SE540126C2 - A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product - Google Patents
A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product Download PDFInfo
- Publication number
- SE540126C2 SE540126C2 SE1651120A SE1651120A SE540126C2 SE 540126 C2 SE540126 C2 SE 540126C2 SE 1651120 A SE1651120 A SE 1651120A SE 1651120 A SE1651120 A SE 1651120A SE 540126 C2 SE540126 C2 SE 540126C2
- Authority
- SE
- Sweden
- Prior art keywords
- steering
- input force
- state
- steering column
- clutch device
- Prior art date
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/06—Steering behaviour; Rolling behaviour
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
- G01L5/22—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring the force applied to control members, e.g. control members of vehicles, triggers
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention relates to steering test arrangement (100) for a vehicle (1), the steering test arrangement (100) comprising a steering column (14) of the vehicle (1); an electrical motor (20) arranged to provide an input force (F) for the steering column (14); and a sensor device (30) arranged in connection to the steering column (14). An electrically controlled clutch device (40) is arranged between the electrical motor (20) and the steering column (14), wherein the clutch device (40) is adapted to be controlled between a first state and a second state to pulse an input force applied on the steering column (F).The invention also relates to a method for testing the steering of a vehicle by means of a steering test arrangement (100), a vehicle (1) comprising such an arrangement, a computer program (P) and a computer program product.
Description
A steering test arrangement, a method for testing the steering of avehicle, a vehicle, a computer program and a computer program product TECHNICAL FIELD The present invention relates to a steering test arrangement, a method fortesting the steering of a vehicle, a vehicle comprising such an arrangement, acomputer program and a computer program product according to the appended claims.
BACKG FtOUND Steering systems of heavy vehicies such as trucks, husses, constructionvehicies etc. ccmprise a steering servomeohanism assisting the operator ot thevehicie when citahgirrg the steering angie by means ot the steering wheei. Thisis often caiieo power assisteci steering. With such power assisteo steering iessforce is required from the oioerator of the vehicie to steer the vehicie, This way,the iarge anci heavy vehicie can easiiy he ntanoeuvrect hy using the steeringwheei. it is, however, very important that the vehicie can he steereci in case oftaiitire oi the steering servomechaitism. iviost steering systems are theretorecontigureo such that tite steering wheei aiways is ntechanicaiiy iinkect to thesteereci virheeis. Titis way, steering is oossiioie even vrithout the power assistedsteering. The steering tviii, however, he rnuch iteavier without a tunctioning servoinechanisrtt.
To make sure that a vehicte cornpiies with current tegai requirements,certifications anct other ciesireoi requirements vehicie rnanutaoturers performiofs of vehicie tests. Tests of the steering system and the steering caoahiiitywithout a steering servontechartisrn are very common. A steering test maycomprise to aopiy an input force (torque) on a steering coiumh and cteterittinewhich steering wheei angie and inner front wheei angie is achieved, vrhiie thevehioie is proioeiiea. The configuration of the vehioie anti partiouiariy the steering systern deterntines e meximorn input force which is eiiotrred to beeooiied on the steering coiurnn. The actuei input force apoiied during esteering test can be rnontentariiy higher 'thert the rnaxirnum input force, ioutoniy for a certain period of tirne. Tests where the iriout force is puieed eretherefore coinmon, wherein the input force is higher then the maximum inputforce for a ineximum eiiowed time oeriod. Strch tests can be oerforiitedrnenueily by en ooeretor of the vehicie or the test cen be performed by meansof e steering robot. ivienuei testing cornprieing to ouise the input force is notpreferred since the ooeretor of the vehicie is required to apoiy e high force withe high frequency. This rney be exhausting and stressftii for the ooeretor of thevehicie and may thereby have e negative effect on the ooeretofs heeith.íšteering tests ere therefore often performed by rneens of e steering robot.
A steering robot tyoicaiiy contorises en eiectricai motor errenged to eopiy eforce on the steering coiomn of the steering system. A brobiein with steeringrobots compared to mentiei testing is the reection time. At itigh forces and thushigh toroue emoiitudes the eieciricai :notor hes e iong reaction time, ttihichmeans that it takes a long time to citenge the eooiied force. To be able tonoise the input force with e steering robot during e steering test, i.e. to be ebieto otitse the tricot force with e required frequency, inuch tower forces thendesired must be used. The tests ere therefore not ootirnai. DocumentUS5865266 A sitows a roiootic device for turning e steering wheei in vehicie testing arrangement.
SUMMARY OF THE INVENTION Despite known solutions in the field, there is still a need to develop a steeringtest arrangement and a method for testing the steering of a vehicle, whichenables efficient testing with high repeatability.
An object of the present invention is to achieve an advantageous steering testarrangement, which enables testing with high precision and high repeatability.
