TWI765608B - Vehicle steering testing platform control system and method thereof - Google Patents

Abstract

A vehicle steering testing platform control system is provided. The vehicle steering testing platform control system includes a load coupling mechanism, a first actuator, a second actuator and a steering load control unit. The first actuator is coupled to a first transmission element of the load coupling mechanism. The second actuator is coupled to a second transmission element of the load coupling mechanism. The steering load control unit includes a load filtering device and a processor. The load filtering device receives the steering load signal information of the steering device and decomposes it into primary load signal information and secondary load signal information according to the cutoff frequency. The processor calculates the transmission ratio required by the primary load signal information and the secondary load signal information, and input respectively the transmission ratio required by the primary load signal information and the secondary load signal information to the first actuator and the second actuator. Beside, a vehicle steering testing platform control method is also provided.

Description

Vehicle steering test stand control system and method thereof

The present invention relates to a vehicle steering control system and a method thereof.

Electric Power Steering (EPS) is a key component of active safety in a car. When the driver needs steering, it can provide assistance by controlling the electric motor to assist the driver's steering output. It can be seen that the electric power steering system can directly It affects the safety and handling stability of the vehicle when it is running.

In order to provide the electric assisted steering system, the vehicle steering test bench will be used to include basic low-frequency steering load simulation and high-frequency road condition load simulation in the test phase, in order to meet the steering conditions of the actual vehicle test. However, the structure of the conventional vehicle steering test bench is roughly that the left and right wheels are each loaded with a hydraulic cylinder, which uses the hydraulic cylinder to simulate the resistance from the tires (ie the steering load) during steering. Various loads under different conditions need to be set and tested one by one. . In order to simulate various loads or loads including many road conditions, if two different states of high frequency and large amplitude need to be taken into account at the same time, the existing technology uses a single actuator as the load simulation, and high frequency cannot achieve high steering load. High steering load cannot achieve high frequency, and it is difficult to meet and provide wide-area load frequency at the same time. Of course, there are people in the industry who upgrade the specifications of a single motor and replace it with a large motor to meet the mechanism of providing high and low frequency loads, but it will increase the cost or adjust the configuration of related components for the large motor, which is not economical. .

Therefore, how to improve the problems encountered above will be one of the issues to be solved by the industry.

The present invention provides a vehicle steering test bench control system and method thereof, which can satisfy the load frequencies of low frequency high load and high frequency low load at the same time, so as to simulate the problem that the steering gear bears the road load and conform to the steering condition of the actual vehicle test.

An embodiment of the present invention provides a vehicle steering test stand control system, which is suitable for controlling a steering machine. The vehicle steering test stand control system includes a load coupling mechanism, a first actuator, a second actuator and a steering load control unit. The load coupling mechanism includes a first transmission element and a second transmission element, wherein the first transmission element is coupled to the second transmission element. The first actuator is coupled to the first transmission element. The second actuator is coupled to the second transmission element. The steering load control unit is used to control the steering gear. The steering load control unit is connected with the first actuator and the second actuator, and the steering load control unit includes a load filtering device and a processor. The load filtering device receives a steering load signal information of the steering gear, and disassembles it into a main load signal information and a secondary load signal information according to a cut-off frequency. The processor receives the main load signal information and the secondary load signal information to calculate the corresponding main load signal information. A gear ratio required by the load signal information and the secondary load signal information is respectively input to the first actuator and the second actuator, so as to correspond to the gear ratios required by the primary load signal information and the secondary load signal information. The first transmission element and the second transmission element in the load coupling mechanism are controlled.

Another embodiment of the present invention provides a method for controlling a vehicle steering test bench, comprising the following steps: disassembling a steering load signal information into a main load signal information and a secondary load signal information according to a cutoff frequency; calculating the main load signal information and the A gear ratio required by the secondary load signal information; correspondingly input the gear ratios required by the primary load signal information and the secondary load signal information to the first actuator and the second actuator; The actuator and the second actuator respectively control a first transmission element and a second transmission element in a load coupling mechanism.

