JP7752298B2 - Wheel alignment angle detection device, wheel alignment angle detection warning system, and wheel alignment angle detection warning method - Google Patents

Description

The present invention relates to the field of wheel alignment angle detection equipment, and more particularly to a wheel alignment angle detection device in which a sensor module that detects the tire inclination angle is disposed on a wheel, a wheel alignment angle detection warning system, and a wheel alignment angle detection warning method.

Vehicle tires are attached to the body of the vehicle, and when the vehicle is moving, the wheels rotate around the axle, moving the vehicle forward or backward in unison. Because a rotating dynamic structure is formed between the vehicle's tires and body, the balance between the tire and body structure not only affects driving safety, but also has a direct impact on the vehicle's service life.

Conventional vehicle tire installation procedures include first mounting the tire on a wheel to form the tire structure, then measuring the balance of the tire structure and adding weights to appropriate positions on the wheel based on the measured structure to achieve dynamic balance so that the tire structure itself rotates. After the tire structure is coupled to the axle, the coefficient of friction and direction of action between the tire and the ground are adjusted to improve vehicle stability during operation, and the various tilt angles of the tire structure are typically adjusted accordingly—this is commonly known as wheel alignment. This ensures that the load on the vehicle's suspension and steering system conforms to factory-set standards, reducing wear and tear on the suspension and steering system while maintaining balance during operation and improving driving safety and comfort.

Taiwan Patent Application Publication No. 771173B Taiwan Patent Application Publication No. 774424B

However, with conventional wheel alignment, drivers have to have the wheel alignment done by themselves at a specific repair shop, so there is no way for the driver to know if the tire inclination angle has changed while driving the vehicle under normal circumstances. Often, drivers only bring their vehicle to a repair shop when they notice an abnormality, such as the body shaking or an unusual noise, which often poses a safety risk. Furthermore, improper tire inclination increases wear and tear on the suspension and steering system. Therefore, it was important to immediately detect the condition of the tires and sound an alarm to the driver.

For example, in prior patent documents, Patent Document 1 (Taiwan Patent Application Publication No. 771173B) discloses "attaching a tire pressure detection chip to a tire to instantly detect tire pressure and issue a warning to the driver." However, while Patent Document 1 (Taiwan Patent Application Publication No. 771173B) discloses tire pressure detection, it does not disclose a method for detecting and resolving the tire tilt angle of a vehicle. Patent Document 2 (Taiwan Patent Application Publication No. 774424B) discloses "a method for detecting tire speed and determining whether the wheel should be shifted to the left or right," but similarly does not disclose a method for detecting and resolving the tire tilt angle of a vehicle. Furthermore, this tire pressure detection chip is attached to the joint between the tire and wheel, but such a detection device must be brought to a repair shop to be installed or removed; users cannot purchase and install it themselves, making it difficult for this type of technology to become widespread.

The inventors therefore believed that the above drawbacks could be improved, and after extensive research, they came up with the present invention, which effectively improves the above issues through rational design.

The present invention was developed through extensive research by the inventors in light of the above-mentioned problems, and its purpose is to provide a wheel alignment angle detection device, a wheel alignment angle detection and warning system, and a wheel alignment angle detection and warning method. Specifically, an accelerometer and gyroscope sensor module is installed in a wheel cover device, which is then attached to the wheel together with the wheel cover device. The present invention obtains multiple inclination angles of the tire structure from the measurement data of the sensor module, compares the multiple inclination angles with a standard inclination angle, and then issues an alarm.

According to one embodiment of the present invention, a wheel alignment angle detection device is provided. The wheel alignment angle detection device is removably mounted on a wheel, the wheel having an outer surface and an axial end surface, the outer surface of the wheel being coupled to a tire to form a tire structure, and the axial end surface being rotatably coupled to an axle. One embodiment of the wheel alignment angle detection device includes a substrate and a sensor module. The substrate is removably mounted on the wheel, and the sensor module is mounted on the substrate and generates at least one measurement data for calculating inclination angle data of the tire relative to at least one reference axis. The substrate is a cover for the wheel and is adapted to be mounted in the center hole of the wheel, and the sensor module includes at least one sensor that is an accelerometer of a MEMS device.

In a preferred embodiment of the present invention, the sensor module is installed on the surface of the substrate facing the center hole.