A further object of the present invention is to achieve an advantageoussteering test arrangement, which enables testing with high forces at highfrequencies.
An object of the present invention is to achieve an advantageous method fortesting the steering of a vehicle, which enables testing with high precision andhigh repeatability.
Another object of the present invention is to achieve an advantageous methodfor testing the steering of a vehicle, which enables testing with high forces athigh frequencies.
The herein mentioned objects are achieved by a steering test arrangement, amethod for testing the steering of a vehicle, a vehicle, a computer program anda computer program product according to the independent claims.
According to an aspect of the invention a steering test arrangement for avehicle is provided. The steering test arrangement comprising a steeringcolumn of the vehicle; an electrical motor arranged to provide an input force forthe steering column; and a sensor device arranged in connection to thesteering column. An electrically controlled clutch device is arranged betweenthe electrical motor and the steering column, wherein the clutch device isadapted to be controlled between a first state and a second state to pulse aninput force applied on the steering column. The electrically controlled clutchdevice arranged between the electrical motor and the steering column is thusadapted to be controlled between a first state and a second state, to alternatethe transfer of the input force provided by the electrical motor to the steeringcolumn and thereby pulse the input force applied on the steering column.
Steering robots today typicaiiy cornprises an eiectricai :noter arrangeel te puisethe input iorce apoiied on the steering ceiumn. This is performed by reeeatediyturning the eieotricai motor on and off. Ûue to the configuration ot eiectricai:notera the reaction tirne at high torque ampiitudea is iong and the puieingfrequency ia thereley tower than what can be achieved during inanuai testing.in order to achieve a desirahie frequency hy means ot a itnovvn steering robot,the input force must be reduced. By arranging an eiectrioaily centroiied ciutchdevice between the eieetricai motor and the steering ooiurrin, the input forceappiied on the steering coiutnn can be puieed yyitheut having to puise the inputforce provided hy the eiectricai motor. The input force aepiied on the steeringceiurnn ie instead euleed by means of the oiutch device which has a ehorterreaction time than the eiectricai :noter and which is easy to centret. This way,the input force applied on the steering ooiuintt can be controiied tester andmore precisa, and testing can be performed vviih high forces at high frequency.
The electrical motor may be defined as a steering robot. The electrical motor issuitably connected to a motor support structure countering the torquegenerated by the electrical motor. The electrical motor may also be connectedto the steering wheel of the vehicle.
The clutch device is suitably connected to the steering column in the first stateand the clutch device is suitably connected to a clutch support structure in thesecond state. The clutch device is thus adapted to transfer the input forceprovided by the electrical motor to the steering column in the first state and totransfer the input force provided by the electrical motor to the clutch supportstructure in the second state. When the clutch device is in the first state, theinput force applied on the steering column is the same as the input forceprovided by the electrical motor. When the clutch device is in the second state,the input force applied on the steering column is zero. The clutch supportstructure may be a beam of the vehicle chassis and is adapted to counter theforce/torque provided by the electrical motor when the clutch device is in the second state. By alternating the clutch device between the first state and thesecond state a pulsed input force is applied on the steering column.
A control unit is suitably connected to the clutch device and the sensor device.The control unit is suitably an actuator adapted to change the state of theclutch device, between the first state and the second state. A computer may beconnected to the control unit.
According to an aspect of the invention the clutch device is adapted to becontrolled to the second state when the input force applied on the steeringcolumn has been equal to, or greater than, a maximum input force for apredetermined maximum time. The control unit is suitably adapted to controlthe clutch device to the second state when the input force applied on thesteering column has been equal to, or greater than, a maximum input force fora predetermined maximum time. The configuration of the vehicle and itssteering system limits the maximum input force which is suitable to apply onthe steering column. The maximum input force may however be exceeded fora short time. This is why pulsing of the input force applied on the steeringcolumn is preferred to achieve an as large steering angle as possible. Thecontrol unit is suitably adapted to determine when the input force applied onthe steering column is equal to or greater than the maximum input force. Theinput force applied on the steering column is suitably determined by means ofthe sensor device arranged at the steering column. The sensor device is thusadapted to continuously send signals indicating the current input force appliedon the steering column. The control unit is thus adapted to compare the inputforce applied on the steering column with the maximum input force todetermine when the input force applied on the steering column is equal to orgreater than the maximum input force. The control unit is further adapted tostart a first timer when the input force applied on the steering column is equalto, or greater than, the maximum input force. The control unit is thus adaptedto determine when the predetermined maximum time has been reached and then control the clutch device to the second state, in which no input force is applied on the steering column. lf the input force applied on the steeringcolumn becomes lower than the maximum input force before the maximumtime has been reached, the control unit is adapted to reset the first timer andmaintain the clutch device in the first state.