Based on the above, in the vehicle steering test bench control method and system of the present invention, the control method of using two actuators and cooperating with the load coupling mechanism and the steering load control unit can solve the problem that the conventional vehicle steering system test bench can be actuated by a single action. However, it is difficult to provide a wide-area load frequency and corresponding load torque and thrust at the same time to simulate the problem that the steering gear bears the road load. The present invention can simulate the technology of bearing resistance from the road during steering, and achieves time-saving and realistic simulation test effect.

In order to make the present invention more obvious and easy to understand, the following specific embodiments are given and described in detail in conjunction with the accompanying drawings as follows.

The specific embodiments of the present invention will be further described below with reference to the accompanying drawings and embodiments. The following examples are only used to more clearly illustrate the technical solutions of the present invention, but not to limit the protection scope of the present invention.

It should be noted that, in the description of each embodiment, the so-called "first" and "second" are used to describe different elements, and these elements are not limited by such terms. In the description of each embodiment, the so-called "coupling" or "connection" may refer to two or more elements that are in physical or electrical contact with each other directly, or in physical or electrical contact with each other indirectly, and "coupled" "Connected" or "connected" may also refer to the interoperability or action of two or more elements. In addition, for the convenience and clarity of description, the thickness or size of each element in the drawings is shown in an exaggerated or omitted or rough manner for the understanding and reading of those skilled in the art, and the size of each element is not It is not completely its actual size, and is not used to limit the conditions for the implementation of the present invention, so it has no technical significance. The effect and the purpose that can be achieved should still fall within the scope covered by the technical content disclosed in the present invention. The same reference numbers will be used throughout the drawings to refer to the same or similar elements.

FIG. 1 is a schematic diagram of a steering gear connected to the vehicle steering test stand control system of the present invention. See Figure 1. In this embodiment, the steering gear 50 includes a steering wheel 52, a steering column 54, a left wheel 56A and a right wheel 56B. The steering wheel 52 is rotatably connected to the steering column 54, and two sides of the steering column 54 are respectively connected to the left wheel 56A and the right wheel 56B. Wheel 56B. The left wheel 56A and the right wheel 56B are respectively connected to a vehicle steering platform control system 100 to simulate the steering conditions of the left wheel 56A and the right wheel 56B.

In this embodiment, the vehicle steering bench control system 100 is adapted to control the aforementioned steering gear 50 , and the vehicle steering bench control system 100 includes a load coupling mechanism 110 , a first actuator 120 , and a second actuator 130 and a steering load control unit 140, wherein the steering load control unit 140 is used to control the left wheel 56A and the right wheel 56B, the first actuator 120 is connected between the load coupling mechanism 110 and the steering load control unit 140, the second actuator 130 is connected between the load coupling mechanism 110 and the steering load control unit 140, that is, the present invention has two actuators (the first actuator 120 and the second actuator 130) respectively connected to the load coupling mechanism 110 and the steering load. The control unit 140, in conjunction with the load coupling mechanism 110 and the control method of the steering load control unit 140, can solve the problem that it is difficult for a conventional vehicle steering system test bench to provide a wide range of load frequencies and corresponding load torque and thrust simultaneously with a single actuator to simulate steering The problem that the machine can bear the load of road conditions.

FIG. 2 is a schematic diagram of an embodiment of a vehicle steering test stand control system according to the present invention. Please refer to FIG. 1 and FIG. 2 , the load coupling mechanism 110 includes a first transmission element 112 , a second transmission element 114 , a rotary rotary mechanism 116 and two shafts 118 . The first transmission element 112 in this embodiment The second transmission element 114 is respectively exemplified by a set of planetary gear sets. The first transmission element 112 includes a first sun gear 112A, a first outer ring gear 112B and a first planet carrier 112C; the second transmission element 114 includes a second sun gear 114A, a second outer ring gear 114B and a The second planet carrier 114C. The first transmission element 112 is coupled to the second transmission element 114, the second transmission element 114 is coupled to the rotary rotary mechanism 116, and the other end of the rotary rotary mechanism 116 can be connected to a corresponding power transmission member (such as the left wheel in FIG. 1). 56A and right wheel 56B), the first actuator 120 provides rotational power to the first transmission element 112, the first transmission element 112 rotates and transmits the power to the second transmission element 114, and the second transmission element 114 rotates to transmit the power to the second transmission element 114. The power is transmitted to the rotary-to-linear mechanism 116, and the rotary-to-linear mechanism 116 can convert the rotary motion of the second transmission element 114 into a linear (linear) motion to transmit power, and then transmit the power to the left wheel 56A and the right wheel 56B, steering Pillar 54 and steering wheel 52, thereby feeding back the steering feel.