In a preferred embodiment of the present invention, the sensor module is located within the center hole.

In a preferred embodiment of the present invention, the base has a bottom wall and an outer peripheral wall connected to the bottom wall, and the bottom wall and the outer peripheral wall form an accommodation space. The sensor module is attached to the bottom wall and is located in the accommodation space, and the outer peripheral wall is provided with an engagement structure for engaging with the center hole.

In a preferred embodiment of the present invention, the sensor module further includes a circuit board, and the accelerometer is mounted on the circuit board.

In a preferred embodiment of the present invention, the at least one measurement data is a plurality of measurement data, and these measurement data are obtained by the accelerometer measuring the amount of gravitational acceleration along a first measurement axis, a second measurement axis, and a third measurement axis, the first measurement axis being perpendicular to the axial end face of the wheel, the second measurement axis and the third measurement axis being parallel to the axial end face of the wheel and perpendicular to the first measurement axis, and the second measurement axis and the third measurement axis being perpendicular to each other.

In a preferred embodiment of the present invention, the sensor module further includes a processor and a wireless transceiver unit mounted on the circuit board. The sensor and the wireless transceiver unit are electrically connected to the processor and transmit the measurement data to the processor, where it is calculated or transmitted by the processor via the wireless transceiver unit.

In a preferred embodiment of the present invention, the processor includes an arithmetic unit for receiving the measurement data and calculating the tilt angle data based on an algorithm.

In a preferred embodiment of the present invention, the sensor module further includes a power supply unit connected to the processor, the power supply unit providing power to the sensor module.

In a preferred embodiment of the present invention, the first measurement axis of the sensor is perpendicular to the axial end face of the wheel.

In a preferred embodiment of the present invention, the first measurement axis is located on the center of the wheel cover and/or the central axis of the center hole of the wheel.

In a preferred embodiment of the present invention, the first measurement axis overlaps the central axis of the center hole of the wheel.

According to one embodiment of the present invention, a wheel alignment angle detection warning system is provided. This wheel alignment angle detection warning system includes at least one of the above-described wheel alignment angle detection devices, at least one tire structure, a central processing unit, and an alarm unit. The wheel alignment angle detection device is installed on the at least one tire structure. The central processing unit receives the measurement data and calculates the inclination angle data, or receives the inclination angle data and compares the inclination angle data with a plurality of standard values. If the inclination angle data deviates from a predetermined range of the standard values, the central processing unit generates a control signal. The alarm unit is connected to the central processing unit, receives the control signal, and issues an alarm.

In a preferred embodiment of the present invention, the central processing unit is installed in the vehicle's on-board computer or in a mobile device.

In a preferred embodiment of the present invention, the wheel alignment angle detection and warning system further includes at least one tire structure on which the wheel alignment angle detection device is installed.

In a preferred embodiment of the present invention, the wheel alignment angle detection and warning system further includes a display device. The tilt angle data is displayed on the display device, and the display device serves as the warning unit for displaying a warning message.

In a preferred embodiment of the present invention, the warning unit is a signal indicator lamp mounted on the dashboard of the vehicle.

According to one embodiment of the present invention, a wheel alignment angle detection and warning method is provided. This wheel alignment angle detection and warning method includes the following steps: an installation step of installing a wheel alignment angle detection device having a sensor module on a wheel of a vehicle tire structure; a communication pairing step of pairing the sensor module with a device having a central processing unit to form a communication connection; a measurement step of generating at least one measurement data item by the sensor module; a calculation step of calculating inclination angle data of the tire relative to at least one reference axis from the measurement data using an algorithm; and a comparison and warning step of the central processing unit comparing the inclination angle data with a standard value and issuing a warning if the inclination angle data deviates from a predetermined range of the standard value.

In a preferred embodiment of the present invention, the wheel alignment angle detection and warning method further includes a correction step of mounting the tire structure to which the wheel alignment angle detection device is attached on a vehicle and performing a four-wheel alignment process to obtain the standard value of the inclination angle data.

In a preferred embodiment of the present invention, the at least one measurement data in the calculation step is a plurality of measurement data, and a plurality of inclination angle data of the tire structure relative to a first reference axis, a second reference axis, and a third reference axis are calculated from the measurement data. The first reference axis is defined as an axial direction parallel to the axle and perpendicular to the direction of gravity, the second reference axis is defined as an axial direction perpendicular to the first reference axis and perpendicular to the direction of gravity, and the third reference axis is defined as an axial direction parallel to the direction of gravity.

