and 11. When the vehicle 34 is positioned or oriented and centered on the stand 42 via the vehicle centering devices 66, 96, and when the system 20 obtains vehicle information, such as by the controller 40 and / or by the operator via a computing device such as a tablet computer plugged into the OBD port of the vehicle 34, either the controller 40 or the handheld tablet computer, or both, may provide instructions to the operator as to which particular target 36 should be attached to the target mount 44 for a given vehicle sensor 32 to be calibrated. Each target 36 may be equipped with a radio frequency identification ("RFID") tag, and the operating program of the system 20 may require confirmation that the correct target has been selected. For example, the operator may use a handheld tablet, controller, or handheld scanner interfaced with the controller 40 and / or interfaced with the handheld tablet or controller to scan the target 36 and confirm selection of the correct target 36 for calibration of a particular sensor 32 on the vehicle 34. As can be seen in FIG. 10 , the operator then hangs the target 36 on the target mount 44 with the target support stand 38 in the initial position.

[0041] The system 20 may then provide instructions to the operator to roughly orient the target support stand 38 relative to the vehicle support stand 42, as shown in FIG. 11 . For example, either the controller 40 and / or the handheld computing device may provide instructions to the operator to manually move the target support stand 38 along the rails 50 a, 50 b via the handle 140 and then secure the target support stand 38 in place via the lock 142. This positioning may be confirmed via the distance sensor 174. Either the controller 40 and / or the handheld computing device may then provide signals to the controller 144 to precisely adjust the target 36 via the actuators 152, 158, 166, and 170 to orient the target 36 relative to the sensor 32 based on an established orientation or position of the vehicle 34 on the vehicle support stand 42, such as based on a known, defined orientation of the vehicle support stand 42 relative to the target adjustment stand 38 and a defined position of the target 36 relative to the position of the ADAS sensor 32 on the vehicle 34, for example, based on an OEM calibration procedure. In particular, as described above, the vehicle 34 is now positioned and centered at a known orientation by the front wheel support and centering assemblies 56 and the rear wheel support and centering assemblies 58. Alternatively, the controller 40 may communicate vehicle information regarding the vehicle under test via an internet connection to a remote computer, such as a remote server, which then communicates positional instructions to the controller 144 for positioning the target 36 via the actuators 152, 158, 166, 170 and including actuators that automatically move the target frame 36 along the rails 50 a, 50 b. Once the target 36 has been accurately positioned, taking into account the orientation of the vehicle 34 on the front and rear support and centering assemblies 56, 58 of the support stand 42, a calibration procedure or program may be initiated and executed.For example, via connection to a diagnostic port of the vehicle 34, one or more vehicle computers may be initiated to execute calibration routines configured and supplied by the OEM, thereby calibrating the sensors for use with the vehicle 34.

[0042] According to one aspect of the present invention, the target adjustment stand 38 may be configured solely for lateral movement of the target mount 44 along the rails 168 via actuators 170 and for vertical movement of the target support assembly 164 along the rails 162 of the tower 160 via actuators 166, without the need to rotate the tower 160 about its vertical axis. In such an embodiment, the orientation of the track 48, and thus the rails 50a, 50b, relative to the vehicle support stand 42 is sufficiently centered, such that the base frame 46 is now sufficiently perpendicular to the vehicle support stand 42, and particularly the vehicle 34 centered thereon, such that vertical rotational movement is not necessary. Still further, as noted above, the longitudinal positioning of the base frame 46 along the track 48 relative to the vehicle support stand 42, and thus the vehicle 34 thereon and the sensor 32 thereon, may be sufficiently accurate for calibration purposes, such that the target adjustment stand 38 does not require or need to include fine lateral positioning of the tower 160 imparted by movement of the base member 150 along the rails 154 via actuators 152. Thus, in such a configuration, tower 160 may be fixedly secured to base frame 46 with horizontal rail 168 disposed perpendicular to track 48. In such an embodiment, target adjustment stand 38 thus controls the vertical and lateral positioning of target 36.

[0043] 10 and 11 further illustrate that system 20 may optionally additionally utilize non-contact wheel alignment sensors on vehicle support stand 42 to determine specific information regarding the vehicle's orientation; in the illustrated embodiment, a pair of non-contact wheel alignment sensors 28 are located on opposite front wheel assemblies 30 and opposite rear wheel assemblies 31, respectively. The non-contact wheel alignment sensors 28 are utilized to obtain position information of vehicle 34 on stand 42, which information is provided to controller 144 and / or controller 40, which then operates target adjustment stand 38 to position target 36 relative to sensors 32 on vehicle 34.

