DESC:TECHNICAL FIELD
The present disclosure generally relates to a steering system of a vehicle. An embodiment of the disclosure discloses a system for centre-alignment of the vehicle wheels automatically with respect to steering in parking condition.

BACK GROUND OF THE DISCLOSURE
In most of the conditions, the drivers/users will park the vehicles by keeping the front wheels in angled position. During movement of the vehicle forward/reverse from the parked position the wheel angle is not known to the driver unless the driver peeps out of the window or comes out of the vehicle. Further, the visibility of the wheel angle in dark conditions, example during night, to know the wheel angle/position is also difficult. However, sometimes even by knowing the wheel angle most of the vehicle users forget to align the wheel to straight ahead position. This inclined position of the wheel in the parked condition may cause problem during initial vehicle movement, and also the inclined wheels may hit another vehicle due to its projection outside the vehicle envelope. So it becomes necessary to align the wheel to straight ahead position in the parking condition of the vehicle if the driver/user forgets to do so.

One such system for aligning the wheel to straight ahead position in the parking condition is known form the US Patent No.: US 8,406,958 (herein after referred as ‘958 patent). The system disclosed in the ‘958 patent receives signal from the driver activated switch for centre alignment of wheels in parked condition. Then, the system detects a steering angle and aligns a wheel with the center by controlling an MDPS motor through a motor angular velocity and a motor current, after a vehicle having the MDPS mounted therein is parked.

In the known systems the driver has to activate the switch for requesting the self-alignment of wheels when the vehicle is in parked condition. However, this leads to errors, since the driver may or may not activate the switch for self-alignment of wheels. Hence, the conventional/known system fails to solve the problem completely, since the wheels will be still in steered condition if the driver forgets to activate the switch.

In light of foregoing discussion, there is a need to develop a system which centre aligns the vehicle wheels automatically with respect to steering in parking condition, to overcome the limitations stated above.

OBJECTIVES:

One object of the present disclosure is to provide a system for centre align of vehicle wheels in parking condition, which will automatically align the vehicle wheels to zero inclination or also called as straight ahead position of vehicle during parking.

One object of the present disclosure is to provide for centre align of vehicle wheels in parking condition in which vehicle wheels will be aligned automatically without a manual intervention.

SUMMARY OF DISCLOSURE:

The shortcomings of the prior art are overcome and additional advantages are provided through the provision of system as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure there is provided a method for center alignment of wheels of a vehicle. The method comprising acts of, receiving a signal by a control unit for locking the vehicle, then detecting steering wheel angle to determine whether the steering shaft is in steered position. Further, the method includes act of operating a motor coupled to a steering mechanism of the vehicle by the control unit to rotate the steering mechanism for center alignment of the wheels.

In an embodiment of the present disclosure, the steering wheel angle is detected using steering wheel angle sensor.

In an embodiment of the present disclosure, the method comprises act of detecting an engine rest condition of the vehicle. The engine rest condition is when the engine rpm is zero.

In an embodiment of the present disclosure, the method comprises act of detecting vehicle stop condition. The vehicle stop condition is when the wheel speed is zero.

In an embodiment of the present disclosure, the method comprises act actuation of a solenoid coil retracts a plunger from a steering housing to allow rotation of the steering mechanism.

In an embodiment of the present disclosure, the method comprises act determining torque on the steering wheel is within a predetermined limit.

In another non-limiting embodiment of the present disclosure, a system for centre alignment of wheels of a vehicle is disclosed. The system comprises a control unit configured to detect locking of the vehicle. A steering wheel angle sensor interfaced with the control unit to determine whether the steering shaft is in steered position. The system further includes a motor coupled to a steering mechanism of the vehicle is interfaced with the control unit to rotate the steering mechanism for centre alignment of wheels when locking of the vehicle and steered position of the steering shaft is detected.

In an embodiment of the present disclosure the system comprises, engine speed sensor is interfaced with the control unit for detecting engine rest condition.

In an embodiment of the present disclosure the system comprises, vehicle speed sensor is interfaced with the control unit.