The wheel alignment angle detection device of the present invention is removably installed on a wheel, and can be purchased and attached by the user. It detects various inclination angles of the tire structure when the vehicle comes to a stop (such as when the vehicle stops at a red light) or while the vehicle is moving, such as the camber angle (the angle between the wheel center line and the vertical line) and other angles, and then issues an alarm after comparing each inclination angle with the standard value range.

1 is a schematic diagram illustrating a wheel alignment angle detection device according to an embodiment of the present invention, which is installed on a wheel. 1 is an exploded view showing a wheel alignment angle detection device according to an embodiment of the present invention installed on a wheel. 1 is a cross-sectional view showing a wheel alignment angle detection device according to an embodiment of the present invention installed on a wheel. 1 is a block diagram showing a wheel alignment angle detection device according to an embodiment of the present invention; 1 is a schematic diagram of a tire configuration generating a camber angle. 1 is a schematic diagram showing a tire configuration that does not produce a tilt angle on a first reference axis (X-axis). 1 is a schematic diagram showing a tire configuration in which a tilt angle (camber angle) is generated on a first reference axis (X axis). FIG. 10 is a schematic diagram showing a tire configuration that does not produce a tilt angle about a third reference axis (Z-axis). FIG. 10 is a schematic diagram illustrating a tire configuration in which a tilt angle (camber angle) is generated on a third reference axis (Z axis). 2 is a schematic diagram showing the first measurement axis, the second measurement axis, the third measurement axis, the horizontal line, and the direction of gravity of a sensor module of a wheel alignment angle detection device according to one embodiment of the present invention; 3 is a flowchart illustrating a wheel alignment angle detection and warning method according to an embodiment of the present invention.

The present invention will be described below through embodiments of the invention, but the following embodiments do not limit the scope of the invention as claimed. Furthermore, not all of the combinations of features described in the embodiments are necessarily essential to the solution of the invention.

Furthermore, the abstract and title of the invention are used merely to aid in searching patent documents and do not limit the scope of the invention. Furthermore, terms such as "first" and "second" used in this specification or claims are used merely to name elements or to distinguish between different embodiments or scopes, and do not limit the upper or lower limits of the quantity of elements.

First, a wheel alignment angle detection device according to one embodiment of the present invention will be described in more detail with reference to Figures 1 to 4. The wheel alignment angle detection device 100 of this embodiment is installed on a vehicle wheel R, which is mounted on an axle F (see Figure 5). The wheel R has an outer surface and an axial end face R1. The outer surface of the wheel is coupled to a tire W to form a tire structure T, and the axial end face R1 is rotatably coupled to the axle. The wheel alignment angle detection device 100 includes a substrate 10 and a sensor module 20. The sensor module 20 is mounted on the substrate 10, which is removably mounted on the wheel R. In this embodiment, the substrate 10 is a wheel cover mounted in the center hole R2 of the wheel R, and the sensor module is mounted on the surface of the substrate 10 opposite the center hole R2. When the substrate 10 is attached to the wheel R, the sensor module is positioned within the center hole R2.

In this embodiment, the substrate 10 includes a bottom wall 11 and an outer wall 12. The outer wall 12 is connected to the bottom wall 11 to form an accommodation space S. The sensor module 20 is attached to the bottom wall 11 and is located within the accommodation space S. The outer wall 12 is provided with an engagement structure 13 for engaging with the center hole R2. A cover 14 is attached to the upper end of the outer wall 12, sealing the accommodation space S. A seal 15 is attached at the joint between the cover 14 and the outer wall 12 to prevent moisture and dust from entering the accommodation space S and to prevent corrosion or damage to the sensor module 20. In this embodiment, the engagement structure 13 is an engagement bump that engages with the engagement hole R3 of the center hole R2, and the seal 15 is an O-ring. In another embodiment, the sensor module 20 itself includes a sealed case, and the electronic elements are sealed within the sealed case to prevent external moisture, dust, etc. from entering the sensor module 20 and causing corrosion or damage while the vehicle is in motion.