[0044] The wheel alignment sensors 28 may be used to determine the vertical center plane of the vehicle 34 and to determine wheel alignment characteristics such as toe, camber, caster, steering axis inclination (SAI), as well as wheel centers, axes of symmetry, and rear thrust angle, or portions thereof. In the illustrated embodiment of the system 20, eight non-contact wheel alignment sensors 28 are shown positioned around the vehicle 34, but it should be understood that alternative arrangements may be used. For example, an alternative arrangement may use non-contact wheel alignment sensors on just two wheel assemblies of the vehicle 34, such as opposing wheel assemblies. The rear thrust angle may be determined using the sensors 28, for example, by rotating the rear tire and wheel assembly 31 to two or more positions, for example, by rotating the assembly 31 on the rear wheel support and centering assembly 58.

[0045] 10 and 11, in the illustrated embodiment, each wheel assembly 30, 31 includes a pair of individual, cooperatively operating non-contact wheel alignment sensors 28 arranged to be located on the left and right sides of a given wheel assembly 30, 31 of a vehicle 34. In the illustrated embodiment of FIGS. 10 and 11, the non-contact wheel alignment sensors 28 are constructed in accordance with U.S. Patent Nos. 7,864,309, 8,107,062, and 8,400,624, which are incorporated herein by reference. The NCA sensors 28 project an illuminated line onto either side of the tire and receive reflections of the illuminated line, enabling the non-contact wheel alignment system to determine the orientation of the tire and wheel assembly 30, 31. The multiple illumination lines projected onto the tire and wheel assemblies 30, 31 and the positions of these lines in the resulting image allow the three-dimensional spatial orientation or shape of the tire and wheel assemblies 30, 31 to be calculated based on the sensor's field of view and depth of field through the operating range of the sensors 28. The use of corresponding NCA sensors 28 positioned around all four tire and wheel assemblies 30, 31 of the vehicle 34 allows vehicle position information to be determined by the non-contact wheel alignment system, which may be based on the known orientations of the NCA sensors 28 positioned around the vehicle 34 on the stand 42. The rear non-contact wheel alignment sensors 28 may be adjustable longitudinally, such as along the track 200, to accommodate vehicles with different wheelbase lengths. As mentioned, the wheel alignment and vehicle position information is provided to a controller, such as the controller 40, or to a remote computing device, for example, via the Internet. In response to the wheel assembly alignment and vehicle position information, the controller 40 or a remote computing device may then operatively send a signal to activate the target adjustment stand 38 to position the target 36 relative to the sensor 32 of the vehicle 34.

[0046] Determining a reference point for positioning the target 36 relative to the vehicle 34 on the support stand 42 may occur through a calibration process. In one example of a calibration process, a calibration master 34a may be positioned on the support stand 42, where the master 34a may be a specifically constructed object having known dimensions, or a vehicle that has been precisely measured and placed in a known position on the stand 42 through the use of the front and rear wheel support and centering assemblies 56, 58. The master may also include a light projector precisely oriented relative to the centerline of the calibration master, where the light projector is configured to direct light to align the centerline of the master with the target 36 held by the target support stand 38. For example, the target 36 held by the target support stand 38 may be oriented to a predetermined location by moving the stand 38 until light projected from the master strikes the desired location on the target 36, whereby the controller 40 is "taught" a particular location and is operable to position the target accordingly. Alternatively, during calibration, the target support stand 38 may be optionally moved between two distances, referred to as "Position 1" and "Position 2," to align the target 36 with the calibration master.

[0047] For example, at Position 1, the target support stand 38 may be adjusted to align the target 36 with the desired orientation relative to the light projector, such as by rocking the position of the stand 38 to position the target 36 so that the projected light hits the desired location. The target adjustment stand 38 is then moved to Position 2. The stand 38 is again adjusted to align the target 36 with the desired orientation relative to the light projector, such as by rocking the position of the stand 38 to position the target 36 so that the projected light hits the desired location. In this manner, the axis of the calibration master relative to the target 36 is established and known. As discussed herein, there may be a calibration master for each type of vehicle (e.g., car, pickup truck, van), or in the alternative, there may be a calibration master for each make and model of vehicle being aligned / calibrated.

