WO2018232840A1 - 一种用于调节客货车驾驶员视野的自动跟踪外后视镜 - Google Patents

一种用于调节客货车驾驶员视野的自动跟踪外后视镜 Download PDF

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Publication number
WO2018232840A1
WO2018232840A1 PCT/CN2017/095380 CN2017095380W WO2018232840A1 WO 2018232840 A1 WO2018232840 A1 WO 2018232840A1 CN 2017095380 W CN2017095380 W CN 2017095380W WO 2018232840 A1 WO2018232840 A1 WO 2018232840A1
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control unit
rotation angle
vehicle body
real
time
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PCT/CN2017/095380
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English (en)
French (fr)
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乐宁生
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上海申视汽车新技术有限公司
乐宁生
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Application filed by 上海申视汽车新技术有限公司, 乐宁生 filed Critical 上海申视汽车新技术有限公司
Publication of WO2018232840A1 publication Critical patent/WO2018232840A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R1/00—Optical viewing arrangements; Real-time viewing arrangements for drivers or passengers using optical image capturing systems, e.g. cameras or video systems specially adapted for use in or on vehicles
    • B60R1/02—Rear-view mirror arrangements
    • B60R1/06—Rear-view mirror arrangements mounted on vehicle exterior
    • B60R1/062—Rear-view mirror arrangements mounted on vehicle exterior with remote control for adjusting position
    • B60R1/07—Rear-view mirror arrangements mounted on vehicle exterior with remote control for adjusting position by electrically powered actuators

Definitions

  • the invention relates to an exterior rearview mirror for a van (especially suitable for a wagon-type van), which can automatically adjust the working angle according to the rotation angle of the front head relative to the vehicle body, thereby expanding the driver's Vision.
  • the existing exterior mirrors can basically meet the driver's visual field requirements.
  • the front and rear trailer bodies cannot be kept on the same axis, and a relative angle is generated, which ranges from 0° to 90°.
  • the relative angle is generated, the field of view on one side and the rear of the vehicle body gradually becomes smaller as the range thereof changes, and the blind spot gradually increases until the visual field completely disappears to form all blind spots.
  • the existing exterior exterior mirrors of the vehicle can not eliminate the blind zone formed when the vehicle turns, and can not meet the requirements of the driver on the sides and the rear view of the body during the turn, which often leads to a large number of vicious traffic accidents. happened.
  • the technical problem to be solved by the present invention is to prevent the van from forming a blind spot when turning.
  • the technical solution of the present invention provides an automatic tracking exterior rearview mirror for adjusting the vision of a passenger truck driver, including a rearview mirror body, wherein the rearview mirror body is provided to be rotatable.
  • the automatic tracking exterior mirror On the main shaft, the automatic tracking exterior mirror further includes a control unit, a driving mechanism, a transmission mechanism, a head rotation angle detecting unit for detecting the turning angle of the front end in real time, and a body rotation angle detecting unit for detecting the turning angle of the vehicle body in real time.
  • the head rotation angle detecting unit and the body rotation angle detecting unit transmit the detected data to the control unit, and the control unit calculates a relative rotation angle of the front head and the vehicle body, and the control unit generates a control signal for controlling the driving mechanism according to the relative rotation angle.
  • Drive mechanism The spindle is driven to rotate by the transmission mechanism under the control of the control unit, and the main body of the mirror is rotated by the main shaft.
  • the method further includes a rotation angle detecting unit for detecting the rotation angle of the mirror body in real time, and the rotation angle detecting unit feeds back the detected data to the control unit, and the control unit combines the data fed back by the rotation angle detecting unit. And the relative rotation angle controls the drive mechanism.
  • the drive mechanism comprises a drive motor
  • the rotation angle detecting unit includes a Hall IC, an input of the Hall IC is connected to the driving motor, and an output is connected to the control unit;
  • the rotation angle detecting unit includes a potentiometer, and the driving mechanism synchronously drives the potentiometer via a transmission mechanism, and an output of the potentiometer is connected to the control unit.
  • the transmission mechanism includes an output gear driven by the driving mechanism, a transition gear meshing with the output gear, and a main shaft connecting gear assembly meshing with the transition gear, and the main shaft connecting gear assembly is disposed on the main shaft.
  • the rotation angle detecting unit includes the potentiometer and a transmission gear
  • the transmission gear is disposed on an input shaft of the potentiometer, and the spindle coupling gear assembly simultaneously meshes with the transmission gear.