The sensor module 20 includes a circuit board 21, multiple sensors 22, a processor 23, a wireless transceiver unit 24, a power supply unit 25, and a memory unit 26. The sensors 22, processor 23, wireless transceiver unit 24, power supply unit 25, and memory unit 26 are mounted on the circuit board 21. The multiple sensors 22 include MEMS accelerometers and gyroscopes. The accelerometers are gravity accelerometers that detect gravitational acceleration along three measurement axes, i.e., triaxial accelerometers. The measurement data is transmitted to the processor 23, which includes a computing unit. The computing unit performs calculations on the measurement data based on a predetermined algorithm to obtain tilt angle data. The acquired tilt angle data is then transmitted via the wireless transceiver unit 24 to the vehicle's onboard computer or the driver's mobile device. The power supply unit 25 provides power for the sensor module 20, and the memory unit 26 stores firmware required by the processor 23 for data calculations and transmission. The power supply unit 25 may be a button battery or a rechargeable lithium battery. In another embodiment, after transmitting the measurement data to the processor 23, the processor 23 itself does not perform any calculations. Instead, the measurement data is transmitted via the wireless transceiver unit 24 to the vehicle's onboard computer or the driver's mobile device, which then calculates the tilt angle data based on a predetermined algorithm. The sensor module 20 further includes a USB 27, which updates the firmware of the sensor module 20 and the charging and discharging of the power supply unit 25 (if the power supply unit 25 is a rechargeable secondary battery such as a lithium battery).

The wheel alignment angle detection and warning system of the present invention is used in a vehicle and includes four of the above-mentioned wheel alignment angle detection devices 100, four tire structures T, a central processing unit 200, and an alarm unit 300. Each tire structure T is equipped with one wheel alignment angle detection device 100 for detecting the inclination angle of the tire structure T. The central processing unit 200 receives the measurement data and calculates the inclination angle data, or the processor 23 of the sensor module 20 calculates the inclination angle data and then transmits the inclination angle data to the central processing unit 200. The central processing unit 200 compares the inclination angle data with a number of standard values, and if the inclination angle data deviates from a predetermined range of standard values, the central processing unit 200 generates and sends a control signal to the alarm unit 300. The alarm unit 300 is connected to the central processing unit 200 and issues an alarm after receiving the control signal.

Referring to FIG. 2, the central processing unit 200 may be a central processor of the driver's mobile device M, and the warning unit 300 may be a display device of the mobile device M. After the application step of mounting the mobile device M and connecting it to the wheel alignment angle detection device 100, the tilt angle data of each tire structure T is immediately displayed on the display device of the mobile device M, and if these tilt angle data deviate from a predetermined range of standard values, a warning is issued on the display device. In other embodiments, the central processing unit 200 may be a central processor of an on-board computer of a vehicle, and the warning unit 300 may be a display device of the vehicle's central control panel or a signal indicator lamp installed on the dashboard.

As shown in Figures 5, 6A, 6B, 7A, 7B, and 8, after the accelerometer and gyroscope of the sensor 22 of the sensor module 20 are mounted on the tire structure T, the accelerometer and gyroscope measure acceleration and angular velocity along three measurement axes of the mounted tire structure T. As shown in Figure 8, the three measurement axes of the three-axis accelerometer are a first measurement axis x, a second measurement axis y, and a third measurement axis z, respectively, and the first measurement axis x is perpendicular to the axial end face R1 of the wheel R. Preferably, the first measurement axis x is located on the center of the wheel cover and/or the central axis of the center hole R2 of the wheel R, the second measurement axis y and the third measurement axis z are parallel to the axial end face R1 of the wheel R and perpendicular to the first measurement axis x, and the second measurement axis y and the third measurement axis z are perpendicular to each other. When mounted, the first measurement axis x, the second measurement axis y, and the third measurement axis z correspond to the first reference axis X, the second reference axis Y, and the third reference axis Z, respectively, described below. Preferably, when mounted, the first measurement axis x, the second measurement axis y, and the third measurement axis z are parallel to the first reference axis X, the second reference axis Y, and the third reference axis Z, respectively, described below.

