WO2024017433A1 - Procédé d'étalonnage et/ou d'ajustement de système de coordonnées intrinsèques d'un ensemble véhicule par rapport à un système de coordonnées de véhicule, et banc d'essai de véhicule pour la mise en œuvre du procédé - Google Patents

Procédé d'étalonnage et/ou d'ajustement de système de coordonnées intrinsèques d'un ensemble véhicule par rapport à un système de coordonnées de véhicule, et banc d'essai de véhicule pour la mise en œuvre du procédé Download PDF

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Publication number
WO2024017433A1
WO2024017433A1 PCT/DE2023/100488 DE2023100488W WO2024017433A1 WO 2024017433 A1 WO2024017433 A1 WO 2024017433A1 DE 2023100488 W DE2023100488 W DE 2023100488W WO 2024017433 A1 WO2024017433 A1 WO 2024017433A1
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WO
WIPO (PCT)
Prior art keywords
coordinate system
test bench
carrier
vehicle
unit
Prior art date
Application number
PCT/DE2023/100488
Other languages
German (de)
English (en)
Inventor
Thomas Engel
Ismail Kurt
Marc Ney
Christian Petzinger
Patrick Kirsch
Original Assignee
Dürr Assembly Products GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dürr Assembly Products GmbH filed Critical Dürr Assembly Products GmbH
Publication of WO2024017433A1 publication Critical patent/WO2024017433A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/48—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S17/00
    • G01S7/497—Means for monitoring or calibrating
    • G01S7/4972—Alignment of sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16M—FRAMES, CASINGS OR BEDS OF ENGINES, MACHINES OR APPARATUS, NOT SPECIFIC TO ENGINES, MACHINES OR APPARATUS PROVIDED FOR ELSEWHERE; STANDS; SUPPORTS
    • F16M11/00—Stands or trestles as supports for apparatus or articles placed thereon ; Stands for scientific apparatus such as gravitational force meters
    • F16M11/02—Heads
    • F16M11/04—Means for attachment of apparatus; Means allowing adjustment of the apparatus relatively to the stand
    • F16M11/06—Means for attachment of apparatus; Means allowing adjustment of the apparatus relatively to the stand allowing pivoting
    • F16M11/10—Means for attachment of apparatus; Means allowing adjustment of the apparatus relatively to the stand allowing pivoting around a horizontal axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16M—FRAMES, CASINGS OR BEDS OF ENGINES, MACHINES OR APPARATUS, NOT SPECIFIC TO ENGINES, MACHINES OR APPARATUS PROVIDED FOR ELSEWHERE; STANDS; SUPPORTS
    • F16M11/00—Stands or trestles as supports for apparatus or articles placed thereon ; Stands for scientific apparatus such as gravitational force meters
    • F16M11/20—Undercarriages with or without wheels
    • F16M11/2007—Undercarriages with or without wheels comprising means allowing pivoting adjustment
    • F16M11/2021—Undercarriages with or without wheels comprising means allowing pivoting adjustment around a horizontal axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16M—FRAMES, CASINGS OR BEDS OF ENGINES, MACHINES OR APPARATUS, NOT SPECIFIC TO ENGINES, MACHINES OR APPARATUS PROVIDED FOR ELSEWHERE; STANDS; SUPPORTS
    • F16M11/00—Stands or trestles as supports for apparatus or articles placed thereon ; Stands for scientific apparatus such as gravitational force meters
    • F16M11/20—Undercarriages with or without wheels
    • F16M11/24—Undercarriages with or without wheels changeable in height or length of legs, also for transport only, e.g. by means of tubes screwed into each other
    • F16M11/26—Undercarriages with or without wheels changeable in height or length of legs, also for transport only, e.g. by means of tubes screwed into each other by telescoping, with or without folding
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
    • G01B21/22—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring angles or tapers; for testing the alignment of axes
    • G01B21/24—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring angles or tapers; for testing the alignment of axes for testing alignment of axes
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/40—Means for monitoring or calibrating
    • G01S7/4004—Means for monitoring or calibrating of parts of a radar system
    • G01S7/4026—Antenna boresight
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/40—Means for monitoring or calibrating
    • G01S7/4052—Means for monitoring or calibrating by simulation of echoes
    • G01S7/4082—Means for monitoring or calibrating by simulation of echoes using externally generated reference signals, e.g. via remote reflector or transponder
    • G01S7/4086—Means for monitoring or calibrating by simulation of echoes using externally generated reference signals, e.g. via remote reflector or transponder in a calibrating environment, e.g. anechoic chamber

Definitions

  • the present invention relates to a method for calibrating and/or adjusting the intrinsic coordinate system of a vehicle unit relative to a coordinate system of the vehicle according to the preamble of claim 1 and a vehicle test bench for carrying out the method according to the preamble of claim 5.