  • the vehicle body rotation angle detecting unit is fixed to the vehicle body, including the vehicle body main control unit, the body gyroscope and the body electric compass, and the body main control unit obtains the real-time angle of the vehicle body by the angular velocity ⁇ 2 measured by the body gyroscope, and the vehicle body main body
  • the front rotation angle detecting unit is fixed on the front end, and includes a front main control unit, a front gyroscope and a front electric compass.
  • the front main control unit obtains the real-time angle of the front end by the angular velocity ⁇ 1 measured by the front gyroscope, and the front control unit passes
  • the control unit calculates a real-time angular difference according to the real-time angle of the vehicle body and the real-time angle of the vehicle head.
  • the weighted angle difference is calculated according to the weighted angle of the vehicle body and the weighted angle of the front head, and the relative rotation is obtained by correcting the real-time angular difference by using the weighted angular difference. angle.
  • the front rotation angle detecting unit is fixed on the front end, and includes a front main control unit, a front gyroscope and an ultrasonic transmitting probe, and the front main control unit integrates the angular velocity ⁇ 1 measured by the front gyroscope to obtain a real-time angle of the front, and the ultrasonic transmission
  • the probe emits ultrasonic waves outward;
  • the vehicle body rotation angle detecting unit is fixed to the vehicle body, and includes a vehicle body main control unit, a body gyro, an ultrasonic receiving unit 1 and an ultrasonic receiving unit 2.
  • the body main control unit obtains an angular velocity ⁇ 2 obtained by the body gyro to obtain a real-time angle of the vehicle body.
  • the body main control unit acquires the ultrasonic receiving unit 1 and the ultrasonic receiving unit 2 to receive the ultrasonic receiving time ⁇ t1 and ⁇ t2 of the ultrasonic transmitting probe, and calculates the weighted angle difference as:
  • the control unit calculates a real-time angular difference according to the real-time angle of the vehicle body and the real-time angle of the vehicle head, and corrects the real-time angular difference by using the received weighted angular difference to obtain the relative rotation angle.
  • control unit includes a control circuit and a driving circuit connected to the control circuit, and the control circuit drives the driving mechanism through the driving circuit;
  • the front head rotation angle detecting unit and the control unit are integrated in a host module, and the front head main control unit and the control circuit share the same circuit;
  • vehicle body rotation angle detecting unit and the control unit are integrated in the slave module, and the vehicle body main control unit and the control circuit share the same circuit.
  • the present invention Compared with the prior art, the present invention has the following beneficial effects: the present invention provides a van view field automatic tracking exterior mirror which is particularly suitable for a wagon-type van, when the spliced trailer is driven, especially according to the front and the body.
  • the rearview mirror of the present invention can perform tracking by rotating at different angles at the same time, thereby effectively eliminating the blind zone and meeting the safety visual field requirement.
  • FIG. 1 is a schematic structural view of a spliced trailer after adopting the present invention
  • FIG. 2 is a schematic structural view of a Hall IC mechanical adjuster in Embodiment 1;
  • FIG. 3 is a schematic structural view of an exterior rear view mirror of a van visual field of the present invention.
  • FIG. 4 is a side view showing the rotational position of the exterior rear view mirror of the van visual field of the present invention.
  • Figure 5 is a top plan view showing the rotational position of the exterior rear view mirror of the van visual field of the present invention.
  • FIG. 6 is a schematic structural view of a potentiometer mechanical adjuster in Embodiment 2;
  • Figure 7 is a schematic view of the rear view of the articulated trailer of the present invention after being rotated by 30°;
  • FIG. 8 is a block diagram of a host module and a slave module in Embodiment 1;
  • FIG. 9 is a block diagram of a host module and a slave module in Embodiment 3.
  • Figure 10 is a schematic diagram of the operation of the present invention.
  • a viewfinder automatic rear view mirror of a van includes a rear view mirror body 1 and a host 3 and a slave for detecting a relative rotation angle between the front end 4 and the vehicle body 5 . 6 and at least one auxiliary mirror located below the rear view mirror body 1.
  • the mirror surface used in the rear view mirror body 1 may be a flat mirror or a spherical mirror.
  • Planar mirrors and spherical mirrors are two series of traditional mirrors, each of which has its own strengths, but all have obvious functional defects.
  • Planar mirror The advantage is that the rear view object has no distortion, can truly reflect the true shape and actual distance of the object behind the car, and gives the driver more accurate judgment information. The disadvantage is that the rear view range is small, resulting in excessive visual blind spots.
  • Spherical mirror The feature is that the rear view object is reduced, the rear view range and the angle of view are enlarged, and the size and actual distance of the object behind the car cannot be truly reflected. The driver needs to go through a process of adaptation.