The inclination angle data of the tire structure T is measured based on three reference axes, namely, a plurality of inclination angle data of the first reference axis X, the second reference axis Y, and the third reference axis Z. The first reference axis X is defined as an axial direction parallel to the axle F and perpendicular to the direction of gravity G. In this embodiment, the first reference axis X is the extension direction of the axle F. The second reference axis Y is defined as an axial direction perpendicular to the first reference axis and perpendicular to the direction of gravity G. In this embodiment, the second reference axis Y is the vehicle's traveling direction or longitudinal direction. The third reference axis Z is defined as an axial direction parallel to the direction of gravity G. In other words, the third reference axis Z is vertical. Therefore, the inclination angle (also called the included angle) of the tire structure T relative to the first reference axis X or the third reference axis Z is the aforementioned camber angle (see the examples in Figures 5, 6A, 6B, 7A, 7B, and 8).

For example, FIG. 5 is a schematic diagram of a tire configuration that generates a camber angle. FIG. 6A is a schematic diagram of a tire configuration that does not generate a tilt angle about the first reference axis (X-axis). FIG. 6B is a schematic diagram of a tire configuration that generates a tilt angle (camber angle) about the first reference axis (X-axis). When the tire structure T generates a tilt angle θ1 with respect to the first reference axis X, i.e., when the aforementioned camber angle is generated, the first measurement axis x of the accelerometer of the sensor 22 and the first reference axis X also generate an included angle equal to the tilt angle θ1. In this situation, the accelerometer measures the component gx of the gravitational acceleration g on the first measurement axis x. Then, based on gx = g·sin(θ1), the component gx on the first measurement axis x measured by the accelerometer is equal to the product of the gravitational acceleration g and the sine value of the tilt angle θ1, and the angle of the tilt angle θ1 is calculated, i.e., the angle of the camber angle.

Similarly, FIG. 7A is a schematic diagram of a tire configuration that does not generate a tilt angle about the third reference axis (Z axis). FIG. 7B is a schematic diagram of a tire configuration that generates a tilt angle (camber angle) about the third reference axis (Z axis). When the tire structure T generates a tilt angle θ2 with respect to the third reference axis Z, i.e., when the aforementioned camber angle (camber) is generated, the third measurement axis z of the accelerometer of the sensor 22 and the third reference axis Z also generate an included angle equal to the tilt angle θ2. In this situation, the accelerometer measures the amount gz of the gravitational acceleration g on the third measurement axis z. Then, based on gz = g·sin(θ2), the amount gz on the third measurement axis z measured by the accelerometer is equal to the product of the gravitational acceleration g and the cosine of the tilt angle θ2, and the angle of the tilt angle θ2, i.e., the angle of the camber angle, is determined.

Therefore, the sensor module 20 includes a circuit board 21, at least one sensor 22, a processor 23, a wireless transceiver unit 24, a power supply unit 25, and a memory unit 26. The at least one sensor 22 measures the component gx of gravitational acceleration g along a first measurement axis x, and/or the at least one sensor 22 measures the component gz of gravitational acceleration g along a third measurement axis z. When installed, the first measurement axis x and the third measurement axis z correspond to the first reference axis X and the third reference axis Z, respectively. Preferably, when installed, the first measurement axis x and the third measurement axis z are parallel to the first reference axis X and the third reference axis Z, respectively. Incidentally, when installed, the first measurement axis x of the at least one sensor 22 is perpendicular to the axial end face R1 of the wheel R, and the first measurement axis x is located on the central axis of the wheel cover and/or the center hole R2 of the wheel R. Preferably, the first measurement axis x overlaps the central axis of the center hole R2 of the wheel R, thereby making it possible to measure the camber angle even when the vehicle is moving and not stationary. Of course, during installation, the third measurement axis z may be perpendicular to the central axis of the center hole R2 of the wheel R and parallel to the third reference axis Z.

As shown in FIG. 8, the aforementioned three-axis accelerometer can also be used to detect other angles of the tire structure. In the example of FIG. 8, the horizontal direction corresponds to the direction of the first reference axis X, and therefore the accelerometer measures the components of gravitational acceleration g on the first measurement axis x, second measurement axis y, and third measurement axis z, which are gx, gy, and gz, respectively. The included angle between the component gx and the direction of gravity G is angle α, the included angle between the component gy and the direction of gravity G is angle β, and the included angle between the component gz and the direction of gravity G is angle γ. The component gx measured by the accelerometer on the first measurement axis x is equal to the product of the gravitational acceleration g and the cosine of the included angle α, and the included angle α can be calculated from gx = g cos(α). The quantity gy measured by the accelerometer on the second measurement axis y is equal to the product of the gravitational acceleration g and the cosine of the included angle β, and the angle value of the included angle β can be calculated from gy = g cos(β). The quantity gz measured by the accelerometer on the third measurement axis z is equal to the product of the gravitational acceleration g and the cosine of the included angle γ, and the angle of the included angle γ can be calculated from gz = g cos(γ).