  • a deviation of the intrinsic coordinate system of the vehicle unit relative to the coordinate system of the vehicle is stored in a control unit and is subsequently taken into account when evaluating signals from the sensors of the vehicle unit. It is also possible to adjust the vehicle unit so that its intrinsic coordinate system corresponds to the coordinate system of the vehicle or at most deviates minimally from it. If a deviation remains, this can be taken into account in the evaluation (calibration).
  • Vehicle units are installed in the vehicle that record and evaluate the environment around the vehicle. To do this, these vehicle units must be aligned in a defined manner with a coordinate system of the vehicle.
  • the vehicle units can be, for example, cameras, radar sensors or LIDAR systems. These vehicle units have an intrinsic coordinate system.
  • the vehicle units are mounted on the vehicle (e.g. body, windshield, rear-view mirror, bumper, ).
  • This represents the Vehicle body represents a reference system for the alignment of the intrinsic coordinate system of the vehicle unit.
  • Tolerances of the vehicle body as a "reference system" for the installation of the vehicle unit mean that there are in turn tolerances for the individual vehicle units for the alignment of the intrinsic coordinate system of the vehicle unit relative to the coordinate system of the vehicle.
  • a further problem for defining the alignment of the intrinsic coordinate system of the respective vehicle unit with the coordinate system of the vehicle is that the relevant coordinate system of the vehicle may not be related to the vehicle body.
  • the relevant coordinate system is the geometric travel axis of the vehicle.
  • This geometric travel axis is defined as the bisector of the toe angle of the wheels of the defined reference axis. In a car, this is the rear axle, where the wheels are usually not steered. If the wheels of this reference axis are steered, the geometric driving axis of the vehicle is defined accordingly in the operating state in which the steering angles of the wheels of the defined axis are equal to ZERO.
  • the coordinate system of the vehicle defined via the geometric travel axis of the vehicle does not have to correspond to a coordinate system of the vehicle that results from the geometry of the vehicle body. Therefore, the intrinsic coordinate systems of the vehicle aggregates are calibrated relative to the coordinate system of the vehicle.
  • the vehicle is brought into a vehicle test bench, in which the coordinate system of the vehicle is measured relative to the coordinate system of the vehicle test bench.
  • the vehicle can also be positioned in the vehicle test bench in such a way that the coordinate system of the vehicle is defined relative to the coordinate system of the vehicle test bench.
  • Test bench units are arranged in the vehicle test bench, the intrinsic coordinate system of which is known relative to the coordinate system of the vehicle test bench.
  • a test stand is designed to carry out measuring and/or adjustment work on units of the vehicle and has a measuring device for measuring at least one axis of the vehicle-related coordinate system in relation to a coordinate system assigned to the test stand. Furthermore, when calibrating the test stand, the intrinsic coordinate system of the measuring device was assigned in a defined manner relative to a coordinate system of the test stand. In addition to the measuring device, there is (at least) one measuring unit available. This measuring unit is mechanically attached to the measuring device in such a way that the intrinsic coordinate system of the measuring unit is assigned in a defined manner in relation to the intrinsic coordinate system of the measuring device.
  • a method for calibrating a detection device is known from EP 2 789 997 A1.
  • the detection device is designed for three-dimensional geometric detection of an environment.
  • the detection device contains at least one inertial measuring system for the preliminary mathematical determination of a trajectory of the detection device.
  • the method contains the following steps: a) i) positioning and/or orientation of the detection device in a relative position and/or relative orientation to at least one reference point, which is characterized by at least one predetermined relative coordinate, or ii) determining at least one relative coordinate, which characterizes the relative position and/or the relative orientation of the detection device to at least one reference point; b) determining at least one error variable which characterizes the deviation of the at least one relative coordinate according to step a) from the relative coordinate(s) preliminarily determined mathematically by the inertial measuring system; c) if the error size meets a predetermined correction criterion: correction of the trajectory preliminarily calculated by the inertial measuring system.