  • the main rearview mirror and the auxiliary mirror can respectively select different mirror surfaces, thereby taking into consideration the advantages of various mirror surfaces, for example, the rearview mirror body 1 is a spherical mirror, and the lens is The curvature is SR1200-SR1800.
  • the mirror body 1 has a mirror adjuster 13 therein.
  • the mirror adjuster 13 functions to adjust the lens on the mirror body 1.
  • the existing mechanical mirror adjuster can be used, or the existing light can be used. Control or electronically controlled rotating device will not be described in detail here.
  • the mirror adjuster 13 is connected to the main shaft 12 by clips 14a, 14b, respectively.
  • a spindle coupling gear assembly 7 is mounted on the main shaft 12.
  • a fixing plate 15 is attached to the mirror adjuster 13.
  • the fixed plate 15 is used to fix the drive motor 10, the output gear 8a, and the transition gear 8b.
  • the drive shaft 9 of the drive motor 10 is sleeved with an output gear 8a, and the transition gear 8b is simultaneously meshed with the output gear 8a and the spindle connection gear assembly 7.
  • the drive motor 10 can drive the spindle 12 to rotate through the output gear 8a, the transition gear 8b, and the spindle link gear assembly 7, and the spindle 12 drives the mirror body 1 to rotate.
  • the present embodiment uses the Hall IC 11 to measure the rotation angle of the driving motor 10, and feeds back the measured signal to the host module 3 mounted on the vehicle head 4, by the host.
  • Module 3 controls drive motor 10 based on the feedback signal.
  • the slave module 6 is mounted on the vehicle body 5, and after reading the sensor signal from the machine module 6, the real-time posture of the vehicle body 5 is calculated and sent to the host module 3, and the host module 3 is used to initialize the rearview mirror 1 on the one hand.
  • the angle on the other hand, is also used to obtain the real-time posture of the front end 4, and the relative rotation angle of the front end 4 and the vehicle body 5 is calculated based on the acquired real-time posture of the vehicle body 5.
  • the circuit structure of the host module 3 and the slave module 6 is as shown in FIG. 8.
  • the host module 3 includes an ARM single chip, a front gyroscope, a front electric compass, and a motor drive circuit.
  • the host module 3 drives the drive motor 10 through a motor drive circuit.
  • the front gyroscope is used to measure the angular velocity ⁇ 1 in real time.
  • the ARM MCU obtains the real-time angle of the vehicle head by integrating the angular velocity ⁇ 1 . Without considering the integral drift, the integration is completed from the start of the power-on of the circuit board until the power-down is completed. The angle value after integration is zero, and the corresponding value is generated when there is an angle.
  • the slave module 6 includes an ARM microcontroller, a body gyroscope, and a body electric compass.
  • the body gyroscope is used to measure the angular velocity ⁇ 2 in real time
  • the ARM microcontroller obtains the real-time angle of the vehicle body by integrating the angular velocity ⁇ 2 .
  • the body electric compass is used to measure the head position coordinates Hx2 and Hy2 in real time
  • the real-time angle is characterized by high sensitivity, but there is drift over time.
  • the weighted angle is characterized by large signal noise and low sampling rate, but does not drift over time.
  • the present invention uses the real-time angle to improve the signal sensitivity and stability, and the weighted angle ensures that the real-time angle data does not have a large deviation.
  • the ARM microcontroller of the host module 3 calculates the real-time angular difference ⁇ ( ⁇ 1 - ⁇ 2 ) according to the received real-time angle of the vehicle body and the real-time angle of the vehicle head.
  • the weighted angle difference is calculated according to the weighted angle of the vehicle body and the weighted angle of the front, arctan ( Hx1/Hy1)-arctan (Hx2/Hy2), using the weighted angle difference to correct the real-time angle difference to obtain the relative rotation angle of the front head relative to the vehicle body.
  • the working process of the present invention is: the driving motor 10 drives the driving shaft 9 and the Hall IC 11 to rotate, the driving shaft 9 drives the output gear 8a, the output gear 8a drives the transition gear 8b, and the transition gear 8b drives the spindle to connect the gear assembly 7,
  • the spindle connecting gear assembly 7 drives the spindle 12, and the spindle 12 drives the mirror adjuster 13 and the main mirror 1 while the Hall IC 11 sends information to the host module 3, and the driving is calculated according to the angular difference between the host module 3 and the slave module 6.
  • the output control amount of the motor 10 is executed to follow the mirror 1 follow-up control.
  • the angle of rotation of the mirror body 1 ranges from 0° to 45°, thereby effectively eliminating the blind zone, as shown in FIG. 7, meeting the safety field of view.
