Note: Descriptions are shown in the official language in which they were submitted.
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TARGET ALIGNMENT FOR VEHICLE SENSOR CALIBRATION
CROSS REFERENCE TO RELATED APPLICATION
[0001] The present application claims priority of U.S. provisional
application Ser. No.
63/086,116 filed October 1, 2020, which is hereby incorporated herein by
reference in its
entirety.
BACKGROUND AND FIELD OF THE INVENTION
[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 sensors of
a vehicle to one
or more autonomously positioned alignment/calibration targets.
[0003] The use of radar, imaging systems, and other sensors, such as
LIDAR, ultrasonic, and
infrared (IR) sensors, to determine range, velocity, and angle (elevation or
azimuth) of objects
in an environment are important in a number of automotive safety systems, such
as an
Advanced Driver Assistance System (ADAS) for a vehicle. A conventional ADAS
system will
utilize one or more sensors. While these sensors are aligned and/or calibrated
by the
manufacturer on the assembly line (or at another time or another facility),
the sensors may need
realignment or recalibration periodically, such as due to the effects of wear
and tear, or
misalignment due to driving conditions or through mishap, such as an accident.
Furthermore,
such an ADAS system may comprise one or more subsystems, e.g., adaptive cruise
control
(ACC), lane departure warning (LDW), parking assistance, and/or a rear-view
camera, each of
which may periodically require individual realignment or recalibration.
SUMMARY OF THE INVENTION
[0004] The present invention provides a method and system for aligning
and/or calibrating a
vehicle equipped sensor by aligning the vehicle and thereby the vehicle
equipped sensor with
one or more calibration targets positioned by a target. In positioning the one
or more
calibration targets, a target adjustment stand positions the appropriate
targets according to a
known reference position. The vehicle is also positioned and centered on a
vehicle support
stand with respect to this known reference position. With the vehicle and
calibration target
positioned and centered with respect to the known reference position, the
vehicle sensor is
calibrated, such as via an original equipment manufacturer ("OEM") calibration
process. In still
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other embodiments, a rear thrust angle for the vehicle may be determined,
which may be used
to adjust the position of the positioned targets.
[0005] In accordance with an aspect of the present invention, a system
for aligning a target to
an equipped vehicle for calibration of a sensor on the equipped vehicle
includes a vehicle
support stand upon which an equipped vehicle is stati on aril y disposed in an
established known
position for calibration of a sensor on the equipped vehicle, and a target
adjustment stand
including a base frame, a target mount moveably mounted on the base frame with
the target
mount configured to support a target. The target adjustment frame includes a
plurality of
actuators configured to selectively move the target mount relative to the base
frame, wherein
the base frame is longitudinally moveable along a track. The target adjustment
stand is
configured to position the target into 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 whereby the sensor is able to be
calibrated using
the target.
[0006] According to a particular embodiment, the track includes rails
along which the base
frame is moveable, either manually or automatically. Still further, the
vehicle support stand
comprises a plurality of locator arms that are extendable and retractable and
configured to press
against tire and wheel assemblies of the equipped vehicle to orient the
equipped vehicle on the
vehicle support stand. The locator arms may comprise sets of forward opposed
arms and
rearward opposed arms, where the forward opposed arms are configured to extend
equally in
opposite directions from each other and the rearward opposed arms are
configured to extend
equally in opposite directions from each other. The system may further include
one or more
distance sensors that are operable to determine the distance between the
vehicle support stand
and the target adjustment stand. In particular, the distance sensors may be
used to determine the
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, as well as the
rotational orientation
of the target on the target adjustment stand.
[0007] The vehicle support stand may utilize moveable forward and
rearward tire supports
upon which the opposed sets of tires of the equipped vehicle are disposed,
such as forward and
rearward rollers. In a particular embodiment, the forward tire supports each
comprise two sets
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of rollers that are angled together in a V-shaped configuration for locating
the equipped
vehicle.
[0008] According to a further aspect of the present invention, the
vehicle support stand
comprises a forward centering device disposed beneath the equipped vehicle
when the
equipped vehicle is on the vehicle support stand, with the forward centering
device having a
pair of locator arms configured to extend outwardly synchronously to engage an
inner side of
the forward tire and wheel assemblies of the equipped vehicle. The vehicle
support stand may
further include a rearward centering device disposed beneath the equipped
vehicle when the
equipped vehicle when on the vehicle support stand, with the rearward
centering device having
a pair of locator arms configured to extend outwardly synchronously to engage
an inner side of
the rearward tire and wheel assemblies of the equipped vehicle.
[0009] The system further includes a controller configured to
selectively actuate the actuators
of the target adjustment stand to position the target, where the actuators are
operable to move
the target mount longitudinally and laterally with respect to a longitudinal
axis of the vehicle
when positioned in front of the target adjustment stand, vertically, and
rotationally about a
vertical axis.
[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 with the
target mount
supported by the tower, and with the actuators including a base member
actuator to selectively
move the base member horizontally relative to the base frame and a tower
actuator to
selectively rotate the tower relative to the base member, with the controller
configured to
actuate the actuators to position the target based on the orientation of the
vehicle on the vehicle
support stand. In particular, the base member is moveable longitudinally by
the base member
actuator relative to the longitudinal axis of the vehicle positioned in front
of the target
adjustment stand, 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, with a
first target mount actuator being operable to move the target mount laterally
along the target
mount rail and a second target mount actuator being operable to adjust the
vertical orientation
of the target mount.