  • a method for calibrating at least one vehicle sensor arranged in a vehicle has the steps: providing the vehicle in a calibration space, detecting a vehicle position in a spatially fixed coordinate system by means of an optical detection system arranged in the calibration space, determining a position of the relevant vehicle sensor in the spatially fixed coordinate system, arranging a calibration object in a detection field of the relevant vehicle sensor in the calibration space, detecting a calibration object position in the spatially fixed coordinate system to obtain a first relative position, detecting the position of the calibration object by the vehicle sensor in the vehicle sensor-fixed coordinate system as a second relative position, calculating intrinsic and/or extrinsic calibration parameters from a comparison between the first relative position and the second Relative position, and storing the calibration parameters in the relevant vehicle sensor and/or an electronic unit coupled to the relevant vehicle sensor.
  • the relationship between the intrinsic coordinate system of a test bench unit and the coordinate system of the vehicle test bench can be determined during these position changes in such a way that the intrinsic coordinate system of a test bench unit is measured in a starting position of the test bench unit in the vehicle test bench (Xo-Yo-Zo position) relative to the coordinate system of the vehicle test bench .
  • a change in the position of a test bench unit in the vehicle test bench can be carried out by controlling drive units to carry out the change in the position of the test bench unit. This results in a displacement and/or rotation of the test bench unit, whereby it is known from the control of the drive units by which distances in the coordinate system of the vehicle test bench the position of the test bench unit is changed.
  • the relationship of the intrinsic coordinate system of the test bench unit relative to the coordinate system of the vehicle test bench can be determined if the relationship of the intrinsic coordinate system of the test bench unit relative to the coordinate system of the vehicle test bench in the Xo-Yo-Zo position is known is.
  • the relationship between the intrinsic coordinate system of a test bench unit and the coordinate system of the vehicle test bench can also be determined by measuring the position of one or more reference points of the test bench unit relative to the coordinate system of the vehicle test bench.
  • the intrinsic coordinate system of a test bench unit in a starting position of the test bench unit in the vehicle test bench is measured relative to the coordinate system of the vehicle test bench.
  • the present invention is based on the object of improving the accuracy in determining the intrinsic coordinate system of a vehicle unit, even when the position of the test bench unit changes. This object is achieved by a method for calibrating and/or adjusting the intrinsic coordinate system of a vehicle unit relative to a coordinate system of the vehicle according to claim 1.
  • the calibration and/or adjustment is carried out by first positioning the vehicle in a vehicle test bench.
  • the coordinate system of the vehicle positioned in the vehicle test bench is defined relative to the coordinate system of the vehicle test bench. This can be done by positioning the vehicle in the vehicle test bench and then measuring the coordinate system of the vehicle relative to the coordinate system of the vehicle test bench. This can also be done by parking the vehicle in the vehicle test bench at a defined position and with a defined orientation.
  • the test stand unit can be positioned in different positions in the vehicle test stand.
  • the intrinsic coordinate system of the test bench unit is defined relative to the coordinate system of the vehicle test bench.
  • the intrinsic coordinate system of the test bench unit is defined relative to the coordinate system of the vehicle test bench by attaching the test bench unit to a support.
  • the position of at least one reference point of the carrier in the coordinate system of the vehicle test bench is in a starting position
  • (Xo - Yo-Zo - position) of the wearer is determined.
  • the position and/or orientation of the intrinsic coordinate system of the carrier of the test bench unit is determined in the coordinate system of the vehicle test bench in the starting position (Xo - Yo-Zo - position) of the carrier.
  • the current position of the at least one reference point of the carrier in the coordinate system of the vehicle test bench is determined.
  • the position and/or orientation of the intrinsic coordinate system of the carrier in the coordinate system of the vehicle test bench in the current position is determined as a displacement of the intrinsic coordinate system of the carrier in the current position relative to the starting position by determining the displacement of the at least one reference point of the carrier (in the coordinates of the coordinate system of the vehicle test bench in the current position (XYZ position) relative to the position of the at least one reference point of the carrier in the coordinate system of the vehicle test bench in the starting position (Xo - Yo-Zo position) of the wearer).
