In-situ wheel position measurement using inertial measurement units (IMUs)

• US 10,520,317 B2
• Filed: 05/31/2017
• Issued: 12/31/2019
• Est. Priority Date: 06/02/2016
• Status: Active Grant

• Current Assignee: Maliszewski Family 2001 Trust
• Original Assignee: Maliszewski Family 2001 Trust
• Inventors: Maliszewski, Gerald
• Primary Examiner(s): Le, John H
• Application Number:
  US15/609,116
• Publication Number:
  US 20170350684A1
• Time in Patent Office: 944 Days
• Field of Search: 702 92, 702104, 702141, 702151, 702154, 180204, 701 314, 701 41, 701 45, 701 70, 701472, 701 344, 33301
• CPC Class Codes: G01B 21/26 for testing wheel alignment
• CPC Class Codes: G01B 2210/20 Vehicle in a state of translatory motion
• CPC Class Codes: G01B 5/0025 Measuring of vehicle parts G01B5/003 takes precedence
• CPC Class Codes: G01B 5/255 for testing wheel alignment

Abstract

Disclosed herein are systems and methods for the in-situ determination of vehicle wheel position using an inertial measurement unit (IMU). In one aspect as the wheel is rotating, gyroscope measurements are used to find a slip angle defined between the direction of wheel travel and the direction of vehicle travel, to determine a toe alignment condition for the wheel. System and methods are also presented for using an accelerometer to measure slip angle and camber angle. Using an accelerometer or gyroscope, instantaneous wheel angle measurements can also be made to predict vehicle movement, and aid in autonomous steering and in-situ wheel alignment adjustments.

Claims

1. A method for the in-situ determination of vehicle wheel position using an inertial measurement unit (IMU), the method comprising:

providing an IMU comprising at least two accelerometers mounted on a wheel of a vehicle;

using the accelerometers, measuring linear acceleration on the wheel;

exclusively comparing only linear acceleration measurements on the wheel; and

,

in response to comparing the linear acceleration measurements on the wheel, determining a wheel toe angle.

2. The method of claim 1

further comprising:

measuring linear acceleration on the vehicle; and

,

comparing instantaneous linear acceleration measurements on the wheel to instantaneous linear acceleration on the vehicle to predict vehicle movement.

3. The method of claim 1 wherein providing the IMU includes providing a first accelerometer aligned along a lateral axis of a non-rotating portion of the wheel, a second accelerometer aligned along a roll axis of a non-rotating portion of the wheel, orthogonal to the lateral axis, and a third accelerometer aligned along a yaw axis of a non-rotating portion of the wheel, orthogonal to both the lateral and roll axes.

4. The method of claim 3 wherein determining the wheel toe angle includes:

comparing the third accelerometer measurements to gravity (1G) to find a camber angle defined between vertical (1G) and the yaw axis of the wheel; and

,

using the camber angle, subtracting components from the first and second accelerometer measurements due to gravity to determine calibrated first and second accelerometer measurements, and finding the wheel toe angle in response to comparing either the calibrated first or calibrated second accelerometer measurements to the sum of the calibrated first and second accelerometer measurements, measured when the vehicle is in motion.

5. The method of claim 4 wherein finding the toe angle includes averaging calibrated first and second accelerometer measurements.

6. The method of claim 1 wherein providing the IMU includes providing a first accelerometer aligned along a lateral axis of a rotating portion the wheel and a second accelerometer aligned along a radial axis of a rotating portion of the wheel, orthogonal to the lateral axis.

7. The method of claim 6 wherein determining wheel alignment angles includes:

accepting second accelerometer measurements in a plurality of instances subsequent to a corresponding plurality of vehicle movements, when the wheel is stationary;

determining a peak accelerometer measurement selected from the group consisting of a maximum accelerometer measurement, a minimum accelerometer measurement, and combinations thereof, and determining a camber angle by comparing the peak accelerometer measurement to a constant selected from the group consisting of zero and gravity (1G); and

,

using the camber angle, subtracting components from the first and second accelerometer measurements due to gravity to determine calibrated first and second accelerometer measurements, and finding the wheel toe angle in response to comparing either the calibrated first or second accelerometer measurements to the sum of the calibrated first and second accelerometer measurements, measured when the vehicle is in motion.