  • the exterior mirror control method of the present invention includes the following steps:
  • the difference between this embodiment and the first embodiment is that the potentiometer 16 is used to measure the rotation angle of the mirror body 1, and the first embodiment uses the Hall IC 11 to measure the rotation angle of the mirror body 1.
  • the driving motor 10 drives the driving shaft 9 to rotate
  • the driving shaft 9 drives the output gear 8a to rotate
  • the output gear 8a drives the transition gear 8b
  • the transition gear 8b drives the spindle connecting gear assembly 7, and the spindle connects the gear assembly 7
  • the transmission gear 8c is driven again, and the potentiometer 16 is driven by the transmission gear 8c.
  • the potentiometer 16 gives the angle signal transmission information to the host module 3, and calculates the output control amount of the driving motor 10 according to the angular difference between the host module 3 and the slave module 6, and performs the following control of the mirror body 1 to ensure that the lens is in normal operation. Rotate within range.
  • the difference between this embodiment and the embodiment 1 is that the host module 3 and the slave module 6 use ultrasonic waves to calculate the weighted angle difference in this embodiment.
  • the host module 3 includes an ARM single chip microcomputer, a front gyroscope, an ultrasonic transmitting probe, and a motor driving circuit.
  • the host module 3 drives the drive motor 10 through a motor drive circuit.
  • the front gyroscope is used to measure the angular velocity ⁇ 1 in real time, and the ARM microcontroller obtains the real-time angle of the front by integrating the angular velocity ⁇ 1 .
  • Ultrasonic transmitting probes are used to transmit ultrasonic waves outward.
  • the slave module 6 includes an ARM single chip microcomputer, a body gyroscope, an ultrasonic receiving unit 1, and an ultrasonic receiving unit 2.
  • the body gyroscope is used to measure the angular velocity ⁇ 2 in real time, and the ARM microcontroller obtains the real-time angle of the vehicle body by integrating the angular velocity ⁇ 2 .