[0011] In accordance with a further aspect of the present invention, a
method for aligning a
target to an equipped vehicle for calibration of a sensor on the equipped
vehicle includes
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maneuvering an equipped vehicle onto a vehicle support stand, where the
equipped vehicle
includes a sensor and is stationarily disposed on the vehicle support stand,
and moving a target
held by a target adjustment stand into a calibration position for calibration
of the sensor based
on an established known position of the equipped vehicle on the vehicle
support stand. The
target adjustment stand is moveable longitudinally along a track relative to
the longitudinal axis
of the equipped vehicle on the vehicle support stand, and the target
adjustment stand includes a
base frame, a target mount configured to support a target moveably mounted on
the base frame,
and with the target adjustment stand further including a multiple actuators
configured to
selectively move the target mount relative to the base frame. The method may
further include
calibrating the sensor of the equipped vehicle once the target has been
positioned. In particular,
the method may involve the use of any of the discussed vehicle support stand
and/or target
support stands discussed herein.
[0012] Still further, the systems and methods may further include the
use of non-contact wheel
alignment sensors configured to be disposed on opposite sides of the vehicle
for use in
determining the orientation of the vehicle on the vehicle support stand for
positioning of the
target.
[0013] The present invention provides a system and method for quickly
and accurately
positioning a calibration target relative to a sensor of a vehicle and
calibrating the sensor, such
as in accordance with OEM specifications. The accurate positioning and
calibration of the
sensor thus aids in optimizing the performance of the sensor to in turn enable
the sensor to
perform its ADAS functions. These and other objects, advantages, purposes and
features of
this invention will become apparent upon review of the following specification
in conjunction
with the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is a perspective view of a target alignment system for
calibration of a sensor of a
vehicle in accordance with the present invention;
[0015] FIG. 2 is a close-up perspective view of a portion of the
system of FIG. 1 shown with a
vehicle positioned on a vehicle centering system of the target alignment
system;
[0016] FIG. 3 is a top plan view of the vehicle centering system of the
target alignment system
of FIG. 1;
[0017] FIG. 4 is a perspective view of the vehicle centering system
of FIG. 3;
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[0018] FIG. 5 is a side perspective view of the forward wheel assembly
supports of the vehicle
centering system of FIG. 3;
[0019] FIG. 6 is a bottom plan view of the forward wheel assembly
supports of the vehicle
centering system of FIG. 3;
[0020] FIG. 7 is a bottom plan view of the rearward wheel assembly
supports of the vehicle
centering system of FIG. 3;
[0021] FIG. 8 is a front perspective view of a target adjustment frame
or stand of the system of
FIG. 1 in accordance with aspects of the present invention and shown separate
from the system
of FIG. 1;
[0022] FIG. 9 is a rear perspective view of the target adjustment
stand of FIG. 6; and
[0023] FIGS. 10 and 11 are perspective views of the system of FIG. 1
with the target
adjustment stand shown in a first position and a second position relative to a
vehicle and with a
calibration target mounted thereto;
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0024] The present invention will now be described with reference to
the accompanying
figures, wherein the numbered elements in the following written description
correspond to like-
numbered elements in the figures.
[0025] 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) with
a target or target panel 36 (FIG. 10) held by a moveable target adjustment
stand or frame 38
positioned in front of the vehicle 34. As discussed in detail below, the
target 36 is positioned
with respect to the vehicle 34 for calibrating/aligning one or more sensors 32
of the vehicle 34,
where the target is adjustably moved via the target adjustment stand 38 into a
known
orientation or calibration position with respect to the vehicle 34, including
with respect to
sensor 32 of the vehicle. For example, upon orienting vehicle 34 into a known
position, which
may include determining the orientation of vehicle 34, target adjustment stand
38 may move
target 36 to align target 36 to one or more sensors 32 of 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. Sensors 32 may thus be radar sensors
for adaptive
cruise control ("ACC"), imaging systems such as camera sensors for lane
departure warning
("LDW") and other ADAS camera sensors disposed about vehicle, as well as other
sensors,
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such as LIDAR, ultrasonic, and infrared ("IR") sensors of an ADAS system,
including sensors
mounted inside the vehicle, such as forward facing cameras, or exterior
mounted sensors, with
the targets 36 supported by target adjustment stand 38 constructed for
calibration of such
sensors, including grids, patterns, trihedrals, and the like. Upon aligning
the target 36 with the
sensor 32 of the vehicle 34, a calibration routine is performed whereby the
sensor is calibrated
or aligned using the target 36. As used herein, references to calibration of
the sensor encompass
alignment of the sensor with the calibration target.
[0026] With further reference to FIGS. 1, 2, 10 and 11, system 20
includes a computer system
or controller 40, a vehicle support stand 42 upon which vehicle 34 is held
stationary whereby
vehicle 34 is longitudinally oriented with target adjustment stand 38. As
understood from
FIGS. 6-10 target adjustment stand 38 includes a moveable base 46, where base
46 is
configured to move longitudinally along a track 48 relative to vehicle 34,
where in the
illustrated embodiment the track is defined by rails 50a, 50b, whereby base 46
is moveable
towards and away from vehicle 34 either manually or automatically, such as via
one or more
electric motors that may be provided control signals via controller 40 or
controller 144 on
target adjustment stand 38. The electric motor may be provided on the target
adjustment stand
38, or may be located elsewhere such as, for example, adjacent rail 50b that
includes a chain,
cable or other drive mechanism for moving target adjustment stand 38 there
along. The
location of target adjustment stand 38 along the track 48 defined by rails
50a, 50b may
alternatively or additionally be manually set, such as via a peg and hole
system, such as with
rail 50a and/or rail 50b including multiple holes within which a peg or lock
mechanism 142
(FIG. 8) of target adjustment stand 38 may be inserted.