The maximum input force is suitably predetermined and stored in the controlunit. The maximum input force may depend on the configuration of the steeringsystem of the vehicle. The maximum input force is suitably higher than 100 N.The maximum input force may be between 150-160 N. The maximum timeduring which the input torque applied on the steering column is allowed to beequal to, or greater than, the maximum input force is suitably equal to or lessthan 0,2 seconds. The maximum time may depend on the configuration of theclutch device and thus how fast the clutch device can change state. The maximum time is suitably stored in the control unit.
According to an aspect of the invention the electrical motor is adapted toprovide a substantially constant input force. The electrical motor may beadapted to provide an input force equal to the maximum input force constantlyduring testing. Since the clutch device is arranged between the electrical motorand the steering column, the electrical motor does not have to be controlled tochange input force during the steering test. The reaction time of the electricalmotor can therefore be ignored and the electrical motor can be controlled toprovide a constant high input force.
According to an aspect of the invention the clutch device is adapted to becontrolled to the first state when the clutch device has been in the second statefor a predetermined time period. The control unit may be adapted to control theclutch device to the first state when the clutch device has been in the secondstate for a predetermined time period. This predetermined time period may bedifferent than the predetermined maximum time. The predetermined timeperiod may be equal to or less than 0,2 seconds. As soon as the clutch deviceis controlled to the second state the input force applied on the steering column is zero. The clutch device does therefore not have to be in the second state forvery long in order to achieve a pulsing input force applied on the steeringcolumn. However, the predetermined time period may depend on theconfiguration of the clutch device and thus how fast the clutch device canchange state. The control unit is suitably adapted to start a second timer oncethe clutch device has been controlled to the second state. The control unit isfurther adapted to determine when the predetermined time period has beenreached and then control the clutch device to the first state. The control unit isalso adapted to reset the second timer when the clutch device has beencontrolled to the first state. The predetermined time period in which the clutchdevice may be in the second state is suitably stored in the control unit.
During e steering test. the control unit is adapted to oontroi the eiutch devicebetween the first state and the second state repeetediy. At the enoi oi thesteering test, the oontroi unit is suitably adapted to determine the steeringengie achieved ey appiving the iziuised input iorce on the steering coitiinn. Thesensor device is suitabiy adapted to determine the achieved steering engie.The sensor device is thus suitehiy e toroe and engie sensor arranged tocommunicate with the oontroi unit. The steering engie is stiitabiy defined as theangie ot the steering wheei in reietioit te e zero position. in the zero positionthe steering wheei is directed such that the steered tront wheeis et the vehicteare direoted in pareiiei with the iongitudinai extension of the vehioie.
According to an aspect of the invention a method for testing the steering of avehicle by means of a steering test arrangement is provided. The steering testarrangement comprising a steering column of the vehicle; an electrical motorarranged to provide an input force for the steering column; and a sensordevice arranged in connection to the steering column. The method comprisesthe steps of: - providing an input force for the steering column by means of the electrical motor; and - controlling an electrically controlled clutch device arranged between theelectrical motor and the steering column, between a first state and a secondstate, to pulse an input force applied on the steering column.
The steering test arrangement suitably comprises a control unit arranged incommunication with the electrical motor, the clutch device and the sensordevice. The control unit suitably controls the electrical motor, such that itprovides an input force for the steering column. The steering test ie suitablyinitiated by oontroiiing the eieotrioai motor to provide arr input force. The controlunit thereafter repeatedly controls the clutch device between a first state and asecond state to alternate transfer of the input force provided by the electricalmotor to the steering column and thereby to pulse the input force applied onthe steering column. This way, a pulsed input force applied on the steeringcolumn is achieved without having to turn the electrical motor on and off. Afaster and more precise method for testing the steering of a vehicle is therebyachieved.
The steering test method is stiitabiy performed during e specific period oi time.The steering test may he performed during 6 seconds. The time during whichthe steering test is performed suitabiy depends on the tirne required to obtain acertain oertiiioation or to oompiy with e certain tegel requirement. it/iuitipiesteering tests are oreterebiy performed in order to ensure repeetabiiity.
The clutch device suitably transfers the input force provided by the electricalmotor to the steering column in the first state and transfers the input forceprovided by the electrical motor to a clutch support structure in the secondstate. The clutch support structure thereby counters the torque generated bythe electrical motor. When the clutch device is in the second state, no inputforce is applied on the steering column.