Accordingly, the accelerometer acquires multiple tilt angle data and other angle data of the tire structure T. Additionally, the gyroscope measures the angular velocity of the tire structure T relative to the first measurement axis x, the second measurement axis y, and the third measurement axis z to assist in the calculation of each tilt angle data and to correct each tilt angle data.

Figure 9 is a flowchart showing a wheel alignment angle detection and warning method according to one embodiment of the present invention.

As shown in Figure 9, step S1 is an installation step. In step S1, a wheel alignment angle detection device equipped with a sensor module is installed on a wheel, and then a tire is installed on the wheel to form a tire structure. Next, proceed to step S2.

Step S2 is a communication pairing step. In step S2, the sensor module is paired with a device having a central processing unit to form a communication connection. For example, the sensor module has a wireless transceiver unit, and the wireless transceiver unit uses a Bluetooth® chip. After pairing the sensor module with the driver's mobile device or the vehicle's on-board computer, a communication connection is formed. Then, proceed to step S3.

Step S3 is a correction step. In step S3, the tire structure equipped with the wheel alignment angle detection device is mounted on a vehicle, and a four-wheel alignment process is performed to obtain a standard value for the inclination angle data. For example, a repair shop that performs vehicle four-wheel alignment mounts the tire structure equipped with the wheel alignment angle detection device on a vehicle, then performs four-wheel alignment on the vehicle using a standard process. After the alignment is complete, the inclination angle data of the tire structure measured by the sensor module is used as a standard value. This standard value is stored in the driver's mobile device or the vehicle's on-board computer and used as a basis for comparison. Next, proceed to step S4.

Step S4 is a measurement step, in which the sensor module generates at least one or more measurement data. The sensor module generates measurement data continuously while the vehicle is moving, either when the vehicle comes to a stop (the vehicle stops due to a red light) or while the vehicle is moving, and the measurement data is acceleration values in the three measurement axes mentioned above. Then, proceed to step S5.

Step S5 is a calculation step. In step S5, the tire's tilt angle data relative to at least one reference axis is calculated from the measurement data using an algorithm, and is calculated by the processor of the sensor module or by a central processing unit. Then, the process proceeds to step S6.

Step S6 is a comparison and warning step. In step S6, the central processing unit compares the tilt angle data with standard values and issues a warning if the tilt angle data deviates from a predetermined range of standard values.

The wheel alignment angle detection device of the present invention is removably installed on a wheel and can be purchased and attached by the user. It detects various inclination angles of the tire structure while the vehicle is running, such as camber angle (the angle between the wheel center line and the vertical line) and other angles, and issues an alarm after comparing the various inclination angles and/or other angles with standard value ranges.

The present invention is not limited to the above-described embodiments, and various modifications are possible within the scope of the claims. Embodiments obtained by appropriately combining the technical means disclosed in different embodiments are also included in the technical scope of the present invention.

10 Base material 11 Bottom wall 12 Peripheral wall 13 Engagement structure 14 Cover 15 Sealing member 20 Sensor module 21 Circuit board 22 Sensor 23 Processor 24 Wireless transceiver unit 25 Power supply unit 26 Storage unit 27 USB
100 Wheel alignment angle detection device 200 Central processing unit 300 Alarm unit F Axle G Gravity direction M Mobile device R Wheel R1 Axial end face R2 Center hole R3 Engagement hole S Storage space T Tire structure W Tire x First measurement axis y Second measurement axis z Third measurement axis X First reference axis Y Second reference axis Z Third reference axis α Included angle β Included angle

Claims (10)