[0027] In the illustrated embodiment, the track 48 defined by rails
50a, 50b is configured to
enable base 46 of target stand 38 to be moved from between approximately 1
meter to 20
meters from vehicle 34 when vehicle 34 is disposed on stand 42, but preferably
is moveable
between approximately 1 meter to approximately between 7 to 10 meters. As
shown, the
track48 is positioned in front of or forward of vehicle 34. Track 48 is
centrally aligned in a
known orientation or position with respect to support stand 42 whereby the
longitudinal axis of
vehicle 34 on support stand 42 is aligned with the longitudinal axis of track
48. Base 46 of
target stand 38 may conventionally comprise one or more load cells configured
to detect and/or
measure impact force to determine whether or not the target stand 38 has come
into contact
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with something while manipulating a target 36 or when moving along the track
48. For
example, the target stand 38 may be configured to stop motion should the
target stand 38 come
into contact with an object or person. Vehicle 34 may be maneuvered onto and
off of support
stand 42, including over track 48 when track 48 is recessed into a floor
surface, such as by
driving vehicle 34. For example, vehicle 34 may be driven onto support stand
42 and, upon
completion of calibration of a given sensor 32, vehicle 34 may be driven in
the same direction
off of support stand 42, with vehicle 34 being driven over track 48.
Alternatively, vehicle 34
may be driven in an opposite direction off of support stand 42 upon
calibration of sensor 32.
For example, as understood with regard to the orientation of vehicle 34 in
FIG. 1, vehicle may
be driven forward onto support stand 42 and then driven in reverse off of
support stand 42 upon
calibration of sensor 32. Alternatively, a vehicle 34 may be maneuvered onto
stand 42 in a
reversed orientation, such as for calibration of a rearward facing sensor.
[0028] As discussed in more detail below, target stand 38 includes a
moveable target mount 44
for use in holding or retaining the required target 36, where multiple targets
may be disposed in
a holder (not shown) adjacent track 48. For example, the holder may include
different types of
targets for different types of sensors, as well as for different types of
vehicle makes and models,
whereby upon selecting the desired target for a particular vehicle under test,
target stand 38 will
be used to position the target into the appropriate position for calibrating
of the particular
ADAS sensor that is to be calibrated. As noted, various targets may be held by
target mount
44, including panels with grids, patterns, trihedrals, 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, and the like, including for aligning or
calibrating ACC
(adaptive cruise control) sensors, LDW (lane departure warning) sensors, and
night vision
sensors of the vehicle. In an aspect of the present invention, a plurality of
different target
frames may be individually configured for different sensors, e.g., ACC, LDW,
and night vision
sensors. An exemplary pattern or grid is disclosed on target 36 in connection
with FIGS. 10
and 11. It should be appreciated, however, that as discussed herein
alternatively configured
targets may be employed within the scope of the present invention, including
alternative
patterns, grids, and constructions of targets. Alternatively target 36 may be
an electronic digital
display device configured to be able to display or show on a screen different
patterns, grids or
the like depending on vehicle make and model and sensor being calibrated,
where controller 40
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is operable to cause the correct target pattern to be displayed based on the
vehicle 34 and sensor
32 being calibrated.
[0029] As understood from FIGS. 1 and 2, vehicle support stand 42
includes a forward wheel
support and centering assembly 56 and a rearward wheel support and centering
assembly 58
upon which vehicle 34 is disposed for positioning or orienting vehicle 34. In
the orientation of
FIGS. 1 and 2, the front wheel assemblies 30 of vehicle 34 are located on
forward wheel
support and centering assembly 56 and the rear wheel assemblies 31 of vehicle
34 are located
on rearward wheel support and centering assembly 58. As discussed in more
detail below,
assemblies 56, 58 enable lateral movement of vehicle 34 for purposes of
positioning vehicle 34.
In addition, forward wheel support and centering assembly 56 also provides
longitudinal
retention of vehicle 34. It should be appreciated that if desired a vehicle
may be rearwardly
oriented toward target positioning system 44, such as for calibration of one
or more rearwardly
oriented vehicle sensors, in which case the rear wheel assemblies 31 of
vehicle 34 would be
disposed on the forward wheel support assembly 56.
[0030] With reference to FIGS. 3-6, forward wheel support and centering
assembly 56 includes
oppositely disposed tire supports 64a, 64b positioned on opposite sides of
forward vehicle
centering device 66, where tire supports 64a, 64b are configured to receive
the tires of a pair of
opposed tire and wheel assemblies of vehicle 34, such as the front wheel
assemblies 30 as
shown in FIG. 1. Tire supports 64a, 64b are substantially identical, but
mirror versions of each
other. As such, the discussion herein focuses on tire support 64a, but it
should be appreciated
that the discussion applies to tire support 64b.
[0031] Tire support 64a includes two sets 68, 70 of rollers 72 with the
rollers 72 arranged with
their axes of rotation parallel with the longitudinal axis of the vehicle 34
when disposed on
support stand 42. As such, a vehicle having a pair of front tires disposed on
rollers 72 will be
moveable laterally with respect to its longitudinal axis via the rollers 72.
As best shown in
FIGS. 4 and 5, the sets 68, 70 of rollers 72 are inwardly angled with respect
to each other. That
is, the adjacently located ends of rollers 72 of each set 68, 70 are disposed
vertically lower than
the outwardly located ends in a V-shaped configuration. As such, the wheel
assemblies 30 of
vehicle 34 will be naturally oriented to rest in a fixed longitudinal position
when located on tire
supports 64a, 64b along the axes 74a, 74b defined by the adjacent mounting
ends of rollers 72.