According to an aspect of the invention the clutch device is controlled to thesecond state when the input force applied on the steering column has been equal to, or greater than, a maximum input force for a predetermined maximumtime. The control unit thus suitably controls the clutch device to the secondstate when the input force applied on the steering column has been equal to orgreater than the maximum input force for a predetermined maximum time. Thisstep suitably comprises to determine if the input force applied on the steeringcolumn is equal to or greater than the maximum input force and if so start afirst timer. When the input force applied on the steering column has been equalto, or greater than, the maximum input force for the predetermined maximumtime the clutch device is controlled to the second state. This way, the inputforce applied on the steering column is immediately removed. The control unitsuitably determines if the input force applied on the steering column is equal toor greater than the maximum input force by receiving a signal from the senordevice indicating the input force applied on the steering column. The maximuminput force is stored in the control unit, such that the control unit can comparethe input force applied on the steering column with the maximum input force.The control unit further determines when the maximum time has lapsed. Themaximum time is also stored in the control unit. lf the input force applied on thesteering column becomes lower than the maximum input force before themaximum time has been reached, the control unit resets the first timer andmaintains the clutch device in the first state.
The electrical motor suitably provides a substantially constant input force. Theelectrical motor may provide an input force equal to the maximum input forceconstantly during testing. Since the clutch device is controlled such that theinput force provided by the electrical motor is alternately transferred to thesteering column, the electrical motor can provide a constant input force and apulsed input force will still be applied on the steering column. The clutch deviceis configured such that it takes less time to control the clutch device than tocontrol the electrical motor, specifically at high input forces.
The method suitably comprises the further step of controlling the clutch deviceto the first state when the clutch device has been in the second state for a predetermined time period. The control unit suitably controls the clutch deviceto the first state when the clutch device has been in the second state for apredetermined time period. The control unit suitably starts a second timerwhen the clutch device has been controlled to the second state anddetermines when the predetermined time period has lapsed. Once the clutchdevice is in the first state, input force is applied on the steering column.
The method rhey further corrtptise the step of determining the steering artgieachieved efter a specific period of time of testing. The sensor device is suitablyadapted to determine the achieved steering angie and communicate it to thecentret unit. 'the sehser device is thus suitahiy a force and engie sensor erranged in communication with the control tinit.
Further objects, advantages and novel features of the present invention willbecome apparent to one skilled in the art from the following details, and alsoby putting the invention into practice. Whereas the invention is describedbelow, it should be noted that it is not restricted to the specific detailsdescribed. Specialists having access to the teachings herein will recognisefurther applications, modifications and incorporations within other fields, whichare within the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS For fuller understanding of the present invention and further objects andadvantages of it, the detailed description set out below should be read togetherwith the accompanying drawings, in which the same reference notations denote similar items in the various diagrams, and in which: Figure 1 schematically illustrates a vehicle according to an embodiment ofthe invention;Figure 2 schematically illustrates an exploded view of a steering test arrangement according to an embodiment of the invention; 11 Figure 3 schematically illustrates a flow chart for a method for testing the steering of a vehicle according to an embodiment of the invention; Figure 4 illustrates a diagram of force variation over time during a methodfor testing the steering of a vehicle according to an embodiment ofthe invention; and Figure 5 schematically illustrates a control unit or computer according to an embodiment of the invention.
DETAILED DESCRIPTION OF THE DRAWINGS Figure t scnematicaliy shews a side view ef a vehicle i according te anembodiment ei the invention. The vehicle t includes a prepuislen unit 2 and agearbcx 4 connected to driving wheels 6 di' the yfehlcle t. The vetticle 1 furthercomprises a steering systern ti) with a. steering wheei 12 connected te steeredwheels 16 ct the vehicle vla a steering ceiulhit t4 and a steering linizage (netshotfvn). The steering column 14 is adapted tc transfer the tcrce/tcrque appliedon the steering wheel 'lå te the steered wheels ië such that they turn. Thevehicie t may be equipped with a steering test arrangement 100 associatedwith the steering system 10. The vehicle 1 may be a heavy vehicle, e.g. atruck, a construction vehicle or a bus. The vehicle may be a hybrid vehiclecomprising two propulsion units 2, such as an electric machine and a combustion engine.
Figure 2 schematicaily shows an exploded view of a steering test arrangement100 for a vehicle. The steering test arrangement 100 may therefore be referredto as a vehicle steering test arrangement 100. The vehicle may be a vehicle 1as referred to in Figure 1 and the steering test arrangement 100 is suitablyassociated with the steering system 10 of the vehicle. The steering testarrangement 100 comprises the steering column 14 of the vehicle; an electricalmotor 20 arranged to provide an input force for the steering column 14; and asensor device 30 arranged in connection to the steering column 14. An 12 electrically controlled clutch device 40 is arranged between the electrical motor20 and the steering column 14, wherein the clutch device 40 is adapted to becontrolled between a first state and a second state to pulse an input forceapplied on the steering column. The clutch device 40 is thus adapted to becontrolled between a first state and a second state to alternate the transfer ofthe input force provided by the electrical motor to the steering column 14 andthereby pulse the input force applied on the steering column. How the inputforce applied on the steering column and the input force provided by the electric motor varies over time is shown in the diagram of Figure 4.