  • the definition of the intrinsic coordinate system of the test bench unit relative to the coordinate system of the vehicle test bench is carried out taking into account the position and/or orientation of the intrinsic coordinate system of the test bench unit relative to the intrinsic coordinate system of the carrier in the current position of the test bench unit, taking into account the change in the position and/or orientation of the intrinsic coordinate system of the carrier in the current position of the test bench unit relative to the position and/or orientation of the intrinsic coordinate system of the carrier in the starting position and taking into account the position and/or orientation of the intrinsic coordinate system of the carrier in the starting position relative to the coordinate system of the vehicle test bench,
  • the position and/or orientation of the intrinsic coordinate system of the test bench unit relative to the intrinsic coordinate system of the carrier is constant when the test bench unit is rigidly attached to the carrier and the carrier is rigid in itself.
  • the carrier is inherently rigid if it does not have telescopic elements and/or swivel joints through which the structure of the carrier can be changed via controllable drive elements. If the structure of the carrier can be changed in the manner described, the change in the structure of the carrier can be taken into account by controlling the drive elements in the current position compared to the control of the drive elements in the starting position.
  • the test bench unit is therefore attached to a carrier which can be moved in the vehicle test bench in such a way that its current position relative to a starting position is known.
  • the intrinsic coordinate system of the carrier can be moved - without changing the orientation of the intrinsic coordinate system of the carrier compared to the orientation of the coordinate system of the vehicle test bench.
  • the carrier can also have telescopic elements and/or swivel joints.
  • a change in the structure of the carrier can take place, so that the position and/or orientation of the test stand unit in the coordinate system of the vehicle test stand can be changed by changing the structure of the carrier by means of the control of drive elements of the telescopic elements or the swivel joints.
  • the change in the position and/or orientation in the coordinate system of the vehicle test bench can therefore take place: by moving the support of the test bench unit in the vehicle test bench and/or by changing the structure of the support.
  • the change in the position and/or orientation of the intrinsic coordinate system of the carrier - apart from a displacement of the carrier - is only taken into account to the extent that the structure of the carrier is changed via swivel joints in the carrier or via telescopic elements of the carrier . Changes in the structure of the carrier are carried out via drive elements that are controlled accordingly.
  • the present method takes into account that the carrier experiences an inclination when the common center of gravity of the carrier with the test stand unit attached to it is no longer vertically above the contact surface of the carrier, but is laterally offset. This creates a torque that acts on the contact area of the carrier. If the carrier is so stable that it does not deform (bend), the carrier may deform in the area of the carrier's contact area. A pivot axis can also be provided in this area, around which the carrier can rotate in a defined manner when tilted to the side.
  • this inclination of the carrier is not based on the fact that the structure of the carrier is changed by a drive. Rather, this inclination is based on the torque described.
  • This inclination leads to a change in the intrinsic axis of the carrier in the coordinate system of the vehicle test bench.
  • the structure of the carrier is defined. This means that in a first embodiment the carrier has a rigid shape (ie: there is no deformation of the carrier itself).
  • the carrier can have one or more joints and/or can be telescopic along one or more elements. The resulting changes in the structure of the carrier are known through the control of drive elements. Furthermore, in this further embodiment there is no further deformation of the carrier.
  • the method further comprises the following features.
  • the at least one reference point of the carrier is defined by a straight line on which the reference points lie. This straight line forms a pivot axis around which the carrier rotates as a result of a torque when the center of gravity of the test stand unit is offset laterally from this straight line in the vertical direction.
  • the orientation of the carrier in the Xo-Yo-Zo position is measured with respect to an inclination about the pivot axis by means of an inclination measuring unit in the intrinsic coordinate system of the inclination measuring unit.
  • the orientation of the carrier is also measured in the current position by means of the inclination measuring unit with respect to an inclination about the pivot axis in the intrinsic coordinate system of the inclination measuring unit.
  • a change in the orientation of the carrier with respect to the inclination about the pivot axis in the current position compared to the orientation of the carrier with respect to the inclination about the pivot axis in the Xo - Yo - Zo position is determined from the measurement data of the inclination measuring unit.
  • the orientation of the intrinsic coordinate system of the carrier of the test bench unit in the coordinate system of the vehicle test bench is determined from: the orientation of the carrier in the coordinate system of the vehicle test bench in the
  • the invention is based on the fact that the measurement of the orientation by means of the inclination measuring unit is carried out as part of the evaluation "merely” as a difference measurement and change in the orientation in two positions relative to one another.
  • the measured data from the inclination measuring unit is coupled to the coordinate system of the test stand by determining the position and orientation of the swivel axis (in Coordinate system of the vehicle test bench is known - both in the starting position and in the current position).