It should be appreciated that the axes 74a, 74b are arranged so as to be
aligned with each other
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and perpendicular to track 48 and the longitudinal axis of vehicle 34 when
positioned on stand
42. Tire support 64a additionally includes ramps 76, 78 for supporting a
vehicle tire as the
vehicle 34 is driven onto and off of support stand 42.
[0032] Vehicle 34 is centered or positioned on support stand 42 in part
via vehicle centering
device 66, which is operable to center or position the forward portion of
vehicle 34. Vehicle
centering device 66 includes a pair of opposed synchronized arms or bumpers
80a, 80b that are
configured to extend outwardly from housing 82 to contact the inner sidewalls
of the tires
disposed on tire supports 64a, 64b. Arms 80a, 80b in particular are
synchronized to move
outwardly from housing 82 equally and simultaneously in opposed directions via
a pair of
actuators 84a, 84b (FIG. 6) that are linked together and operated by
controller 40. As
understood from FIGS. 5 and 6, arm 84a is affixed to or part of plate 86a and
arm 84b is affixed
to or part of plate 86b, with plates 86a, 86b being slidably mounted on rails
or slides 88, 90.
Extendable end 92a of actuator 84a is mounted to plate 86a whereby extension
of end 92a
causes arm 84a to extend outwardly. Likewise, extendable end 92b of actuator
84b is mounted
to plate 86b whereby extension of end 92b causes arm 84b to extend outwardly.
The arms 80a,
80b are likewise retractable via retraction of ends 92a, 92b of actuators 84a,
84b. It should thus
be appreciated that vehicle centering device 66 is operable to center the
forward portion of
vehicle 34 on vehicle support stand 42 by way of the rollers 72 allowing the
vehicle to be
laterally moved via equal and opposite extension of arms 80a, 80b whereby arms
80a, 80b
contact and push against the inner sidewall of the tires.
[0033] With reference to FIGS. 3, 4 and 7, rearward wheel support and
centering assembly 58
includes oppositely disposed tire supports 94a, 94b positioned on opposite
sides of rearward
vehicle centering device 96, where tire supports 94a, 94b are configured to
receive the tires of a
pair of opposed tire and wheel assemblies of vehicle 34, such as the rear
wheel assemblies 31
as shown in FIG. 1. Tire supports 94a, 94b are substantially identical, but
mirror versions of
each other. As such, the discussion herein focuses on tire support 94a, but it
should be
appreciated that the discussion applies to tire support 94b.
[0034] Tire support 94a includes six sets 98a-98f of rollers 100 in the
illustrated embodiment,
with the rollers 100 arranged with their axes of rotation parallel with the
longitudinal axis of the
vehicle 34 when disposed on support stand 42. As such, a vehicle having a pair
of rear tires
disposed on rollers 100 will be moveable laterally with respect to its
longitudinal axis via the
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rollers 100. In contrast to forward wheel support and centering assembly 56,
the rollers 100 of
the rearward wheel support and centering assembly 58 all lie in the same
plane. The multiple
sets 98a-98f of rollers 100 enable vehicles with differing wheelbases to be
used on support
stand 42. That is, for example, when the opposed forward wheel assemblies of
vehicles are
retained by tire supports 64a, 64b, the opposed rearward wheel assemblies of
the vehicle can
still be positioned on tire supports 94a, 94b even with differing wheelbase
lengths of the
vehicles. Ramps may also be provided at the entrance and exists to tire
supports 94a, 94b to aid
in the driving of vehicles thereon and off.
[0035] Vehicle 34 is also centered or positioned on support stand 42 in
part via rearward
vehicle centering device 96, which operates in generally like manner to
vehicle centering
device 66 to center or position the rearward portion of vehicle 34. Rearward
vehicle centering
device 96 includes multiple pairs of opposed and synchronized locator arms or
bumpers 102a,
102b, 104a, 104b and 106a, 106b that are configured to extend outwardly from
housing 108 to
contact the inner sidewalls of the tires disposed on tire supports 94a, 94b.
In particular, each
set of opposed arms of centering device 96 are synchronized to move outwardly
from housing
108 equally and simultaneously in opposed directions via actuators 110, 112,
114, 116 (HG. 7)
that are linked together and operated by controller 40. Arms 102a, 102b, 104a,
104b, 106a and
106b are slidably mounted for movement on rails or slides 118, 120, 122 and
124, whereby
moveable ends 110a, 112a, 114a, 116a of actuators 110, 112, 114, 116 are able
to extend and
retract arms 102a, 102b, 104a, 104b, 106a and 106b relative to housing 108,
including via the
pulley linkages 126, 128. It should thus be appreciated that vehicle centering
device 96 is
operable to center the rearward portion of vehicle 34 on vehicle support stand
42 by way of the
rollers 100 allowing the vehicle to be laterally moved via equal and opposite
extension of arms
102a, 102b, 104a, 104b, 106a and 106b whereby the arms contact and push
against the inner
sidewall of the tires.
[0036] Although vehicle support stand 42 is shown in the illustrated
embodiment to position,
center and/or orient the vehicle 34 by arms pushing against the inner sidewall
of the tires, it
should be readily appreciated that an alternatively constructed centering
system could be
constructed in which arms or bumpers press against the outer sidewall of the
tires by pushing
inwardly an equal and opposite amount from the outside of the vehicle, such as
inwardly
extending locator arms that extend to push against the outer sidewalls of the
tires. Moreover,
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although tire supports 64a, 64b and 94a, 94b of system 20 are disclosed as
utilizing rollers 72,
100 for lateral adjustment of vehicle 34 on support stand 42, it should be
appreciated that
alternative tire supports may be employed within the scope of the present
invention. For
example, tire supports may be constructed as floating fixtures, such as
conventional floating or
float plates that is recessed into the vehicle support stand and is configured
to freely float the
vehicle wheel assembly on a plate in multiple degrees of freedom, including
laterally with
respect to the longitudinal axis of the vehicle.