In this embodiment, the first sun gear 112A is coupled to the first actuator 120 , the first planet carrier 112C is disposed outside the first sun gear 112A, and the first outer ring gear 112B is coupled to the first planet carrier 112C . The first planet carrier 112C and the second planet carrier 114C are connected by a shaft 118 to fix the first planet carrier 112C and the second planet carrier 114C, the second planet carrier 114C is disposed outside the second sun gear 114A, and the second outer gear The ring 114B is coupled to the second planet carrier 114C and the second actuator 130 . Any planetary gear set (the first transmission element 112 or the second transmission element 114 ) further includes a plurality of planetary gears coupled to the first planetary carrier 112C or the second planetary carrier 114C, and the planetary gears are not shown in FIG. 2 .

減速增扭 2 外齒圈 行星架 太陽齒輪 同向 1/(1+

) 增速減扭 3 太陽齒輪 外齒圈 行星架 同向 (1+

)/

減速增扭 4 太陽齒輪 行星架 外齒圈 同向

/(1+

) 增速減扭 5 行星架 太陽齒輪 外齒圈 反向 -

減速增扭 6 行星架 外齒圈 太陽齒輪 反向 -1/

增速減扭 Under the above configuration, the first transmission element 112 and the second transmission element 114 may have a coupled load relationship, as shown in Table 1: Table 1: Coupling situation fixed enter output direction gear ratio effect 1 outer ring gear sun gear planet carrier In the same direction 1+

Deceleration and torque increase 2 outer ring gear planet carrier sun gear In the same direction 1/(1+

) Speed reduction and torque reduction 3 sun gear outer ring gear planet carrier In the same direction (1+

)/

Deceleration and torque increase 4 sun gear planet carrier outer ring gear In the same direction

/(1+

) Speed reduction and torque reduction 5 planet carrier sun gear outer ring gear reverse -

Deceleration and torque increase 6 planet carrier outer ring gear sun gear reverse -1/

Speed reduction and torque reduction

為外齒輪之圈數/太陽齒輪之齒數。舉例而言，在第一傳動元件112中，固定第一外齒圈112B、第一致動器120由第一太陽齒輪112A作為輸入源、第一行星架112C為輸出源；在第二傳動元件114中，第二太陽齒輪114A為輸出源，第二外齒圈114B及第一傳動元件112中的第一行星架112C作為輸入源，並套用表一的耦合負載狀況(如耦合情況1、2、6)，且第一行星架112C與第二行星架114C彼此固定而使得第一行星架112C與第二行星架114C兩者的轉速相同，可以得知第一致動器120與第二致動器130以及線性負載輸出來源的關係，如下述數學式(1)~(4)：

(1)；

(2)；

(3)；

(4)。 the above

It is the number of turns of the external gear/the number of teeth of the sun gear. For example, in the first transmission element 112, the first outer ring gear 112B is fixed, the first actuator 120 uses the first sun gear 112A as the input source, and the first planet carrier 112C as the output source; in the second transmission element In 114, the second sun gear 114A is the output source, the second outer ring gear 114B and the first planet carrier 112C in the first transmission element 112 are the input sources, and the coupling load conditions in Table 1 (such as coupling conditions 1, 2) are applied. , 6), and the first planet carrier 112C and the second planet carrier 114C are fixed to each other so that the rotational speeds of the first planet carrier 112C and the second planet carrier 114C are the same, it can be known that the first actuator 120 and the second The relationship between the actuator 130 and the output source of the linear load is shown in the following mathematical formulas (1) to (4):

(1);

(2);

(3);

(4).