  • the receiving unit takes the ultrasonic receiving unit 1 and the ultrasonic receiving unit 2 to receive the ultrasonic receiving time ⁇ t1 and ⁇ t2 of the ultrasonic transmitting probe, and calculates the weighted angle difference as:
  • d the distance between the head rotation angle detecting unit and the vehicle body rotation angle detecting unit
  • ⁇ t ⁇ t1 - ⁇ t2.
  • the ARM microcontroller of the host module 3 calculates the real-time angle difference according to the received real-time angle of the vehicle body and the real-time angle of the vehicle head, ⁇ ( ⁇ 1 - ⁇ 2 ), and corrects the real-time angle difference by using the weighted angle difference according to the received weighted angle difference. After that, the relative rotation angle of the front head relative to the vehicle body is obtained.

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Abstract

一种用于调节客货车驾驶员视野的自动跟踪外后视镜，包括后视镜本体（1）、控制单元、驱动机构（10）、传动机构、车头转动角度检测单元及车身转动角度检测单元。后视镜本体（1）设于可转动的主轴（12）上，车头转动角度检测单元及车身转动角度检测单元分别用于实时检测车头转动角度和车身转动角度，控制单元计算车头与车身的相对转动角度，并根据所述相对转动角度控制驱动机构（10）和传动机构使后视镜本体（1）转动。该外后视镜适用于绞接式客货车，当绞接式客货车转向行驶时，两侧的外后视镜可以同时转动不同角度实施跟踪，从而有效消除盲区，满足安全视野要求。

Description

一种用于调节客货车驾驶员视野的自动跟踪外后视镜 技术领域
本发明涉及一种用于客货车(尤其适用于绞接式客货车)的外后视镜，该外后视镜能够根据车头相对于车身的转动角度来自动调整工作角度，从而扩展驾驶员的视野。
背景技术
绞接式拖挂车(单节)在直线行驶时，现有的外后视镜基本能满足驾驶员的视野要求。但当车辆拐弯时，其前部车头与后部拖挂车身不能保持在同一轴线上，会产生一个相对角度，其范围在0°～90°。当该相对角度产生时，随着其范围的变化，车身一侧和后部的视野逐渐变小，盲区逐渐增大，直至视野完全消失形成全部盲区。现有的各种车用外后视镜均不能消除车辆转弯时形成的盲区，满足不了绞接式车在转弯时驾驶员对车身两侧及后部视野的要求，故经常导致大量恶性交通事故的发生。
为了增加视野，减小盲区，本领域技术人员通常对外后视镜进行以下改进：
1)改变形状，增加面积。增加面积是解决后视盲区常用的方法，但镜子大镜框也大，会产生整体不协调的问题，同时也可能给视觉带来不便。
2)改变镜面曲率。物体变形严重，对驾驶员的判断造成影响，需要一定时间适应。
发明内容
本发明要解决的技术问题是：防止客货车在转弯时形成盲区。
为了解决上述技术问题，本发明的技术方案是提供了一种用于调节客货车驾驶员视野的自动跟踪外后视镜，包括后视镜本体，其特征在于：后视镜本体设于可转动的主轴上，所述自动跟踪外后视镜还包括控制单元、驱动机构、传动机构、用于实时检测车头转动角度的车头转动角度检测单元以及用于实时检测车身转动角度的车身转动角度检测单元，车头转动角度检测单元以及车身转动角度检测单元将检测到的数据发送给控制单元，由控制单元计算出车头与车身的相对转动角度，控制单元依据相对转动角度产生用于控制驱动机构的控制信号，驱动机构 在控制单元的控制下经由传动机构驱动主轴转动，由主轴带动后视镜本体转动。
优选地，还包括用于实时检测所述后视镜本体转动角度的转动角度检测单元，转动角度检测单元将检测到的数据反馈给所述控制单元，由控制单元结合转动角度检测单元反馈的数据及所述相对转动角度控制所述驱动机构。
优选地，所述驱动机构包括驱动电机；
所述转动角度检测单元包括霍尔IC，霍尔IC的输入与驱动电机相连，输出与所述控制单元相连；
或所述转动角度检测单元包括电位器，所述驱动机构经由传动机构同步驱动电位器，电位器的输出与所述控制单元相连。
优选地，所述传动机构包括由所述驱动机构驱动的输出齿轮、与输出齿轮相啮合的过渡齿轮、与过渡齿轮相啮合的主轴连接齿轮组件，主轴连接齿轮组件设于所述主轴上。