The electrical motor 20 may be defined as a steering robot. The electricalmotor 20 is suitably connected to a motor support structure 22 countering thetorque generated by the electrical motor 20. The electrical motor 20 may alsobe connected to the steering wheel 12 of the vehicle.
The clutch device 40 is suitably connected to the steering column 14 in the firststate and the clutch device 40 is suitably connected to a clutch supportstructure 42 in the second state. The clutch device 40 is thus adapted totransfer the input force provided by the electrical motor to the steering column14 in the first state and to transfer the input force provided by the electricalmotor to the clutch support structure 42 in the second state. The clutch supportstructure 42 may be a beam of the vehicle chassis. When the clutch device 40is in the second state, no input force is applied on the steering column 14. Thisway, the input force applied on the steering column is pulsed when the clutchdevice 40 is controlled to repeatedly change state.
The sensor device 30 is arranged at the steering column 14. The sensordevice 30 may be arranged between the steering column 14 and the clutchdevice 40. The sensor device 30 is suitably adapted to determine the inputforce applied on the steering column and the achieved steering angle. Thesensor device 30 is thus suitably a force and angle sensor. 13 A control unit 50 is suitably connected to the electronic motor 20, the clutchdevice 40 and the sensor device 30. The control unit 50 is an actuator whichchanges the state of the clutch device 40, between the first state and thesecond state. A computer 52 may be connected to the control unit 50. Thesensor device 30 is suitably adapted to transfer signals to the control unit 50indicating the current input force applied on the steering column and thesteering angle achieved at the end of the testing.
The control unit 50 may be adapted to control the clutch device 40 to thesecond state when the input force applied on the steering column has beenequal to, or greater than, a maximum input force for a predetermined maximumtime. The maximum input force is suitably predetermined and stored in thecontrol unit 50. The maximum input force may depend on the configuration ofthe steering system 10 of the vehicle 1. The maximum input force may bebetween 150-160 N. The maximum time during which the input force appliedon the steering column is allowed to be equal to, or greater than, the maximuminput force is suitably equal to or less than 0,2 seconds. The maximum timemay depend on the configuration of the clutch device 40 and thus how fast theclutch device 40 can change state.
Figure 3 shows a flowchart for a method for testing the steering of a vehicle bymeans of a steering test arrangement 100 according to an embodiment of theinvention. The vehicle is suitably a vehicle 1 as referred to Figure 1 and thesteering test arrangement 100 is suitably configured as described in Figure 2.The method comprises the steps of providing s101 an input force for thesteering column 14 by means of the electrical motor 20; and controlling s102an electrically controlled clutch device 40 arranged between the electricalmotor 20 and the steering column 14, between a first state and a second state,to pulse an input force applied on the steering column.
The control unit 50 suitably controls the electrical motor 20, such that itprovides an input force for the steering column 14. This way, the steering test 14 is initiated. The clutch device 40 is suitably in the first state when the steeringtest method starts. The control unit 50 thereafter repeatedly controls the clutchdevice 40 between a first state and a second state to pulse the input forceapplied on the steering column. This way, a pulsed input force is achievedwithout having to affect the control of the electrical motor 20. A faster and moreprecise method for testing the steering of a vehicle 1 is thereby achieved. ln the first state the clutch device 40 is connected to the steering column 14and thereby transfers the input force provided by the electrical motor to thesteering column 14. ln the second state the clutch device 40 is connected tothe clutch support structure 42 and thereby transfers the input force providedby the electrical motor to the clutch support structure 42. The clutch supportstructure 42 thereby counters the input force provided by the electrical motor.When the clutch device 40 is in the second state, the input force applied on thesteering column is zero.
The method suitably comprises to control the clutch device 40 to the secondstate when the input force applied on the steering column has been equal to,or greater than, a maximum input force for a predetermined maximum time.The control unit 50 thus suitably controls the clutch device 40 to the secondstate when the input force applied on the steering column has been equal to,or greater than, a maximum input force for a predetermined maximum time.The method suitably comprises to determine if the input force applied on thesteering column is equal to or greater than the maximum input force and if sostart a first timer. When the input force applied on the steering column hasbeen equal to or greater than the maximum input force for the predeterminedmaximum time the clutch device 40 is controlled to the second state. This way,the input force applied on the steering column is immediately decreased tozero. The control unit 50 suitably determines if the input force applied on thesteering column is equal to or greater than the maximum input force byreceiving a signal from the senor device 30 indicating the current input forceapplied on the steering column. The maximum input force is stored in the control unit 50, such that the control unit 50 can compare the maximum inputforce with the input force applied on the steering column. The control unit 50further determines when the maximum time has lapsed. The maximum time isalso stored in the control unit 50. The maximum input force may depend on theconfiguration of the steering system 10 of the vehicle 1. The maximum inputforce may be between 150-160 N. The maximum time during which the inputforce applied on the steering column is allowed to be equal to or greater thanthe maximum input torque is suitably equal to or less than 0,2 seconds. Themaximum time may depend on the configuration of the clutch device 40 andthus how fast the clutch device 40 can change between the two states.