的關係，而具有減速增扭的效果。 In the above mathematical formula (1), Planet represents a planetary carrier (such as the first planetary carrier 112C in this embodiment) as an output source, and Sun _input represents a sun gear (such as the first sun gear 112A in this embodiment) as an input source, that is, In the coupling case 1 in Table 1, the first outer ring gear 112B is fixed, and the rotational power of the first actuator 120 is input by the first sun gear 112A and output by the first planet carrier 112C to obtain a transmission ratio of 1+

relationship, and has the effect of deceleration and torque increase.

代表太陽齒輪(如本實施例的第二太陽齒輪114A)作為輸出源，Ring代表外齒圈(如本實施例的第一外齒圈112B)，第一外齒圈112B與第二太陽齒輪114A具有上述數學式(2)之關係式，即表一中的耦合情況2，固定第一外齒圈112B，第一致動器120的旋轉動力由第一行星架112C輸入，並由第一太陽齒輪112A輸出，得到傳動比1/(1+

)的關係，而具有增速減扭的效果。此外，將數學式(1)的Planet的關係式代入至數學式(2)後，可得到下述數學式(5)：

(5)。 In the above formula (2),

represents the sun gear (such as the second sun gear 114A in this embodiment) as the output source, Ring represents the outer ring gear (such as the first outer ring gear 112B in this embodiment), the first outer ring gear 112B and the second sun gear 114A The relational expression of the above-mentioned mathematical formula (2), that is, the coupling case 2 in Table 1, the first outer ring gear 112B is fixed, and the rotational power of the first actuator 120 is input from the first planet carrier 112C, and is driven by the first sun gear 112C. Gear 112A output, get the gear ratio 1/(1+

) relationship, and has the effect of speeding up and reducing torque. In addition, after substituting the Planet relational expression of the mathematical formula (1) into the mathematical formula (2), the following mathematical formula (5) can be obtained:

(5).

代表太陽齒輪(如本實施例的第二太陽齒輪114A)作為輸出源，Sun _input代表太陽齒輪(如本實施例的第一太陽齒輪112A)作為輸入源，因第二外齒圈114B(在此等同Ring)之功能為微調主要大負載(指第一致動器120)的輸入-輸出，數學式(5)之物理意義可解釋成，先挑選目標傳動負載需求，依照現有大負載來源(第一傳動元件112)與其對應行星齒輪組之參數，對目標傳動負載需求進行規格範圍調整。

represents the sun gear (such as the second sun gear 114A in this embodiment) as the output source, and Sun _input represents the sun gear (such as the first sun gear 112A in this embodiment) as the input source, because the second outer ring gear 114B (here The function equivalent to Ring) is to fine-tune the input-output of the main large load (referring to the first actuator 120). The physical meaning of the mathematical formula (5) can be interpreted as: first select the target transmission load requirement, according to the existing large load source (section 5). A transmission element 112) and the parameters of the corresponding planetary gear set are adjusted within the specification range for the target transmission load demand.

(6)。 In addition, after substituting Ring in mathematical formula (4) into mathematical formula (5), the following mathematical formula (6) can be obtained:

(6).

In the above mathematical formula (6), it can be known from the above mathematical formula (6) that the first sun gear 112A as the input source and the second sun gear 114A as the output source have the relational expression of the above mathematical formula (6), wherein the The Ratio is the ratio/gear ratio of the second sun gear 114A and the first sun gear 112A, as shown in the mathematical formula (3). Mathematical formula (6) is a relational formula for the first sun gear 112A of the main input source and the second sun gear 114A of the only output. gear ratio.