优选地，所述转动角度检测单元包括所述电位器及传动齿轮，传动齿轮设于所述电位器的输入轴上，所述主轴连接齿轮组件同时与传动齿轮相啮合。
优选地，所述车身转动角度检测单元固定在车身，包括车身主控单元、车身陀螺仪及车身电罗盘，车身主控单元通过车身陀螺仪测量得到的角速度ω2积分得到车身实时角度，车身主控单元通过车身电罗盘测量得到的车身位置坐标Hx2、Hy2计算得到车身加权角度＝arctan(Hx2/Hy2)；
所述车头转动角度检测单元固定在车头，包括车头主控单元、车头陀螺仪及车头电罗盘，车头主控单元通过车头陀螺仪测量得到的角速度ω1积分得到车头实时角度，车头主控单元通过车头电罗盘测量得到的车头位置坐标Hx1、Hy1计算得到车头加权角度＝arctan(Hx1/Hy1)；
所述控制单元根据车身实时角度及车头实时角度计算得到实时角度差，同时，根据车身加权角度及车头加权角度计算得到加权角度差，利用加权角度差对实时角度差进行修正后得到所述相对转动角度。
优选地，所述车头转动角度检测单元固定在车头，包括车头主控单元、车头陀螺仪及超声波发射探头，车头主控单元通过车头陀螺仪测量得到的角速度ω1 积分得到车头实时角度，超声波发射探头向外发射超声波；
所述车身转动角度检测单元固定在车身，包括车身主控单元、车身陀螺仪、超声波接收单元一及超声波接收单元二，车身主控单元通过车身陀螺仪测量得到的角速度ω2积分得到车身实时角度，车身主控单元获取超声波接收单元一及超声波接收单元二接收超声波发射探头向外发射的超声波的接收时间Δt1及Δt2，并计算得到加权角度差为：
arccos[((Δt1×340)2+(d/2)2-(Δt×340)2)/(d×Δt1×340)]
+arccos[((Δt1×340)2+(Δt×340)2-(d/2)2)/(2×Δt1×340×Δt×340)]
-π/2
式中，d表示所述车头转动角度检测单元与所述车身转动角度检测单元之间的距离，Δt＝Δt1-Δt2；
所述控制单元根据车身实时角度及车头实时角度计算得到实时角度差，同时利用接收到的加权角度差对实时角度差进行修正后得到所述相对转动角度。
优选地，所述控制单元包括控制电路及与控制电路相连的驱动电路，控制电路通过驱动电路驱动所述驱动机构；
所述车头转动角度检测单元与所述控制单元集成在主机模块内，所述车头主控单元与所述控制电路共用同一电路；
或所述车身转动角度检测单元与所述控制单元集成在与从机模块内，所述车身主控单元与所述控制电路共用同一电路。
本发明对比现有技术有如下的有益效果：本发明提供的一种客货车视野自动跟踪外后视镜特别适用于绞接式客货车，当绞接拖挂车行驶时，特别是根据车头和车身在动态时相对角度的变化拐弯时，本发明的后视镜可以同时转动不同角度实施跟踪，从而有效消除盲区，满足安全视野要求。
附图说明
图1为采用本发明后的绞接式拖挂车结构示意图；
图2为实施例1中的霍尔IC机械式调整器结构示意图；
图3为本发明客货车视野自动跟踪外后视镜结构示意图；
图4为本发明的客货车视野自动跟踪外后视镜转动位置侧视图；
图5为本发明的客货车视野自动跟踪外后视镜转动位置俯视图；
图6为实施例2中的电位器机械式调整器结构示意图；
图7为本发明的铰接式拖挂车转动30°后视野示意图；
图8为实施例1中的主机模块与从机模块系统框图；
图9为实施例3中的主机模块与从机模块系统框图；
图10为本发明的工作原理图。
具体实施方式
为使本发明更明显易懂，兹以优选实施例，并配合附图作详细说明如下。实施例1
结合图1、图2、图3，本实施例公开的一种客货车视野自动跟踪外后视镜包括后视镜本体1、用于检测车头4与车身5相对转动角度的主机3与从机6和位于后视镜本体1下方的至少一块辅助镜。
后视镜本体1所采用的镜面可以采用平面镜，也可以采用球面镜。平面镜、球面镜是传统镜面采用的两大系列，它们各有所长，但都存在明显的功能缺陷。平面镜：优点是后视物体无失真，能真实反映车后物体的真实外形及实际距离，给司机有比较准确的判断信息。缺点是后视范围较小，造成过多的视觉盲区。球面镜：特点是后视物体缩小，后视范围、视角扩大，不能真实反映车后物体大小及实际距离，驾驶员需经过一段适应对比过程。本发明因为采用一块主后视镜和若干辅助镜，因此主后视镜和辅助镜可以分别选择不同的镜面，从而兼顾各种镜面的优点，比如，所述后视镜本体1为球面镜，镜片曲率为SR1200-SR1800。
结合图2，后视镜本体1内置镜面调整器13，镜面调整器13的作用是调整后视镜本体1上的镜片，可以采用现有的机械式镜面调整器，也可以采用现有的光控或电控转动装置，在此不再详述。镜面调整器13分别用夹箍14a、14b与主轴12相连。主轴12上安装有主轴连接齿轮组件7。镜面调整器13上则安装有固定板15。固定板15用来固定驱动电机10、输出齿轮8a、过渡齿轮8b，驱动电机10的驱动轴9上套有输出齿轮8a，过渡齿轮8b则同时与输出齿轮8a及主轴连接齿轮组件7相啮合。驱动电机10就可以通过输出齿轮8a、过渡齿轮8b、主轴连接齿轮组件7驱动主轴12转动，由主轴12带动后视镜本体1转动。