The electrical motor 20 suitably provides a substantially constant input force.The electrical motor 20 suitably provides an input force equal to, or higher than,the maximum input force, constantly during testing. The electrical motor 20 isthus controlled to provide a substantially constant input force The method suitably comprises the further step of controlling the clutch device40 to the first state when the clutch device 40 has been in the second state fora predetermined time period. The control unit 50 suitably controls the clutchdevice 40 to the first state when the clutch device 40 has been in the secondstate for a predetermined time period. The control unit 50 suitably starts asecond timer when the clutch device 40 has been controlled to the secondstate and determines when the predetermined time period has lapsed. Oncethe clutch device 40 is in the first state again input force is applied on thesteering column 14.
The method may further cernprise the step of determining the steering angieachieved after e specific period of time ot testing. The sensor device 30 issuitably adapted te determine the achieved steering angle and communicate itto the controi unit 50, The method for testing the steering of a vehicie i ie thussuitably performed during e specific time period. The specified time period maydepend on requirements ior e Certification or e iegei requirement. The method 16 for testing may be performed during o seconds for a steering test certification.During this specified time period., the ciutch device 40 is controiied bettveenthe first state and the second state repeatedty. The method for testing thesteering of a vehicie f is suitahly performed rriuitipie times in order to ensurerepeatabiiity.
Figure 4 shows a diagram of force variation during a method for testing thesteering of a vehicle according to an embodiment of the invention. The methodfor testing the steering of a vehicle is described in Figure 3 and is here furtherillustrated by the diagram over the force variations. The diagram shows theinput force provided by the electrical motor Fem illustrated as a solid line. Thediagram also shows the input force applied on the steering column Feeillustrated as a dashed line. lt is to be noted that this is only an example of howthe input force may vary over time, other variations are also possible.
The method for testing the steering ot a vehicie t by means of a steering testarrangement 100 as described in Figure 2 and 3 is initiated at time tg and endeat time ti. The diagram shows hovv the input force applied on the steeringoolumn Fee inoreaees with the input force provided by the electrioai rnotor Feetup to the maximum input toroe iïeex trvhen the input force appiied on thesteering coiumn Fee has been eouai to the ntaxirnum input force Feeex for amaximum time Tmex the olutoh device 40 is oontroiied to the second state. Theinput force provided by the eiectrioai motor Fem ie thereoy transferred to theciutch support structure 42 and the input force appiied on the steering columnFee intntediateiy deoreases to zero. The input force provided by the eteotrioai:notor Fem is however stiii equai to the maximum input force Fmee. The eieotrioaimotor 2G thus provides a suhstantiat constartt input force Fem lrr this exampiethe constant input force provfided by the eieotricai motor Fem is eouai to themaximum input force Fem but the input force provided hy the eieotrioai motorFem may be higher or tower than the maximum input force Feet. 17 When the ciutch cievice 40 hes been in the second state for a ptedeterminedtime period TPB the ciutch device 40 is controiied to the first state again. Theinput iorce provided by the eiectricai nietor Fem is titereby transterreci to thesteering coiumh 14 and the input terce appiied en the steering eoiumn thetebyf ihcreases to the maximum input force Fmax. The predetermined timeperiod Tpß is in this exampie ienger than the maximum time Tmx but theprecieterntiined time peried Teg may be equai te the maximum time Tmax er iessthan the ntaxirnum time TmaÅ The controi ei the ciutch device 40 between the tirst state anti the second stateis tepeated iihtii the time ti is reached whereby the inethed tor testing thesteering ot a vehicie 'i is eitded.
Figure 5 schematically illustrates a device 500. The control unit 50 and/orcomputer 52 described with reference to Figure 2 may in a version comprisethe device 500. The term “link” refers herein to a communication link whichmay be a physical connection such as an optoelectronic communication line,or a non-physical connection such as a wireless connection, e.g. a radio link ormicrowave link. The device 500 comprises a non-volatile memory 520, a dataprocessing unit 510 and a read/write memory 550. The non-volatile memory520 has a first memory element 530 in which a computer program, e.g. anoperating system, is stored for controlling the function of the device 500. Thedevice 500 further comprises a bus controller, a serial communication port, l/Omeans, an A/D converter, a time and date input and transfer unit, an eventcounter and an interruption controller (not depicted). The non-volatile memory520 has also a second memory element 540.