的關係，而具有增速減扭的效果。 In the above formula (4), it can be known that the first planet carrier 112C is fixed, the first actuator 120 uses the first outer ring gear 112B as the input source (here is equivalent to the Ring of formula (4)), the first sun The gear 112A is an output source (here equivalent to the Sun _input of the mathematical formula (4)), and has the relationship of the mathematical formula (4), that is, the coupling case 6 in Table 1, the fixed first planet carrier 112C, the first actuation The rotational power of the gear 120 is input by the first outer ring gear 112B and output by the first sun gear 112A to obtain a transmission ratio of 1-

relationship, and has the effect of speeding up and reducing torque.

Fig. 3 is a block diagram of the signal transmission of the vehicle steering control system of the present invention. See Figures 1 to 3. The steering load control unit 140 of this embodiment is used to control the steering gear 50 . The steering load control unit 140 includes a conversion device 142 , a load filter device 144 and a processor 146 . The load filtering device 144 is connected between the converting device 142 and the processor 146 , and the processor 146 is connected to the first actuator 120 and the second actuator 130 . The first actuator 120 and the second actuator 130 are respectively connected to the corresponding first transmission element 112 and the second transmission element 114 in the load coupling mechanism 110 . The load coupling mechanism 110 is in turn connected to the steering gear 50 .

In this embodiment, the converting device 142 is used for receiving a load waveform information 40 of the steering gear 50 and converting it into the steering load signal information 41 . The load filtering device 144 receives the steering load signal information 41 and decomposes it into primary load signal information 42A and secondary load signal information 42B according to a cut-off frequency. Specifically, the load filtering device 144 includes a high-pass filter 144A and a low-pass filter 144B. The high-pass filter 144A captures the signal whose steering load signal information 41 is greater than the cutoff frequency as the main load signal information 42A; the low-pass filter 144B captures the signal with the steering load signal information 41 less than the cutoff frequency as the secondary load signal information 42B.

(7)；

(8)。 In this embodiment, the following mathematical formulas (7) and (8) can be used as a specific aspect of the cutoff frequency:

(7);

(8).

In the above-mentioned mathematical formulas (7) and (8), S1 represents a mathematical formula for the low-pass filter 144B, S2 represents a mathematical formula for the high-pass filter 144A, and f is the cut-off frequency (cut-off frequency), s is the s domain (s domain), also known as the complex frequency domain. The cut-off frequency f used in this embodiment is, for example, 13 Hz. The secondary load signal information 42B below 13 Hz represents the low-frequency steering load and high-load torque (hereinafter referred to as low-frequency high load) for general road conditions, and the main load higher than 13 Hz. The signal information 42A represents the high frequency and steering low load torque (hereinafter referred to as high frequency and low load) for road resistance caused by road obstacles. The cut-off load of the aforementioned high-load and low-load torque is 6.6kN.

In this embodiment, the processor 146 receives the primary load signal information 42A and the secondary load signal information 42B to calculate a required gear ratio corresponding to the primary load signal information 42A and the secondary load signal information 42B (which can be equivalent to the reduction ratio ), and couple the transmission ratio required by the main load signal information 42A and the secondary load signal information 42B, that is, the transmission ratio required to be adjusted by the main load signal information 42A responsible for the low frequency and high load, and the gear ratio responsible for the high frequency and low load The gear ratio to be adjusted by the secondary load signal information 42B.

In detail, please refer to FIG. 4, which is a circuit diagram of the present invention in a simulation software, which simulates the input and output of the transmission, that is, the adjustable parameters must be defined in a specific software, according to the mathematical formula (1) derived above. )~(6), in order to prevent the mathematical formula from being inoperable in the software calculation, it is necessary to protect and limit the calculable range for the target transmission ratio and the two parameters in the figure (input signal ST and low communication signal SL). The simulation software runs smoothly. In one embodiment, the mathematical formulae (1) to (6) correspond to Fig. 4, Fig. 5, and Fig. 6, and the mathematical formulae (1) to (6) are related to Fig. 4, Fig. 5, and Fig. 6 The map is built in processor 146 of FIG. 3 . First, a low-pass signal SL and an input signal ST obtained from the secondary load signal information 42B captured by the low-pass filter 144B are respectively input to the first arithmetic unit OP1, wherein the input signal ST can be the aforementioned steering load signal information Signal in 41. The multiplier M1 in the first operator OP1 corresponds to the input signal ST, and the divider M2 corresponds to the low-pass signal SL and performs an operation to obtain a ratio R, and then the ratio R is put into the second operator OP2 for operation, The adder M3 in the second operator OP2 corresponds to the ratio R, and the number 1 corresponds to the subtractor M4, that is, the function of R-1 is formed. Then, the function of R-1 is passed through the third operator OP3 to obtain a planetary carrier reduction ratio RP, which corresponds to the Ratio of the mathematical formula (3) (the difference between the second sun gear 114A and the first sun gear 112A). ratio/gear ratio). It should be noted that, the third arithmetic unit OP3 is, for example, a function set to avoid a situation where the denominator is 0 in data processing, which can prevent the mathematical formula from being inoperable in software calculation.