为了实现对后视镜本体1转动角度的精确控制，本实施例采用霍尔IC 11来测量驱动电机10的转动角度，并将测量到的信号反馈给安装于车头4的主机模块3，由主机模块3根据反馈的信号控制驱动电机10。从机模块6则安装于车身5上，从机模块6读取传感器信号后经过运算得出车身5的实时姿态，并发送给主机模块3，主机模块3一方面用于初始化后视镜1工作角度，另一方面也用于获取车头4的实时姿态，并根据获取到的车身5的实时姿态计算得到车头4与车身5的相对转动角度。
本实施例中，主机模块3及从机模块6的电路结构如图8所示。主机模块3包括ARM单片机、车头陀螺仪、车头电罗盘以及电机驱动电路。主机模块3通过电机驱动电路驱动驱动电机10。车头陀螺仪用来实时测量角速度ω1，ARM单片机通过对角速度ω1的积分得到车头实时角度，在不考虑积分漂移的前提下，从电路板一上电开始就积分直到掉电才结束。积分后的角度值为零，当有夹角时产生相应的值。车头电罗盘用于实时测量车头位置坐标Hx1、Hy1，ARM单片机根据车头位置坐标计算得到车头加权角度＝arctan(Hx1/Hy1)。
从机模块6包括ARM单片机、车身陀螺仪以及车身电罗盘。车身陀螺仪用来实时测量角速度ω2，ARM单片机通过对角速度ω2的积分得到车身实时角度。车身电罗盘用于实时测量车头位置坐标Hx2、Hy2，ARM单片机根据车头位置坐标计算得到车头加权角度＝arctan(Hx2/Hy2)。
实时角度的特点是灵敏度高，但时间长了存在漂移现象。加权角度的特点是信号噪声大，采样率低，但不会随着时间增加产生漂移。为了综合两者角度检测的优点，本发明采用实时角度提高信号灵敏度和稳定度，加权角度保证实时角度数据不产生大的偏离，具体技术方案是：
主机模块3的ARM单片机根据接收到的车身实时角度及车头实时角度计算得到实时角度差，∫(ω1-ω2)，同时，根据车身加权角度及车头加权角度计算得到加权角度差，arctan(Hx1/Hy1)-arctan(Hx2/Hy2)，利用加权角度差对实时角度差进行修正后得到车头相对车身的相对转动角度。
综上，本发明的工作过程为：驱动电机10带动驱动轴9以及霍尔IC 11转动，驱动轴9带动输出齿轮8a，输出齿轮8a带动过渡齿轮8b，过渡齿轮8b带动主轴连接齿轮组件7，主轴连接齿轮组件7带动主轴12，主轴12带动镜面调整器13和主后视镜1，同时霍尔IC 11发送信息给主机模块3，根据主机模块3和从机模块6的角度差来运算驱动电机10的输出控制量，执行后视镜1随动控制。当绞接拖挂车拐弯时，后视镜本体1的转动角度范围0°～45°，从而有效消除盲区，如图7所示，满足安全视野要求。
结合图10，本发明的外后视镜控制方法包括如下步骤：
(a)当车头与车身的相对转动角度大于10°时，后视镜依次同步或提前转动不同角度；(b)当车回到直线行驶时，所有镜子回到初始位置。所述后视镜的转动角度范围依次相差15°～5°。
实施例2
本实施例与实施例1的区别在于：本实施例采用电位器16来测量后视镜本体1的转动角度，而实施例1采用霍尔IC 11来测量后视镜本体1的转动角度。
结合图6，本实施例中，驱动电机10带动驱动轴9转动，驱动轴9带动输出齿轮8a旋转，输出齿轮8a带动过渡齿轮8b，过渡齿轮8b带动主轴连接齿轮组件7，主轴连接齿轮组件7再带动传动齿轮8c，由传动齿轮8c带动电位器16。电位器16给出角度信号发送信息给主机模块3，根据主机模块3和从机模块6的角度差来运算驱动电机10的输出控制量，执行后视镜本体1随动控制，保证镜头在正常范围内旋转。
本实施例的其他结构及工作原理同实施例1。
实施例3
本实施例与实施例1的区别在于：本实施例中主机模块3及从机模块6采用超声波来计算加权角度差。
结合图9，主机模块3包括ARM单片机、车头陀螺仪、超声波发射探头以及电机驱动电路。主机模块3通过电机驱动电路驱动驱动电机10。车头陀螺仪用来实时测量角速度ω1，ARM单片机通过对角速度ω1的积分得到车头实时角度。超声波发射探头用于向外发射超声波。
从机模块6包括ARM单片机、车身陀螺仪、超声波接收单元一、超声波接 收单元二。车身陀螺仪用来实时测量角速度ω2，ARM单片机通过对角速度ω2的积分得到车身实时角度。从机模块6的ARM单片机获取超声波接收单元一及超声波接收单元二接收超声波发射探头向外发射的超声波的接收时间Δt1及Δt2，并计算得到加权角度差为：
arccos[((Δt1×340)2+(d/2)2-(Δt×340)2)/(d×Δt1×340)]
+arccos[((Δt1×340)2+(Δt×340)2-(d/2)2)/(2×Δt1×340×Δt×340)]
-π/2
式中，d表示所述车头转动角度检测单元与所述车身转动角度检测单元之间的距离，Δt＝Δt1-Δt2。
主机模块3的ARM单片机根据接收到的车身实时角度及车头实时角度计算得到实时角度差，∫(ω1-ω2)，同时，根据接收加权角度差，利用加权角度差对实时角度差进行修正后得到车头相对车身的相对转动角度。
本实施例的其他结构及工作原理同实施例1。
虽然本发明已以较佳实施例揭示如上，然其并非用以限定本发明，任何本领域技术人员，在不脱离本发明的精神和范围内，当可作些许的修改和完善，因此本发明的保护范围当以权利要求书所界定的为准。

Claims (8)