8. A method for the in-situ determination of vehicle wheel position using an inertial measurement unit (IMU), the method comprising:

providing an IMU comprising an accelerometer mounted on a rotating part of a wheel of a vehicle, aligned along a radial axis of the wheel;

using the accelerometer, measuring acceleration on the wheel as follows;

accepting accelerometer measurements in a plurality of instances subsequent to a corresponding plurality of vehicle movements, when the wheel is stationary;

determining a peak accelerometer measurement selected from the group consisting of a maximum accelerometer measurement, a minimum accelerometer measurement, and combinations thereof, and,

determining a camber angle by comparing the peak accelerometer measurement to a constant selected from the group consisting of zero and gravity (1G).

9. A system for the in-situ determination of vehicle wheel position using an inertial measurement unit (IMU), the system comprising:

an IMU comprising accelerometers mounted on a wheel of a vehicle, having outputs to supply linear accelerometer measurements;

a processor;

a non-transitory memory; and

,

an application enabled as a sequence of processor executable instructions stored in the memory, the application accepting linear accelerometer measurements on the wheel, and exclusively comparing only the linear acceleration on the wheel to determine a wheel toe angle.

10. The system of claim 9 wherein the application accepts linear acceleration measurements on the vehicle, compares instantaneous linear acceleration measurements on the wheel to instantaneous linear acceleration measurements on the vehicle, and predicts vehicle movement.

11. The system of claim 9 wherein the application accepts an initial toe angle measurement, and determines an out-of-alignment condition when the initial toe angle measurement differs from a subsequently determined toe angle measurement by a predetermined amount.

12. The system of claim 9 wherein the accelerometers are mounted on a non-rotating portion of the wheel.

13. The system of claim 12 wherein the IMU comprises a first accelerometer aligned along a lateral axis of the wheel, a second accelerometer aligned along a roll axis of the wheel, orthogonal to the lateral axis, and a third accelerometer aligned along a yaw axis of the wheel, orthogonal to both the lateral and roll axes.

14. The system of claim 13 wherein the application compares the third accelerometer measurements to gravity (1G) to find a camber angle defined between vertical (1G) and the yaw axis of the wheel;

and,

wherein the application, using the camber angle, subtracts components from the first and second accelerometer measurements due to gravity to determine calibrated first and second accelerometer measurements, and finds the wheel toe angle in response to comparing either the calibrated first or calibrated second accelerometer measurements to the sum of the calibrated first and second accelerometer measurements, measured when the vehicle is in motion.

15. The system of claim 14 wherein the application averages the calibrated first and second accelerometer measurements.

16. The system of claim 9 wherein the accelerometers are mounted on a rotating portion of the wheel.

17. The system of claim 16 wherein the IMU comprises a first accelerometer aligned along a lateral axis of the wheel and a second accelerometer aligned along a radial axis of the wheel, orthogonal to the lateral axis.

18. The system of claim 17 wherein the application accepts second accelerometer measurements in a plurality of instances subsequent to a corresponding plurality of vehicle movements, when the wheel is stationary;

and,

wherein the application determines a peak accelerometer measurement selected from the group consisting of a maximum accelerometer measurement, a minimum accelerometer measurement, and combinations thereof, and determines a camber angle by comparing the peak accelerometer measurement to a constant selected from the group consisting of zero and gravity (1G).

19. The system of claim 18 wherein the application, using the camber angle, subtracts components from the first and second accelerometer measurements due to gravity to determine calibrated first and second accelerometer measurements, and finds the wheel toe angle in response to comparing either the calibrated first or calibrated second accelerometer measurements to the sum of the calibrated first and second accelerometer measurements, measured when the vehicle is in motion.

20. The system of claim 19 wherein the application averages the calibrated first accelerometer measurements and calibrated second accelerometer measurements.