[0037] With vehicle 34 centered or oriented on stand 42 via the vehicle
centering devices 66,
96, a desired target 36 affixed to target mount 44 is manipulated by target
adjustment stand 38
to position the target 36 for use in aligning or calibrating the one or more
sensors 32 of the
vehicle 34. That is, the target 36 is oriented with respect to the vehicle 36
such that the
appropriate target is in position for performing a desired alignment or
calibration of the sensor
of that particular vehicle.
[0038] The location at which target 36 is positioned by target
adjustment stand 38 may be
programmed into controller 40, such as based on the vehicle make and model and
particular
sensor that is to be aligned/calibrated. For example, with vehicle 34 centered
on stand 42,
target adjustment stand 38 may be used to locate target 36 to a particular
position based on a
reference point corresponding to the required location for the target 36 based
on the position of
the vehicle 34. The reference point may thus be defined as a relationship
between the target 36
and the centering system 66, 96 of the stand 42. Such a reference point or
spatial relationship
allows for the accurate placement of the calibration/alignment targets
positioned by the target
adjustment stand 38. In a particular embodiment, as discussed in more detail
below, a master
positioned on stand 42 may be used in determining reference points for a
vehicle, such as for
particular sensors of a given make and model of vehicle.
[0039] As understood from FIG. 1, vehicle support stand 42 and target
adjustment stand 38 are
disposed at the same vertical height whereby a vehicle may be driven onto and
off of system
20. For example, stand 42 and track 48 may be arranged within a pit or with
entry and exit
ramps 43, whereby a vehicle 34 may be driven onto stand 42 for the performance
of an
alignment and calibration routine, with the vehicle 34 then driven in the same
direction to exit
from system 20. Target adjustment stand 38 may be moved longitudinally
rearwardly, with
vehicle 34 then driven off to the left or right. The support stand 42 and
target positioning
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system thus define or include a stationary support surface 129 upon and over
which vehicle 34
is able to be moved or driven, with the wheel assembly supports 56, 58 and
track 48 being
disposed in or at support surface 129.
[0040] Calibration of sensors 32 on vehicle 34 requires positioning of
targets 36 relative to
sensors 32 in order to perform a calibration operation, such as in accordance
with OEM
specifications. Accordingly, upon vehicle 34 being centered or oriented on
stand 42 via the
vehicle centering devices 66, 96, the position of target adjustment frame 38
may be adjusted, as
discussed below.
[0041] As noted above and, for example, shown in FIG. 1, target
adjustment stand 38 is
positioned on rails 50a, 50b for longitudinal movement relative to vehicle
stand 42 and vehicle
34, where target adjustment stand 38 is in a known orientation relative to
vehicle stand 42
whereby targets 36 may be positioned relative to vehicle 34, and thereby
sensors 34, with
vehicle 34 in a known, established position on support stand 42. In
particular, base frame 46 of
target stand 38 is in a known orientation relative to support stand 42,
whereby based on
establishing the orientation or position of vehicle 34 on support stand 42,
the orientation of
vehicle 34 to target stand 38 is thus determined or established.
[0042] A detailed description of target adjustment frame 38 will now be
provided with
reference to FIGS. 8 and 9, vehicle target stand 38 is adjustable
longitudinally along rails 50a,
50b to position target stand 38, and hence a target 36 mounted thereto,
relative to vehicle 34 on
support stand 42. In particular the base or base frame 46 of target stand 38
is mounted for
movement along rails 50a, 50b. Target stand 38 may be manually moveable along
rails 50a,
50b via an operator pushing on handle 140, and/or automatically adjustable
along rails 50a,
50b, such as via powered wheels driven by motor 52 or by one or more rail
actuators, chain
drives, pulley systems or the like. Target stand 38 may additionally be
securable to rails 50a,
50b, such as by a manual lock 142, so as to retain base frame 46 in a rough
initial position, such
as upon manual movement by an operator based on directions provided via
controller 40 and/or
144. The positioning of target stand 38 along rails 50a, 50b may either be an
accurate or
sufficiently accurate longitudinal positioning of target 36 relative to the
vehicle 34 for purposes
of calibrating sensor 32, or the positioning of target stand 38 along rails
50a, 50b may be a first,
initial or gross orientation of target stand 38, and in particular base frame
46, relative to vehicle
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34 and sensor 32, with target adjustment stand 38 configured to provide still
further positioning
adjustment of target 36, as discussed below.
[0043] As discussed in more detail below, in order to precisely
position a target 36, target
adjustment stand 38 is additionally moveable longitudinally in a more precise
or fine
orientation, as well as laterally with respect to the vehicle 34, and
vertically, as well as
rotationally about the vertical axis. In the illustrated embodiment target
adjustment stand 38 is
substantially similar to the target frame disclosed in co-pending U.S. patent
application Sr. no.
16/398,404, U.S. Pub. No. 2019/0331482A1, which is incorporated herein by
reference in its
entirety, including with respect to the construction, operation and use of the
target frame, but
with a difference being the omission of imager housings disclosed in U.S.
patent application sr.
no. 16/398,404.