  1. 一种用于调节客货车驾驶员视野的自动跟踪外后视镜，包括后视镜本体(1)，其特征在于：后视镜本体(1)设于可转动的主轴(12)上，所述自动跟踪外后视镜还包括控制单元、驱动机构、传动机构、用于实时检测车头转动角度的车头转动角度检测单元以及用于实时检测车身转动角度的车身转动角度检测单元，车头转动角度检测单元以及车身转动角度检测单元将检测到的数据发送给控制单元，由控制单元计算出车头与车身的相对转动角度，控制单元依据相对转动角度产生用于控制驱动机构的控制信号，驱动机构在控制单元的控制下经由传动机构驱动主轴(12)转动，由主轴(12)带动后视镜本体(1)转动。
  2. 如权利要求1所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：还包括用于实时检测所述后视镜本体(1)转动角度的转动角度检测单元，转动角度检测单元将检测到的数据反馈给所述控制单元，由控制单元结合转动角度检测单元反馈的数据及所述相对转动角度控制所述驱动机构。
  3. 如权利要求2所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：所述驱动机构包括驱动电机(10)；
    所述转动角度检测单元包括霍尔IC(11)，霍尔IC(11)的输入与驱动电机(10)相连，输出与所述控制单元相连；
    或所述转动角度检测单元包括电位器(16)，所述驱动机构经由传动机构同步驱动电位器(16)，电位器(16)的输出与所述控制单元相连。
  4. 如权利要求3所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：所述传动机构包括由所述驱动机构驱动的输出齿轮(8a)、与输出齿轮(8a)相啮合的过渡齿轮(8b)、与过渡齿轮(8b)相啮合的主轴连接齿轮组件(7)，主轴连接齿轮组件(7)设于所述主轴(12)上。
  5. 如权利要求4所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：所述转动角度检测单元包括所述电位器(16)及传动齿轮(8c)，传动齿轮(8c)设于所述电位器(16)的输入轴上，所述主轴连接齿轮组件(7)同时与传动齿轮(8c)相啮合。
  6. 如权利要求1所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：所述车身转动角度检测单元固定在车身，包括车身主控单元、车身 陀螺仪及车身电罗盘，车身主控单元通过车身陀螺仪测量得到的角速度ω2积分得到车身实时角度，车身主控单元通过车身电罗盘测量得到的车身位置坐标Hx2、Hy2计算得到车身加权角度＝arctan(Hx2/Hy2)；
    所述车头转动角度检测单元固定在车头，包括车头主控单元、车头陀螺仪及车头电罗盘，车头主控单元通过车头陀螺仪测量得到的角速度ω1积分得到车头实时角度，车头主控单元通过车头电罗盘测量得到的车头位置坐标Hx1、Hy1计算得到车头加权角度＝arctan(Hx1/Hy1)；
    所述控制单元根据车身实时角度及车头实时角度计算得到实时角度差，同时，根据车身加权角度及车头加权角度计算得到加权角度差，利用加权角度差对实时角度差进行修正后得到所述相对转动角度。
  7. 如权利要求1所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：
    所述车头转动角度检测单元固定在车头，包括车头主控单元、车头陀螺仪及超声波发射探头，车头主控单元通过车头陀螺仪测量得到的角速度ω1积分得到车头实时角度，超声波发射探头向外发射超声波；
    所述车身转动角度检测单元固定在车身，包括车身主控单元、车身陀螺仪、超声波接收单元一及超声波接收单元二，车身主控单元通过车身陀螺仪测量得到的角速度ω2积分得到车身实时角度，车身主控单元获取超声波接收单元一及超声波接收单元二接收超声波发射探头向外发射的超声波的接收时间Δt1及Δt2，并计算得到加权角度差为：
    arccos[((Δt1×340)2+(d/2)2-(Δt×340)2)/(d×Δt1×340)]
    +arccos[((Δt1×340)2+(Δt×340)2-(d/2)2)/(2×Δt1×340×Δt×340)]
    -π/2
    式中，d表示所述车头转动角度检测单元与所述车身转动角度检测单元之间的距离，Δt＝Δt1-Δt2；
    所述控制单元根据车身实时角度及车头实时角度计算得到实时角度差，同时利用接收到的加权角度差对实时角度差进行修正后得到所述相对转动角度。
  8. 如权利要求6或7所述的一种用于调节客货车驾驶员视野的自动跟踪外后视镜，其特征在于：
    所述控制单元包括控制电路及与控制电路相连的驱动电路，控制电路通过驱动电路驱动所述驱动机构；
    所述车头转动角度检测单元与所述控制单元集成在主机模块(3)内，所述车头主控单元与所述控制电路共用同一电路；
    或所述车身转动角度检测单元与所述控制单元集成在与从机模块(6)内，所述车身主控单元与所述控制电路共用同一电路。
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