In an embodiment of the present disclosure the system comprises, a solenoid coil in the steering system for actuating a plunger. The solenoid coil will be interfaced with the controller. Further, the solenoid coil retracts the plunger form a steering housing when locking of the vehicle and inclined position of the steering shaft is detected control unit.

In an embodiment of the present disclosure, the control unit is an Electronic Control unit (ECU).

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWING:
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

FIG. 1 illustrates the schematic diagram of system for center alignment of wheels of a vehicle showing interconnections with parts of the vehicle according to present disclosure.

FIG. 2a-2c illustrates the Ignition key switch having a solenoid with lock plunger in three different conditions.

FIG. 3 shows a flow chart to illustrate operation of a system for center alignment of wheels of a vehicle according to one embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DESCRIPTION:

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

To overcome the limitations stated in the background the present disclosure provides a system for center alignment of wheels of a vehicle, when the vehicle is in parked condition and the driver has parked the vehicle with steering shaft is steered position. The system comprises a control unit which is configured to detect the signal for locking the vehicle, and then checks for the position of the steering shaft. If the steering shaft is in steered condition, then the control unit activates a solenoid coil to retract the plunger from a steering housing. Then, the control unit operates a motor coupled to the steering mechanism to rotate the steering shaft to home position. This system allows the automatic self-aligning the vehicle wheels to central alignment with respect to steering during parking condition, thereby helps to overcome the problems stated in the background.

Reference will now be made to figures which are exemplary embodiments of the present disclosure, as illustrated in the accompanying drawings. Where ever possible referral numerals will be used to refer to the same or like parts.

FIG. 1 is an exemplary embodiment of the present disclosure which illustrates the schematic diagram of a system for center alignment of wheels of a vehicle showing interconnections with parts of the vehicle. As shown in the FIG. 1 a steering wheel (1) of the vehicle is mechanically connected to the steering shaft (7) which is in turn coupled to wheels (8) through rack and pinion arrangement (not shown) for steering the wheels (8) of the vehicle. Further, a steering angle sensor (3) and a steering torque sensor (4) are mounted on steering shaft (7) of a steering mechanism. The steering angle sensor (3) is configured to detect the angle of steering wheel to determine whether the steering wheel is in neutral position or steered position. The system also comprises, a torque sensor mounted on the steering shaft (7) for determining the torque on the steering shaft.

The steered position herein above and below is referred as position of the steering shaft when it is rotated in either clock wise or anti-clock wise direction for steering wheels of the vehicle either to the left or right of the vehicle. Further, home position of the steering shaft is referred as position of the steering shaft when the vehicle wheels are in center aligned position.

In an embodiment of the present disclosure, steering system is an electronic power steering system which includes an electrical motor (6) coupled to the steering shaft. The motor is configured to rotate the steering shaft either in clockwise or in anticlockwise direction for steering the wheels. The motor (6) is interfaced with a motor controller (5), which is in turn electrically connected to the electronic control unit of [ECU] (11) of the vehicle. The ECU (11) is configured to provide signal to the motor controller (5) for operating the motor (6). Further, the Electronic Control unit (11) is interfaced with the steering wheel angle sensor, and the toque sensor for receiving the steering wheel angle and torque signal respectively. The ECU (11) is also configured to communicate with an engine speed sensor (10) which is mounted on the vehicle Gear box (9) for determining the speed of engine, and vehicle speed sensor to determine speed of the wheels.

The ECU (11) is also configured to receive signal which is used to determine locking the vehicle. When the ECU (11) detects the signal for locking the vehicle in one embodiment the ECU determines whether the vehicle speed is zero. Then the ECU activates the system to centre align the wheels of the vehicle if the driver forget to do the same. In an embodiment of the present disclosure, the ECU (11) may be configured receive request to lock the vehicle from a central locking unit (13). The central locking unit (12) is triggered for central for locking the vehicle by means of transmitter (13).

The ECU (11) is also configured to operate an ignition key (2) with solenoid coil (2f) switch, when required by means of a solenoid controller (14) which is electrically interfaced with the ECU (11). The solenoid controller (14) triggers the solenoid coil (best shown in FIG. 2c) to retract a pin from a steering housing (not shown), to allow the rotation of the steering wheel.