There is provided a computer program P which comprises routines for amethod for testing the steering of a vehicle 1. The computer program Pcomprises routines for providing an input force Fem by means of an electricalmotor 20. The computer program P comprises routines for controlling a clutchdevice 40 between a first state and a second state to alternate transfer of the 18 input force provided by the electrical motor Fem and thereby pulse the inputforce applied on the steering column FSC. The computer program P comprisesroutines for controlling the clutch device 40 to the second state when the inputforce applied on the steering column FSC has been equal to, or greater than, amaximum input force Fmax for a predetermined maximum time Tmax. Theprogram P may be stored in an executable form or in a compressed form in amemory 560 and/or in a read/write memory 550.
Where the data processing unit 510 is described as performing a certainfunction, it means that the data processing unit 510 effects a certain part of theprogram stored in the memory 560 or a certain part of the program stored inthe read/write memory 550.
The data processing device 510 can communicate with a data port 599 via adata bus 515. The non-volatile memory 520 is intended for communication withthe data processing unit 510 via a data bus 512. The separate memory 560 isintended to communicate with the data processing unit 510 via a data bus 511.The read/write memory 550 is adapted to communicating with the dataprocessing unit 510 via a data bus 514.
When data are received on the data port 599, they are stored temporarily inthe second memory element 540. When input data received have beentemporarily stored, the data processing unit 510 is prepared to effect codeexecution as described above.
Parts of the methods herein described may be effected by the device 500 bymeans of the data processing unit 510 which runs the program stored in thememory 560 or the read/write memory 550. When the device 500 runs theprogram, methods herein described are executed.
The foregoing description of the preferred embodiments of the presentinvention is provided for illustrative and descriptive purposes. lt is not intended 19 to be exhaustive or to restrict the invention to the variants described. Manymodifications and variations will obviously be apparent to one skilled in the art.The embodiments have been chosen and described in order best to explainthe principles of the invention and its practical applications and hence make itpossible for specialists to understand the invention for various embodimentsand with the various modifications appropriate to the intended use.
Claims (16)
1. A steering test arrangement (100) for a vehicle (1), the steering testarrangement (100) comprising a steering column (14) of the vehicle (1); anelectrical motor (20) arranged to provide an input force (Fem) for the steeringcolumn (14); and a sensor device (30) arranged in connection to the steeringcolumn (14), characterized in that the steering test arrangement (100)comprises an electrically controlled clutch device (40) arranged between theelectrical motor (20) and the steering column (14), wherein the clutch device(40) is adapted to be controlled between a first state and a second state topulse an input force applied on the steering column (Fee).
2. The arrangement (100) according to claim 1, wherein the clutch device (40)is adapted to transfer the input force provided by the electrical motor (Fem) tothe steering column (14) in the first state and to transfer the input provided bythe electrical motor (Fem) to a clutch support structure (42) in the second state.
3. The arrangement (100) according to claim 1 or 2, wherein the clutch device(40) is adapted to be controlled to the second state when the input forceapplied on the steering column (Fee) has been equal to or greater than amaximum input force (Fmex) for a predetermined maximum time (Tmax).
4. The arrangement (100) according to claim 3, wherein the maximum time (Tmax) is equal to or less than 0,2 seconds.
5. The arrangement (100) according to claim 3 or 4, wherein the maximuminput force (Fmex) is higher than 100 N, preferably between 150-160 N.
6. The arrangement (100) according to any of the preceding claims, whereinthe electrical motor (20) is adapted to provide a substantially constant inputforce (Fem). 21
7. The arrangement (100) according to any of claims 4-6, wherein the clutchdevice (40) is adapted to be controlled to the first state when the clutch device(40) has been in the second state for a predetermined time period (TF-D).
8. A method for testing the steering of a vehicle (1) by means of a steering testarrangement (100), the steering test arrangement (100) comprising a steeringcolumn (14) of the vehicle (1); an electrical motor (20) arranged to provide aninput force (Fem) for the steering column (14); and a sensor device (30)arranged in connection to the steering column (14), characterized in that themethod comprises the steps of: - providing (s101) an input force (Fem) for the steering column (14) by means ofthe electrical motor (20); and - controlling (s102) an electrically controlled clutch device (40) arrangedbetween the electrical motor (20) and the steering column (14), between a firststate and a second state, to pulse an input force applied on the steeringcolumn (Fee).
9. The method according to claim 8, wherein the clutch device (40) transfersthe input force provided by the electrical motor (Fem) to the steering column(14) in the first state and transfers the input force provided by the electricalmotor (Fem) to a clutch support structure (42) in the second state.