的函式。接著，再將此

的函式與

置入至第六運算器OP6中運算，其中

對應至乘法器M1，

對應至除法器M2，得到的比值

，再與第七運算器OP7進行運算後得到一外齒圈輸入RGI(對等數學式(4)的Ring)，其對應至實際數學式(4)與表一中的耦合情況6。 Next, please continue to refer to Figure 5, which is a block diagram of the mathematical formula (4) in a simulation software, where RP represents the planet carrier ratio obtained in Figure 4, and the sun gear input source SGI is mathematical Sun _input in formula (4), that is, the first sun gear 112A is used as the input source. The sun gear input source SGI is put into the fourth operator OP4 for operation, and the function of SGI+1 is obtained by the adder M3 in the fourth operator OP4. Next, the function of the planet carrier ratio RP and the aforementioned SGI+1 is put into the fifth operator OP5 for operation, and the multiplier M1 in the fifth operator OP5 is used to obtain

's function. Then, this

function with

Put into the sixth operator OP6 for operation, where

Corresponding to the multiplier M1,

Corresponding to the divider M2, the obtained ratio

, and then operate with the seventh operator OP7 to obtain an external ring gear input RGI (equivalent to the Ring of the mathematical formula (4)), which corresponds to the actual mathematical formula (4) and the coupling case 6 in Table 1.

)運算後得到

對等於數學式(1)，此處太陽齒輪輸入源SGI對等數學式(1)的Sun _input，再與外齒圈輸入RGI一同至第九運算器OP9中，透過第九運算器OP9中的加法器M3與減法器M4得到的數學式(2)，再與第十運算器OP10運算後得到一太陽齒輪輸出SGO，即對應至第2圖的第二太陽齒輪114A作為輸出源，亦對等數學式(2)中的

。 Next, please refer to Fig. 6, from the above-mentioned Fig. 5 sun gear input source SGI, put it into the eighth operator OP8 (multiplier) and the function (1/1+

) after operation to get

Equivalent to mathematical formula (1), where the sun gear input source SGI is equivalent to the Sun _input of mathematical formula (1), and then together with the external ring gear input RGI to the ninth calculator OP9, through the ninth calculator OP9 Mathematical formula (2) obtained by the adder M3 and the subtractor M4 is then operated with the tenth operator OP10 to obtain a sun gear output SGO, which corresponds to the second sun gear 114A in Fig. 2 as the output source, which is also equivalent In formula (2)

.

Fig. 7 is a flow chart of the control method of the vehicle steering test bench according to the present invention. Referring to FIG. 4 , the vehicle steering test stand control method S100 of this embodiment includes the following steps S110 to S160 . First, step S110 is performed, as shown in FIG. 3 , a load waveform information 40 of a steering gear 50 is received. Next, in step S120 , the converting device 142 is used for receiving the load waveform information 40 of the steering gear 50 . The load waveform information 40 is a signal of a time domain waveform, which will have a time domain waveform through Fourier transform. The load waveform information 40 of the signal is converted into the steering load signal information 41 of the frequency domain signal.