When the ECU (11) receives signal for locking the vehicle, it checks for the position of the steering angle from the steering wheel angle sensor (3). If the steering shaft (7) is in the steered position, in one embodiment the ECU (11) checks for the engine speed and vehicle speed from the engine speed sensor (10) and the vehicle speed sensor. When both vehicle speed and engine speed are zero, then the ECU (11) signals the solenoid controller (14) to retract the pin from the steering housing. Further, the ECU (11) signals the motor controller (5) to operate the motor (6) for rotating the steering shaft to center aligning of the wheels of the vehicle. In one embodiment the ECU (11) uses power from the battery for this operation.

FIGS. 2a-2c are exemplary embodiments of the present disclosure illustrating Ignition key switch having a solenoid with lock plunger in three different conditions. The ignition lock with solenoid (2) consists of steering housing (2a) in which a key barrel unit (2 b) is housed. The said outer body (2a) is mounted on steering shaft (7). The outer body (2a) also houses a solenoid coil (2f) which is electrically energized. Further, a lock plunger pin (2d) is mounted co-axial to the solenoid coil (2f) in such a way that the lock plunger pin (2d) can reciprocate in and out of the solenoid coil (2f).

Referring to Fig 2A in detail, when the vehicle is in off condition the lock plunger pin (2d) will lock the steering shaft (2c) on to steering shaft (7). If the ignition key (2g) is still not inserted in to the key barrel (2b), and if the steering (1) wheel is rotated by the driver, the steering wheel will not rotate. Since, there will not be any actuation by solenoid coil (2f), hence the plunger pin (2d) will not be lifted and will be in locked condition only.

Now referring FIG. 2B upon insertion of key (2g) into the key barrel unit (2b) solenoid coil (2f) will be energized, thereby the lock plunger (2d) will be lifted up. Now, the steering shaft (2c) will be free to rotate in steering shaft (7). Thereby using the steering (1) as in case of regular steering operation.

The reference now made to the FIG. 2C and the FIG. 3 in detail. When ignition key (2g) is removed from the key barrel unit (2b) and the vehicle is locked by means of transmitter (13) through central locking unit (12), the control unit also referred as ECU (11) will get the input regarding the status of the vehicle speed, based on the feed back from of the vehicle speed sensor (10). If the vehicle speed is found to be greater than zero, then the system will not execute any further action and will exit from the auto aligning option by just locking the vehicle. Else, if the vehicle speed is found to be equal to zero, then the ECU (11) will check for the steering angle through the steering angle sensor (3), and if the steering angle found to be zero then there will not be any further execution. If, the steering angle found to be greater than zero, then the ECU (11) will further check for steering torque by means of steering torque sensor (4). If the steering torque is not found to be zero, there will not be any further execution. Else, if the the steering torque is found to be zero, the signal goes to the ECU (11) which in turn send the signal further to the solenoid controller (14) to energize the solenoid coil (2f). The said solenoid coil (2f) will be energized and will lift the lock plunger pin (2d) and keep it held until the center aligning of the vehicle front wheels (8) happens to straight ahead position.

The centre aligning of the vehicle wheels is done by electrical motor (6) controlled by motor controller (5) which receives signal from ECU (11). During the automatic self-aligning process the steering angle sensor (3) and the torque sensor (4) are continuously monitored by ECU (11). Once the vehicle wheels (8) are aligned to straight ahead position the solenoid controller (14) will de-energize the solenoid coil (2f) and drops the lock plunger pin (2d) to lock the steering for any further unintended operation. In parallel to the above, further automatic self-alignment will happen only after the ignition key (2g) is reinserted and removed from the key barrel (2b). During the course of action of self-alignment, if any torque is applied on the steering wheel (1) or torque is sensed by torque sensor (4) then the further action is discontinued and no further action of self-alignment will occur. This is a safety feature to take care if the steering is locked unintentionally to execute drivers intervention required for vehicle movement.