[0048] The alignment and calibration system 20 discussed above may be configured to operate independently of external data, information, or signals. In this case, the computer system of the described embodiment, including the controller 40, may be programmed for operation with various makes, models, and installed sensors and may involve the use of an operator computing device. In such a standalone configuration, the operator computing device may interface with the vehicle 34 via one or more ECUs of the vehicle 34, which may be interfaced via an on-board diagnostics (OBD) port of the vehicle 34, and may interface with the controller 40 to provide instructions to the operator to operate the system for alignment / calibration of the sensors 32. Alternatively, the operator computing device may receive operator input of information regarding the vehicle 34, such as the make, model, vehicle identification number (VIN), and / or installed sensors, for example, by manual entry or scanning, and the operator computing device communicates such information to the controller 40.

[0049] As an alternative to such a stand-alone configuration, a remote interface configuration for system 20 may be employed, with system 20 configured to interface with a remote computing device or system, such as a server, and one or more remote databases that may be accessed, for example, via an internet connection, whereby the computer system, therefore, further includes a remote computing device. For example, a remote computing device incorporating a database accessed via the internet may be used to execute a calibration sequence through one or more engine control units (“ECUs”) of vehicle 34 to calibrate one or more ADAS sensors according to pre-established programs and methodologies, e.g., based on the original factory-employed calibration sequence or based on an alternative calibration sequence. In such a configuration, controller 40 need not include programs related to target positioning parameters for the particular make, model, and installed sensors. Rather, an operator may connect an operator computing device to the ECU of vehicle 34, such as via an OBD port, which then transmits the resulting vehicle-specific information to the remote computing system, or alternatively, the operator may directly input information into the operator computing device without connecting to vehicle 34 for transmission to the remote computing system. Such information may be, for example, the make, model, vehicle identification number (VIN), and / or information regarding the installed sensors. The remote computing system may then provide the necessary instructions to the operator based on the specific procedure required to calibrate the sensor defined in a database associated with the remote computing system and the specific processing performed by the remote computing system, and control signals are then transmitted to the controller 40. For example, the remote computing system may provide instructions to the controller 40 for positioning the target 36 via the target adjustment stand 38 and for executing an OEM calibration sequence for the sensor 32 via, for example, the vehicle ECU.

[0050] Thus, the remote database may contain information for performing the calibration process, such as the particular target to be used for a given vehicle and sensor, information regarding where the target will be positioned by the target adjustment stand 38 relative to such sensor and vehicle, and information for performing or initiating the sensor calibration routine. Such information may be in accordance with OEM processes and procedures or alternative processes and procedures. In any embodiment, various levels of autonomous operation by the system 20 may be used.

[0051] Other variations and modifications of the specifically described embodiments may be made without departing from the principles of the invention, which are intended to be limited only by the appended claims, as interpreted in accordance with the principles of patent law, including the doctrine of equivalents.

Claims

1. 1. A system for aligning a target to an equipped vehicle for calibration of a sensor on the equipped vehicle, comprising: a vehicle support stand on which an equipped vehicle is stationary positioned at an established known position for calibration of sensors on the equipped vehicle, the vehicle support stand being positioned on a support surface; a target adjustment stand including a base frame, wherein a target mount is movably attached to the base frame while configured to support a target, the target adjustment stand including a plurality of actuators configured to selectively move the target mount relative to the base frame, and a horizontal rail and a vertical rail, the actuators comprising a horizontal actuator and a vertical actuator, the horizontal actuator configured to move the target mount horizontally via the horizontal rail and the vertical actuator configured to move the target mount vertically via the vertical rail, the base frame being disposed on the vehicle support stand and being longitudinally movable relative to the vehicle support stand along a track disposed on the support surface; the target adjustment stand is configured to position the target at a calibration position relative to the sensor on the equipped vehicle by longitudinal movement of the base frame relative to the vehicle support stand and by movement of the target mount based on the established known position of the equipped vehicle on the vehicle support stand, thereby allowing the target to be used to calibrate the sensor; the track comprises a pair of spaced rails disposed on a support surface along which the base frame can move along the longitudinal axis of the vehicle support stand, the vehicle support stand comprising a centering device for orienting a vehicle to a known position on the vehicle support stand, the vehicle support stand comprising a plurality of locator arms, the locator arms being extendable and retractable and configured to press against a tire and wheel assembly of the equipped vehicle to orient the equipped vehicle on the vehicle support stand, and the actuator being operable to move the target mount laterally relative to the longitudinal axis of the vehicle when positioned in front of the target adjustment stand and also operable to move the target mount vertically.