[0044] As previously noted target adjustment stand or frame 38 movably
supports target 36 and
includes controller 144. In the illustrated embodiment, base frame 46 of
target adjustment
stand 38 is generally rectangular with various frame members and includes
wheels 146 for
riding on rail 50a and includes a linear slide 148 for riding on rail 50b,
with wheels 146 and
slide 148 mounted to base frame 46. Alternatively, however, base frame 46 need
not include
wheels 146 and/or slide 148 such as, for example, in embodiments in which base
frame 46 is
movable along rails 50a, 50b by a rail actuator. Rails 50a, 50b may be set
during installation or
adjustable to be level, and/or the sliding connection of base frame 46 with
rails 50a, 50b may
be adjustable for controlling of level movement, with rails 50a, 50b being in
a fixed
arrangement relative to vehicle support stand 42 such that the orientation or
position of base
frame 46 relative to vehicle support stand 42 is known.
[0045] Target adjustment stand 38 further includes a base member 150
that is moveable
forwards and backwards via an actuator 152 along an X-axis, where base member
150 is
mounted for sliding movement in rails 154 of base frame 46 and the X-axis is
thus parallel to
rails 154 for movement longitudinally relative to vehicle 34 when in the
orientation of FIG. 2.
A tower assembly 156 is rotatably mounted to base member 150 via a bearing
(not shown).
The pivoting or rotatable mounting on base member 150 enables tower assembly
156 to be
rotated about the vertical or Z-axis by way of actuator 158, as well as
translated or moved
longitudinally by actuator 152 via movement of base member 150.
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[0046] Tower assembly 156 in turn includes an upright frame member
configured as a
vertically oriented tower 160 with vertically oriented rails 162, with a
target support assembly
164 being mounted to rails 162 whereby the assembly 164 is moveable up and
down in the
vertical or Z-axis, where assembly 164 is moveable by way of actuator 166.
Target support
assembly 164 is mounted to rails 162 for vertical movement, with the target
mount 44 in turn
being mounted to horizontal rail 168. Target mount 44 is configured to hold
target 36 and is
horizontally moveable along rail 168 by way of actuator 170, with target mount
44 including
various pegs and/or cutouts for supporting targets 36 when targets are
selectively removabley
hung on or attached to mount 44.
[0047] Actuators 152, 158, 166 and 170 are operably connected, such as
by control wires, with
controller 144 whereby controller 144 is able to selectively activate the
actuators to move their
associated components of target adjustment stand 38. In addition, as noted
above, one or more
rail actuators may be employed to move the entirety of target adjustment stand
38 along rails
50a, 50b by translating movement of base frame 46 on rails 50a, 50b. It should
be appreciated
that various constructions or types of actuators may be used, including for
actuators 152, 158,
166 and 170 for movement of the various components of target adjustment stand
38, as well as
for rail actuators used to translate base frame 46 on rails 50a, 50b. In the
illustrated
embodiment, actuators 152, 158, 166 and 170 are constructed as electrical
linear actuators.
Alternatively, however, the actuators may be constructed as geared tracks,
adjustment screws,
hydraulic or pneumatic piston actuators, or the like. Still further, it should
be appreciated that
alternative arrangements of target adjustment frame and actuators may be
employed for
positioning of a target within the scope of the present invention. For
example, base member
150 may be configured for lateral movement relative to base frame 46 and/or
tower 156 may be
configured for lateral movement relative to base member 150. Moreover, to the
extent base
frame 46 may be sufficiently precisely positioned longitudinally along rails
50a, 50b with rail
actuators, system 20 may need not include actuator 152 for providing fine
adjustment of the
lateral position of base member 150 along rails 154.
[0048] System 20 may additionally include distance sensors, such as
time-of-flight sensors, for
monitoring and/or controlling the distance of target stand 38 to vehicle 34 or
vehicle support
stand 42. In the illustrated embodiment, laterally separated plates 172 (FIG.
8) may be
provided on base frame 46 for use with distance sensors 174 (FIG. 2)
configured as time-of-
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flight ("ToF") sensors on vehicle support stand 42, where in particular plates
172 are mounted
to panels that rotate about the vertical axis with tower 160. As such,
accurate distance
information between the vehicle support stand 42 and target adjustment stand
38, and thereby
vehicle 34 and its sensors 32 relative to a target 36 may be determined. The
distance
information may be used as a feedback loop in setting the target position
relative to the vehicle.
Alternatively, the distance between vehicle support stand 42 and target
support stand 38 may be
determined by an encoder, such as based on an electric drive system as
discussed above for
movement of target adjustment stand 38 relative to vehicle support stand 42.
In yet another
alternative embodiment, the distance of target adjustment stand 38 relative to
vehicle support
stand 42 may be manually set by an operator with, for example, target
adjustment stand 38 then
being fixed in position, such as by lock 142.
[0049] The operation of orienting a target 36 relative to the vehicle
sensor 32 will now be
further discussed with reference to FIGS. 10 and 11. Upon vehicle 34 being
positioned or
oriented and centered on stand 42 via the vehicle centering devices 66, 96,
and upon system 20
obtaining vehicle information, such as by way of controller 40 and/or via a
computer device
such as a tablet computer plugged by an operator into an OBD port of vehicle
34, either or both
of the controller 40 or the hand held tablet computer may provide instructions
to the operator as
to what specific target 36 to mount to target mount 44 for a given vehicle
sensor 32 that is to be
calibrated. Each target 36 may be provided with a radio-frequency
identification ("RFID") tag
and the operating program of system 20 may require confirmation that a correct
target is
selected. For example, the operator may use the hand held tablet, controller,
or a handheld
scanner or the like that is interfaced with controller 40 and/or interfaced
with the handheld
tablet or controller, to scan the target 36 to confirm selection of the
correct target 36 for
calibration of a particular sensor 32 of vehicle 34. As understood from FIG.