In an embodiment of the present disclosure, the system for centre alignment of wheels of a vehicle may be implemented in the vehicles which are without engine such as motor driven vehicles also termed as electric vehicles for centre alignment of the wheels when the vehicle in parked. In the motor driven vehicles instead of engine speed sensor (10) a power supply detector may be implemented to check any supply of power from batteries to the motor. If there is no power supply detected, then it is equivalent zero rpm of the engine of the normal vehicle. Then, the system works in the same way as explained above for centre alignment of wheels.

Advantages:

The present disclosure provides a provide a system for central alignment of wheels of a vehicle, which will automatically align the vehicle wheels to zero inclination or also called as straight ahead position of vehicle during parking.

The present disclosure provides provide a system for central alignment of wheels of a vehicle, in which vehicle wheels will be aligned automatically without even driver’s intervention.

The present disclosure provides provide a system for central alignment of wheels of a vehicle, which improves safety of the vehicle.

Equivalents:

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral numerals:
1: Steering wheel.
2: Ignition key with solenoid coil.
2a: Steering housing.
2b: Key barrel unit.
2c: Steering shaft.
2d: Plunger pin.
2e: Electrical connections.
2f: Solenoid coil.
2g: Key.
3: Steering wheel angle sensor (SAS).
4: Steering torque sensor.
5: Motor controller.
6: Steering Electrical motor (EPS).
7: Steering shaft.
8: Vehicle wheels.
9: Gear Box.
10: Engine Speed sensor.
11: ECU (Electronic control unit).
12: Central locking unit (CLU).
13: Transmitter.
14: Solenoid controller.
15. Vehicle Speed sensor.
,CLAIMS:We claim:

1. A method for center alignment of wheels (8) of a vehicle, said method comprising acts of:
receiving a signal by a control unit (11), for locking the vehicle;
detecting steering wheel angle to determine whether the steering shaft (7) is in steered position; and
operating a motor (6) coupled to a steering mechanism of the vehicle by the control unit (11) to rotate the steering mechanism for center alignment of the wheels (8).

2. The method as claimed in claim 1, wherein the steering wheel angle is detected using steering wheel angle sensor (3).

3. The method as claimed in claim 1, wherein detecting an engine rest condition of the vehicle.

4. The method as claimed in claim 3, wherein the engine rest condition is when the engine rpm is zero.

5. The method as claimed in claim 1, wherein detecting the vehicle stop condition.

6. The method as claimed in claim 5, wherein the vehicle stop condition is when the wheel speed of the vehicle is zero.

7. The method as claimed in claim 1, wherein actuation of a solenoid coil (2f) retracts a plunger (2d) from a steering housing (2a) to allow rotation of the steering mechanism.

8. The method as claimed in claim 1, wherein determining torque on the steering wheel is within a predetermined limit.

9. A system for centre alignment of wheels of a vehicle, said system comprising:
a control unit (11) configured to detect locking of the vehicle;
steering wheel angle sensor (3) interfaced with the control unit to determine whether the steering shaft is in steered position; and
a motor (6) coupled to a steering mechanism of the vehicle is interfaced with the control unit (11) to rotate the steering mechanism for centre alignment of wheels (8) when locking of the vehicle and steered position of the steering shaft (7) is detected.

10. The system as claimed in claim 9, wherein engine speed sensor (3) is interfaced with the control unit (11) for detecting engine rest condition.

11. The system as claimed in claim 9, wherein vehicle speed sensor (12) is interfaced with the control unit.

12. The system as claimed in claim 9 comprises a solenoid coil (2f) in the steering system for actuating a plunger (2d).

13. The system as claimed in claim 9, wherein a solenoid coil (2f) is interfaced with the controller (11).

14. The system as claimed in claims 9, wherein the solenoid coil retracts the plunger (2d) form a steering housing (2a) when locking of the vehicle and steered position of the steering shaft (7) is detected.

15. The system as claimed in claims 9, wherein the control unit (11) is an Electronic Control unit (ECU).

16. A vehicle configured with the method for centre alignment of wheels of a vehicle as claimed in claim 1.

17. A vehicle comprising the system as claimed in claim 9.