10. The method according to claim 8 or 9, wherein the clutch device (40) iscontrolled to the second state when the input force applied on the steeringcolumn (FSC) has been equal to, or greater than, a maximum input force (Fmex) for a predetermined maximum time (Tmex).
11. The method according to claim 10, wherein the maximum time (Tmex) isequal to or less than 0,2 seconds.
12. The method according to any of claims 10-11, wherein the electrical motor(20) applies a substantially constant input force (Fem). 22
13. The method according to any of claims 10-12, wherein the clutch device(40) is controlled to the first state when the clutch device (40) has been in thesecond state for a predetermined time period (TpD).
14. A vehicle (1), characterized in that it comprises a steering testarrangement (100) according to any of claims 1-7.
15. A computer program (P), wherein said computer program comprisesprogram code for causing an electronic control unit (50; 500) or a computer(52; 500) connected to the electronic control unit (50; 500) to perform the stepsaccording to any of the claims 8-13.
16. A computer program product comprising a program code stored on acomputer-readable medium for performing the method steps according to anyof claims 8-13, when said computer program is run on an electronic control unit(50; 500) or a computer (52; 500) connected to the electronic control unit (50;500)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1651120A SE540126C2 (en) | 2016-08-22 | 2016-08-22 | A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1651120A SE540126C2 (en) | 2016-08-22 | 2016-08-22 | A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| SE1651120A1 SE1651120A1 (en) | 2018-02-23 |
| SE540126C2 true SE540126C2 (en) | 2018-04-03 |
Family
ID=61756754
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SE1651120A SE540126C2 (en) | 2016-08-22 | 2016-08-22 | A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product |
Country Status (1)
| Country | Link |
|---|---|
| SE (1) | SE540126C2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11820356B2 (en) | 2019-12-20 | 2023-11-21 | Humanetics Austria Gmbh | System and method for force compensation in a robotic driving system |
-
2016
- 2016-08-22 SE SE1651120A patent/SE540126C2/en not_active IP Right Cessation
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11820356B2 (en) | 2019-12-20 | 2023-11-21 | Humanetics Austria Gmbh | System and method for force compensation in a robotic driving system |
Also Published As
| Publication number | Publication date |
|---|---|
| SE1651120A1 (en) | 2018-02-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111661137B (en) | Remote driving road feel simulation method, device and system and storage medium | |
| JP2016172548A5 (en) | ||
| US20050206100A1 (en) | Stabilizer control apparatus | |
| US20150298694A1 (en) | Vehicle control system and method for self-control driving thereof | |
| US9120500B2 (en) | System and method for reducing steering wheel vibration in electronic power steering systems | |
| US11385135B2 (en) | Vehicle test device, vehicle test method and program for vehicle test device | |
| US9994251B2 (en) | Method for controlling output of power steering system | |
| US11945452B2 (en) | Determination of reliability of vehicle control commands via memory test | |
| JP2004219185A (en) | Electrical inertia evaluation device for dynamometer and its method | |
| US20200001912A1 (en) | Methods for steering system overload detection | |
| BR112020011408A2 (en) | use of an assist motor for an assisted steering system according to a vibration check cycle | |
| SE1850807A1 (en) | A METHOD FOR CONTROLLING PHYSICALLY CONNECTING A FIRST AND A SECOND MODULE TO ASSEMBLE A VEHICLE, A CONTROL DEVICE, A VEHICLE, A SYSTEM, A COMPUTER PROGRAM AND A COMPUTER-READABLE MEDIUM | |
| US20230044665A1 (en) | Steer-by-wire steering system with road wheel actuator power limit handling | |
| US11878753B2 (en) | Steering assistance method based on a driver assistance method, steering assistance system and transportation vehicle | |
| JP4415994B2 (en) | Yaw angular velocity estimation device | |
| SE540126C2 (en) | A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product | |
| US11091194B2 (en) | Operating motor vehicle electrically assisted steering | |
| KR20210031075A (en) | Steering control device and method thereof, and steering system | |
| SE1651121A1 (en) | A steering test arrangement, a method for testing the steering of a vehicle, a vehicle, a computer program and a computer program product | |
| US20170072994A1 (en) | Apparatus and method for controlling electric power steering system | |
| JP6064787B2 (en) | Vehicle behavior control device and vehicle state estimation device | |
| KR101620221B1 (en) | Thereof controlling method and steering system for vehicles | |
| US20240101131A1 (en) | Method and apparatus of correcting steering of driving vehicle associated with autonomous driving | |
| KR101499518B1 (en) | Steering support apparatus and method for parking vehicles | |
| US20210188343A1 (en) | Method and system for steering intervention by electronic power steering unit to prevent vehicle rollover or loss of control |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| NUG | Patent has lapsed |