10, the operator
then hangs target 36 on target mount 44 with target support stand 38 in an
initial position.
[0050] System 20 may then provide instructions to the operator to
position the target support
stand 38 into a rough orientation relative to vehicle support stand 42, such
as shown in FIG. 11.
For example, either the controller 40 an/or a handheld computing device may
provide
instructions to the operator to manually move the target support stand 38
along rails 50a, 50b
via handle 140 and to then fix the target support stand 38 into position via
lock 142. This
positioning may be confirmed via distance sensors 174. Either controller 40
and/or the
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handheld computer device may then provide signals to controller 144 for
precisely adjusting
the target 36 via actuators 152, 158, 166 and 170 so as to orient the target
36 relative to the
sensor 32 based on the established orientation or position of vehicle 34 on
vehicle support stand
42, including based on the known and defined orientation of the vehicle
support stand 42 to
target adjustment stand 38, and the defined position of target 36 for the
position of the ADAS
sensor 32 on vehicle 34, such as based on OEM calibration procedures. In
particular, as
discussed above, with vehicle 34 being positioned and centered into a known
orientation by
way of the forward wheel support and centering assembly 56 and rearward wheel
support and
centering assembly 58. Alternatively, controller 40 may transmit vehicle
information regarding
the vehicle under test to a remote computer, such as to a remote server via an
Internet
connection, with the remote computer in turn transmitting position information
instructions to
controller 144 to position target 36 via actuators 152, 158, 166 and 170, and
including actuators
for automatically moving target frame 36 along rails 50a, 50b. Upon accurately
positioning
target 36 taking into account the orientation of vehicle 34 on forward and
rearward support and
centering assemblies 56, 58 of support stand 42, a calibration procedure or
program may be
initiated and run. For example, via the connection with the diagnostic port of
vehicle 34, one or
more vehicle computers may be initiated to perform a calibration routine that
is set and
supplied by the OEM whereby the sensor becomes calibrated for use with the
vehicle 34.
[0051] In accordance with an aspect of the invention, target adjustment
stand 38 may be
configured for only lateral movement of target mount 44 along rails 168 via
actuator 170, and
for vertical movement of target support assembly 164 along rails 162 of tower
160 via actuator
166, without the need for rotation of tower 160 about its vertical axis. In
such an embodiment,
the orientation of track 48, and thus rails 50a, 50b, relative to vehicle
support stand 42 are
sufficiently centered, with base frame 46 being thus sufficiently
perpendicular to vehicle
support stand 42, and in particular to a vehicle 34 centered thereon, whereby
no vertical
rotational movement is required. Still further, as noted above, the
longitudinal positioning of
base frame 46 along track 48 relative to vehicle support stand 42, and thus
vehicle 34 and
sensor 32 thereon, may be sufficiently accurate for purposes of calibration
whereby target
adjustment stand 38 need not require or include the lateral fine positioning
of tower 160
provided by movement of base member 150 along rails 154 via actuator 152.
Accordingly, in
such a configuration tower 160 may be fixedly secured to base frame 46 with
horizontal rail
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168 being perpendicularly arranged to track 48. In such an embodiment target
adjustment
stand 38 thus controls the vertical and lateral positioning of target 36.
[0052] FIGS. 10 and 11 further illustrate that optionally system 20 may
additionally utilize
non-contact wheel alignment sensors on vehicle support stand 42 for
determining specific
information regarding the orientation of the vehicle, where in the illustrated
embodiment pairs
of non-contact wheel alignment sensors 28 are disposed about the opposed front
wheel
assemblies 30 and the opposed 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 is provided to controller 144 and/or controller 40, with controller 144
in turn operating
target adjustment stand 38 to position a target 36 relative to a sensor 32 of
vehicle 34.
[0053] The wheel alignment sensors 28 may be used for determining the
vertical center plane
of the vehicle 34, as well as or part of the determination of wheel alignment
characteristics such
as toe, camber, caster, steering axis inclination (SAT), as well as the wheel
center, axis of
symmetry, and rear thrust angle. In the illustrated embodiment of system 20,
eight non-contact
wheel alignment sensors 28 are shown disposed about vehicle 34, it should be
appreciated that
alternative arrangements may be employed. For example, an alternative
arrangement may
employ non-contact wheel alignment sensors at just two wheel assemblies of
vehicle 34, such
as opposed wheel assemblies. The rear thrust angle may be determined using
sensors 28 by, for
example, rotating the rear tire and wheel assemblies 31 into two or more
positions, such as by
rotating the assemblies 31 on rear wheel support and centering assembly 58.
[0054] As understood from FIGS. 10 and 11, in the illustrated
embodiment each wheel
assembly 30, 31 includes a pair of cooperatively operating individual non-
contact wheel
alignment sensors 28 arranged to be disposed on the left and right sides of a
given wheel
assembly 30, 31 of vehicle 34. In the illustrated embodiment of FIGS. 10 and
11 non-contact
wheel alignment sensors 28 are constructed in accordance with U.S. Pat. Nos.