2. The system described in claim 1, wherein the locator arms are configured to extend equally in opposite directions to each other.

3. 3. The system of claim 2, wherein the vehicle support stand comprises front and rear tire supports on which opposing sets of tires of the equipped vehicle are positioned, the front tire supports comprising front rollers and / or the rear tire supports comprising rear rollers, the axes of rotation of the front rollers and / or the axes of rotation of the rear rollers being aligned with the longitudinal axis of the equipped vehicle.

4. 4. The system of claim 3, wherein the vehicle support stand comprises a pair of front tire supports on which each of the front opposing set of tires of the equipped vehicle is positioned, each of the front tire supports comprising two sets of rollers, the two sets of rollers of each of the front tire supports being angled together in a V-shaped configuration to position the equipped vehicle.

5. The system described in claim 1, wherein the centering device comprises a forward centering device that is positioned under the equipped vehicle when the equipped vehicle is positioned on the vehicle support stand, and the locator arms comprise a pair of locator arms configured to synchronously extend outward to engage the inside of the front tires and wheel assemblies of the equipped vehicle.

6. 6. The system of claim 5, wherein the vehicle support stand further comprises a rear centering device positioned under the equipped vehicle when the equipped vehicle is positioned on the vehicle support stand, the rear centering device comprising a pair of locator arms configured to synchronously expand outwardly to engage the inside of a rear tire and wheel assembly of the equipped vehicle.

7. 2. The system of claim 1, wherein the vehicle support stand further comprises non-contact wheel alignment sensors configured to be positioned on either side of the vehicle, the non-contact wheel alignment sensors configured for use in determining an orientation of the vehicle on the vehicle support stand for positioning the target, the non-contact wheel alignment sensors operable to determine vehicle orientation information for determining an established known position of the equipped vehicle for use in positioning the target at the calibration position.

8. The system of claim 1 , further comprising a controller, the controller configured to selectively activate the actuator to position the target.

9. The system of claim 1 , wherein the target mount is attached to the horizontal rail, and the horizontal rail is attached to the vertical rail.

10. The system described in claim 1, wherein the base frame has wheels for riding along the track.

11. The system described in claim 1, wherein the base frame includes wheels that ride along one side of the rails and linear slides that ride along the other side of the rails, or the base frame is movable along the rails by a rail actuator.

12. The system of claim 1 , further comprising a distance sensor, the distance sensor operable to determine a distance between the vehicle support stand and the target adjustment stand.

13. 1. A method of aligning a target with respect to an equipped vehicle for calibration of a sensor on the equipped vehicle, comprising: guiding an equipped vehicle onto a vehicle support stand, the equipped vehicle including a sensor and stationary positioned at an established known position on the vehicle support stand for calibration of the sensor on the equipped vehicle, the vehicle support stand being positioned on a support surface and including a centering device for orienting the vehicle to the known position on the vehicle support stand, the vehicle support stand including a plurality of locator arms, the locator arms being extendable and retractable and configured to press against a tire and wheel assembly of the equipped vehicle to orient the equipped vehicle on the vehicle support stand; and moving a target held by a target adjustment stand to a calibration position for calibrating the sensor based on an established known position of the equipped vehicle on the vehicle support stand, the target adjustment stand comprising: a base frame; and a target mount movably mounted on the base frame, the target mount configured to support a target, the target adjustment stand further comprising a plurality of actuators configured to selectively move the target mount relative to the base frame, the actuators being operable to move the target mount horizontally and vertically relative to a longitudinal axis of the vehicle when positioned in front of the target adjustment stand, the target adjustment stand comprising horizontal rails and vertical rails, the actuators comprising a horizontal actuator and a vertical actuator, the horizontal actuator being configured to move the target mount horizontally via the horizontal rail, and the vertical actuator being configured to move the target mount vertically via the vertical rail; The method wherein the target adjustment stand is movable longitudinally along a track disposed on a support surface relative to a longitudinal axis of the equipped vehicle on the vehicle support stand, the track comprising a pair of spaced apart rails disposed on the support surface, and the base frame is movable along the longitudinal direction of the vehicle support stand.

14. The method described in claim 13, wherein the locator arms are configured to extend equally in opposite directions to each other.

15. 14. The method of claim 13, wherein the vehicle support stand further includes non-contact wheel alignment sensors configured to be positioned on either side of the vehicle, the non-contact wheel alignment sensors configured for use in determining an orientation of the vehicle on the vehicle support stand for positioning the target.

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