A wheel alignment angle detection device that is detachably installed on a wheel, the wheel having an outer surface and an axial end surface (R1), the outer surface of the wheel being coupled to a tire (W) to form a tire structure (T), and the axial end surface (R1) being rotatably coupled to an axle (F),
A base material (10) which is a cover for the wheel and is removably installed in a center hole (R2) of the wheel;
a sensor module (20) mounted on the substrate (10) and generating at least one measurement data for calculating tilt angle data of the tire structure (T) relative to at least one reference axis,
The sensor module (20) includes at least one sensor (22) that is an accelerometer of a MEMS device, the accelerometer being a gravity accelerometer;
The sensor module (20) is installed on a surface of the substrate (10) facing the bottom surface of the center hole (R2),
The sensor module (20) is located in the center hole (R2),
The substrate (10) has a bottom wall (11) and an outer peripheral wall (12) connected to the bottom wall (11),
The bottom wall (11) and the outer peripheral wall (12) form a storage space (S),
The sensor module (20) is installed on the bottom wall (11) and is located in the storage space (S);
The sensor module (20) further comprises a circuit board (21);
The wheel alignment angle detection device is characterized in that the accelerometer is installed on the circuit board (21). the at least one measurement data is a plurality of measurement data;
the plurality of measurement data includes the accelerometer measuring a quantity of gravitational acceleration along a first measurement axis (x), a second measurement axis (y), and a third measurement axis (z);
the first measuring axis (x) is perpendicular to the axial end face (R1) of the wheel;
the second measurement axis (y) and the third measurement axis (z) are parallel to the axial end face (R1) of the wheel and perpendicular to the first measurement axis (x);
the second measurement axis (y) and the third measurement axis (z) are perpendicular to each other;
The sensor module (20) further includes a power supply unit (25);
The power supply unit (25) supplies power to the sensor module (20);
2. The wheel alignment angle detection device according to claim 1, wherein the first measurement axis (x) overlaps with the central axis of the center hole (R2) of the wheel, and/or the third measurement axis (z) is parallel to the vertical direction. The wheel alignment angle detection device described in claim 2, characterized in that the sensor module (20) further comprises a processor (23) and a wireless transceiver unit (24) installed on the circuit board (21), the sensor (22) and the wireless transceiver unit (24) are electrically connected to the processor (23), and the measurement data is transmitted to the processor (23), where it is calculated or transmitted by the processor (23) via the wireless transceiver unit (24). The wheel alignment angle detection device described in claim 3, characterized in that the processor (23) includes an arithmetic unit for receiving the measurement data and calculating the tilt angle data based on an algorithm, and the power supply unit (25) is connected to the processor (23). At least one wheel alignment angle detection device (100) according to any one of claims 1 to 4;
a central processing unit (200) for receiving the measurement data and calculating the tilt angle data, or for receiving the tilt angle data and comparing the tilt angle data with a standard value, and for generating a control signal if the tilt angle data is outside a predetermined range of the standard value;
and an alarm unit (300) connected to the central processing unit (200) for receiving the control signal and issuing an alarm. The wheel alignment angle detection and warning system of claim 5, wherein the central processing unit (200) is installed in an on-board computer of a vehicle or in a mobile device (M). The wheel alignment angle detection warning system of claim 5 further comprises a display device for displaying the tilt angle data, the display device serving as the warning unit for displaying a warning message. The wheel alignment angle detection warning system of claim 5, wherein the warning unit is a signal indicator lamp installed on the dashboard of the vehicle. A wheel alignment angle detection and warning method realized by using the wheel alignment angle detection device according to claim 1, comprising:
An installation step (S1) is used to install a wheel alignment angle detection device having a sensor module and a base material on a wheel of a vehicle tire structure (T), and to install the sensor module on the base material, which is a cover of the wheel, and to install it in a center hole of the wheel;
a communication pairing step (S2) of pairing the sensor module with a device having a central processing unit to form a communication connection;
a measuring step (S4) in which the sensor module generates at least one measurement data;
a calculation step (S5) of calculating tilt angle data of the tire with respect to at least one reference axis from the measurement data using an algorithm;
and a comparison warning step (S6) in which the central processing unit compares the inclination angle data with a standard value and issues a warning if the inclination angle data deviates from a predetermined range of the standard value. The wheel alignment angle detection and warning method described in claim 9 further includes a correction step (S3) of mounting the tire structure (T) equipped with the wheel alignment angle detection device on the vehicle and performing a four-wheel positioning process to obtain the standard value of the tilt angle data.