7,864,309,
8,107,062 and 8,400,624, which are incorporated herein by reference. NCA
sensors 28 project
illumination lines onto either side of the tire and receive reflections of the
illumination lines, by
which the non-contact wheel alignment system is able to determine the
orientation of the tire
and wheel assembly 30, 31. The multiple illumination lines projected onto the
tire and wheel
assembly 30, 31 and the position of those lines in the acquired image enable
the three
dimensional spatial orientation or geometry of the tire and wheel assembly 30,
31 to be
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calculated throughout the working area of the sensors 28 based on the field
and depth of view
of the sensors. The use of corresponding NCA sensors 28 positioned about all
four tire and
wheel assemblies 30, 31 of vehicle 34 enable vehicle position information to
be determined by
the non-contact wheel alignment system, which may be based on a known
orientation of the
NCA sensors 28 disposed about vehicle 34 on stand 42. Rearward non-contact
wheel alignment
sensors 28 may be longitudinally adjustable, such as along tracks 200, to
accommodate
vehicles of differing wheelbase length. As noted, the wheel alignment and
vehicle position
information is provided to a controller, such as controller 40, or to a remote
computing device,
such as 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 signals
for operating the target adjustment stand 38 to position a target 36 relative
to a sensor 32 of
vehicle 34.
[0055] The determination of reference points for locating of targets 36
relative to a vehicle 34
on support stand 42 may be done via a calibration process. In one example of a
calibration
process, a calibration master may be positioned on the support stand 42, where
the master 34a
may be a specifically configured object having known dimensions or a vehicle
that is
accurately measured and is disposed in a known position on stand 42 via use of
the forward and
rearward wheel support and centering assemblies 56, 58. The master may also be
equipped
with a light projector that is accurately oriented to the centerline of the
calibration master, with
the calibration master configured such that the light projector directs a
light to align the
centerline of the master with a target 36 held by the target support stand 38.
For example, a
target 36 held by the target support stand 38 may be oriented into position by
moving the stand
38 until the light projected from the master impinges upon a desired location
of the target 36,
whereby the controller 40 is "taught" the particular location and is operable
to position targets
accordingly. Alternatively, during calibration the target support stand 38 may
optionally be
moved between two distances referenced as "Position 1" and "Position 2" for
aligning the
target 36 with the calibration master.
[0056] For example, at Position 1 the target support stand 38 may be
adjusted to align the
target 36 into a desired orientation relative to the light projector, such as
by jogging the position
of the stand 38 to position the target 36 whereby the projected light impinges
at a desired
location. The target adjustment stand 38 is then moved to Position 2 and the
stand 38 is again
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adjusted to align the target 36 into the desired orientation relative to the
light projector by
jogging the position of the stand 38 to position the target 36 whereby the
projected light again
impinges at the desired location. In this manner the axis of the calibration
master to the target
36 is established and known. As discussed herein, there may be a calibration
master for each
type of vehicle (e.g., automobile, pickup truck, van), or in the alternative,
there may be a
calibration master for each make and model of vehicle to undergo
alignment/calibration.
[0057] The above discussed alignment and calibration system 20 may be
configured to operate
independently of external data, information or signals, in which case the
computer system of
the embodiment that comprises the noted controller 40 may be programmed for
operation with
various makes, models and equipped sensors, as well as may include use of an
operator
computer device. In such a standalone configuration, an operator computer
device may
interface with vehicle 34, such as via one or more ECUs of vehicle 34 that may
be interfaced
via an on-board diagnostic (OBD) port of vehicle 34, as well as with
controller 40 to provide
instructions to an operator and run system for alignment/calibration of sensor
32. Alternatively,
an operator computer device may receive information input by an operator
regarding vehicle
34, such as make, model, vehicle identification number (V1N) and/or
information regarding the
equipped sensors, such as by manual entry or scanning, with the operator
computer device
communicating such information to controller 40.
[0058] Alternative to such a standalone configuration, a remote
interface configuration for
system 20 may be employed, where system 20 is configured to interface with a
remote
computing device or system, such as a server, and one or more remote
databases, such as may
be accessed via an Internet connection, whereby the computer system thus
further comprise the
remote computing device. For example, a remote computing device incorporating
a database
accessed via the Internet, may be used to run a calibration sequence through
one or more
engine control units ("ECUs") of the vehicle 34 to calibrate one or more ADAS
sensors
pursuant to pre-established programs and methodologies, such as based on
original factory-
employed calibration sequences or based on alternative calibration sequences.
In such a
configuration, controller 40 need not contain programs related to target
positioning parameters
for particular makes, models and equipped sensors. Rather, an operator may
connect an
operator computer device to an ECU of vehicle 34, such as via an OBD port,
with the operator
computer device then transmitting acquired vehicle specific information to the
remote
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computing system, or alternatively an operator may enter information directly
into an operator
computer device without connecting to vehicle 34 for transmitting to the
remote computing
system. Such information may be, for example, make, model, vehicle
identification number
(VIN) and/or information regarding the equipped sensors. The remote computing
system may
then provide the necessary instructions to the operator based on specific
procedures required to
calibrate sensors as set forth in databases associated with the remote
computing system and
specific processing performed by the remote computing system, with control
signals then
transmitted to controller 40. For example, the remote computing system may
provide
instructions to controller 40 for positioning of target 36 via target
adjustment stand 38, as well
as to run an OEM calibration sequence of sensor 32, such as via a vehicle ECU.
[0059] The remote databases may thus contain information for performing
calibration
processes, including, for example, information regarding the specific target
to be used for a
given vehicle and sensor, the location at which the target is to be positioned
by target
adjustment stand 38 relative to such a sensor and vehicle, and for performing
or activating the
sensor calibration routine. Such information may be in accordance with OEM
processes and
procedures or alternative processes and procedures. In either embodiment
various levels of
autonomous operation by system 20 may be utilized.
[0060] Other changes and modifications in the specifically described
embodiments can be
carried out without departing from the principles of the present invention
which is intended to
be limited only by the scope of the appended claims, as interpreted according
to the principles
of patent law including the doctrine of equivalents.
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