Next, step S130 is performed to disassemble the steering load signal information 41 into a main load signal information 42A and a secondary load signal information 42B according to a cutoff frequency. Specifically, as shown in FIG. 3, the cut-off frequency used is, for example, 13 Hz, and the secondary load signal information 42B below 13 Hz represents the low-frequency steering load and high-load torque for general road conditions, and the main load higher than 13 Hz Signal information 42A represents high frequency and steering low load torque for road resistance.

)，固定第一外齒圈112B，且第一太陽齒輪112A乘上1/(1+

)，並以第一行星架112B作為輸入源，第二太陽齒輪114A作為輸出源，並對應輸入到第一致動器120與第二致動器130，以控制負載耦合機構110中的第一傳動元件112與第二傳動元件114，並可透過如第2圖旋轉轉線性機構116傳遞並控制轉向機50。 Next, in step S140, referring to FIG. 3, the processor 146 calculates the gear ratio required by the primary load signal information 42A and the secondary load signal information 42B. Here, the transmission ratio can be known by referring to the aforementioned mathematical formulas (1)~(4) and the coupled load conditions in Table 1 (such as coupling conditions 1, 2, and 6). Further, in step S150, referring to FIG. 4, FIG. 5, and FIG. 6, the processor 146 respectively inputs the gear ratios required by the primary load signal information 42A and the secondary load signal information 42B into a first consistent actuator 120 and a second actuator 130 . Next, step S160 is performed, and the first transmission element 112 and a second transmission element 114 in the load coupling mechanism 110 are controlled by the first actuator 120 and the second actuator 130 respectively. For example, as shown in the coupling case 2 of Table 1 above, the calculated transmission ratio is 1/(1+

), the first outer ring gear 112B is fixed, and the first sun gear 112A is multiplied by 1/(1+

), and the first planet carrier 112B is used as the input source, the second sun gear 114A is used as the output source, and correspondingly input to the first actuator 120 and the second actuator 130 to control the first actuator in the load coupling mechanism 110 The transmission element 112 and the second transmission element 114 can transmit and control the steering gear 50 through the rotary rotary mechanism 116 as shown in FIG. 2 .

To sum up, in the vehicle steering test bench control system and method of the present invention, the control method of using two actuators and cooperating with the load coupling mechanism and the steering load control unit can solve the problem of the conventional vehicle steering system test bench with a single control method. However, it is difficult to provide a wide-area load frequency and corresponding load torque and thrust at the same time to simulate the problem of the steering gear bearing the road load. The present invention can simulate the technology of bearing resistance from the road during steering, and achieve time-saving and realistic simulation testing. effect.

Although the present invention has been disclosed above by the embodiments, it is not intended to limit the present invention. Anyone with ordinary knowledge in the technical field can make some changes and modifications without departing from the spirit and scope of the present invention. Therefore, The protection scope of the present invention shall be determined by the scope of the appended patent application.

40: Load waveform information 41: Steering load signal information 42A: Main load signal information 42B: Secondary load signal information 50: Steering machine 52: Steering wheel 54: Steering column 56A: Revolver 56B: Right Wheel 100: Vehicle steering bench control system 110: Load coupling mechanism 112: The first transmission element 112A: First sun gear 112B: The first outer ring gear 112C: First planet carrier 114: Second transmission element 114A: Second sun gear 114B: Second outer ring gear 114C: Second planet carrier 116: Rotary to linear mechanism 118: Shaft 120: First Actuator 130: Second Actuator 140: Steering load control unit 142: Conversion device 144: Load filter device 144A: High Pass Filter 144B: Low Pass Filter 146: Processor M1: Multiplier M2: divider M3: Adder M4: Subtractor ST: input signal SL: low communication signal SGO: sun gear output S100: Vehicle Steering Test Platform Control Method S110~S160: Steps SGI: Sun Gear Input Source OP1: first operator OP2: Second operator OP3: The third operator OP4: Fourth Operator OP5: Fifth Operator OP6: Sixth Operator OP7: Seventh Operator OP8: Eighth Operator OP9: Ninth Operator OP10: Tenth Operator R: ratio RP: Planet carrier reduction ratio RGI: External ring gear input

FIG. 1 is a schematic diagram of a steering gear connected to the vehicle steering test stand control system of the present invention. FIG. 2 is a schematic diagram of an embodiment of a vehicle steering test stand control system according to the present invention. Fig. 3 is a block diagram of the signal transmission of the vehicle steering control system of the present invention. FIG. 4 is a circuit diagram of the present invention in a simulation software. FIG. 5 is a block diagram of the algorithm of the present invention in a simulation software. FIG. 6 is a block diagram of the coupled output of the disassembled load waveform information according to the present invention. Fig. 7 is a flow chart of the control method of the vehicle steering test bench according to the present invention.

40: Load waveform information

41: Steering load signal information

42A: Main load signal information

42B: Secondary load signal information

50: Steering machine

100: Vehicle steering bench control system

110: Load coupling mechanism

120: First Actuator

130: Second Actuator

140: Steering load control unit

142: Conversion device

144: Load filter device

144A: High Pass Filter

144B: Low Pass Filter

146: Processor

Claims (9)

A vehicle steering test stand control system, suitable for controlling a steering machine, the vehicle steering test stand control system includes: a load coupling mechanism, including a first transmission element and a second transmission element, wherein the first transmission element couples connected to the second transmission element; a first actuator coupled to the first transmission element; a second actuator coupled to the second transmission element; and a steering load control unit for controlling the steering The steering load control unit is connected to the first actuator and the second actuator, the steering load control unit includes a load filter device and a processor, and the load filter device receives a steering load signal of the steering gear The information is disassembled into a main load signal information and a secondary load signal information according to a cut-off frequency. The processor receives the main load signal information and the secondary load signal information to calculate the corresponding main load signal information and the secondary load signal information. A gear ratio required by the load signal information, and the gear ratio required by the primary load signal information and the secondary load signal information are respectively correspondingly input to the first actuator and the second actuator to control The first transmission element and the second transmission element in the load coupling mechanism. The vehicle steering test bench control system as claimed in claim 1, wherein the load filtering device comprises a high-pass filter and a low-pass filter, the high-pass filter extracts the signal whose steering load signal information is greater than the cut-off frequency, as For the primary load signal information, the low-pass filter extracts the signal whose steering load signal information is less than the cutoff frequency as the secondary load signal information. The vehicle steering platform control system as claimed in claim 1, wherein each of the first transmission element and the second transmission element is a set of planetary gear sets. The vehicle steering platform control system as claimed in claim 1, wherein the first transmission element comprises a first outer ring gear, a first sun gear and a first planet carrier, the first sun gear is coupled to the first an actuator, the first planet carrier is disposed outside the first sun gear, the first outer gear is coupled to the first planet carrier; the second transmission element includes a second outer ring gear, a first Two sun gears and a second planet carrier, the second planet carrier is disposed outside the second sun gear, and the second outer ring gear is coupled to the second planet carrier and the second actuator. The vehicle steering platform control system as claimed in claim 1, wherein the load coupling mechanism includes a rotary-to-linear mechanism, and the rotary-to-linear mechanism is coupled to the second transmission element. The vehicle steering test bench control system as claimed in claim 1, wherein the steering load control unit includes a conversion device for receiving a load waveform information of the steering gear and converting it into the steering load signal information. A vehicle steering bench control method for a vehicle steering bench control system as claimed in claim 1, comprising the steps of: disassembling a steering load signal information into a main load signal information and a secondary load signal information according to a cutoff frequency; calculating the A gear ratio required by the primary load signal information and the secondary load signal information; the gear ratio required by the primary load signal information and the secondary load signal information are respectively input to a first actuator and a a second actuator; and respectively controlling a first transmission element and a second transmission element in a load coupling mechanism by the first actuator and the second actuator. The control method for a vehicle steering test bench according to claim 7, comprising the following steps: receiving a load waveform information of a steering gear. According to the control method for a vehicle steering test bench according to claim 8, after the step of receiving the load waveform information of the steering gear, the following steps are included: Convert the load waveform information into the steering load signal information.

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