  • this pivot axis is constant and does not change. This can be the case, for example, if the carrier of the test bench unit is guided on a rail and the position and orientation of the rail in the coordinate system of the vehicle test bench is known. If the carrier can be moved along the rail, but is otherwise rigidly attached to the rail, this rail forms the pivot axis.
  • a corresponding torque can cause deformation of the rail. This can be limited or avoided entirely if the carrier is mounted on a plate that is mounted on the rail via a pivot axis. This “relieves” the rail because the torque is absorbed by this pivot axis. Such a design proves to be particularly advantageous when not only one test bench unit is guided on this rail, but also several test bench units. With the design of the attachment of the carrier via a pivot axis, repercussions on the coordinates of other test bench units that result from deformations of the rail can be limited or avoided.
  • the position and/or orientation of a test bench unit and/or the carrier of the test bench unit is measured in the Xo-Yo-Zo position in the coordinate system of the vehicle test bench in the Xo-Yo-Zo position of the carrier .
  • This measurement is taken into account when determining the orientation of the intrinsic coordinate system of the support of the test bench unit in the coordinate system of the vehicle test bench in the current position.
  • the position and orientation of the carrier in the Xo - Yo - Zo position can also be done "by definition" when the carrier is attached to a structure (for example a guide rail) , so that the orientation of the carrier is assumed to be known.
  • the at least one reference point of the carrier is determined in the longitudinal direction of the guide rail. If the beam has one or more joints, the structure of the beam is changed so that the center of gravity of the unit changes "Carrier with test stand unit" is located, if possible, in a vertical direction above the at least one reference point of the carrier. If the center of gravity cannot be brought directly into a position above the reference point, the center of gravity is positioned so that the acting torque about a pivot axis through the reference point (or reference points) is as small as possible. This means that in this Xo - Yo - Zo position there is at best a slight inclination due to the lateral shift of the center of gravity. This is then the If the travel path of the carrier along the guide rail is known, the current position and orientation of the test bench unit can be determined.
  • the position of the at least one reference point of the carrier in the coordinate system of the vehicle test bench is measured in the current position of the carrier.
  • the carrier has controllable drive elements for one or more telescopic elements of the carrier and / or controllable drive elements for rotating parts of the carrier about one or more swivel joints of the carrier.
  • these controllable drive elements are controlled in such a way that the position and/or orientation of the intrinsic coordinate system of the test bench unit is corrected relative to the coordinate system of the vehicle test bench by the following measures.
  • a target position and target orientation of the intrinsic coordinate system of the test bench unit in the coordinate system of the vehicle test bench is determined from: determining the position of the at least one reference point of the carrier in the current position in the coordinate system of the vehicle test bench, determining the position and orientation of the intrinsic coordinate system of the test bench unit in intrinsic coordinate system of the carrier, and taking into account the orientation of the carrier's intrinsic coordinate system relative to the coordinate system of the vehicle test bench in the Xo-Yo-Zo position.
  • the target position of the intrinsic coordinate system of the test bench unit is first determined in such a way that the mentioned effects of the deviation, which are caused by the described torque, are neglected.
  • the adjusting elements of the carrier are then adjusted in such a way that the actual position and the actual orientation of the intrinsic coordinate system of the test bench unit in the coordinate system of the vehicle test bench in the current position correspond to the target position and target orientation of the test bench unit in the coordinate system of the vehicle test bench.
  • the controllable drive elements are controlled in such a way that an inclination of the carrier (which would lead to a deviation of the intrinsic coordinate system of the test stand unit) is compensated for by the control of the drive elements in such a way that this inclination of the carrier is caused by a targeted change in the structure of the carrier is compensated.
  • This change in the structure occurs in such a way that the actual position and actual orientation of the intrinsic coordinate system of the test bench unit corresponds to the target position and target orientation of the intrinsic coordinate system of the test bench unit.
  • Claim 5 relates to a vehicle test bench for carrying out a method according to one of the preceding claims.
  • the vehicle test bench has a test bench unit with a linearly guided position change.
  • the carrier of the test stand unit is mounted on or on a rail using a bearing element.
  • the bearing element is mounted in such a way that the bearing element of the carrier of the test stand unit can be brought into different positions in the longitudinal direction of the rail via drive means or manually.
  • the bearing element has a support element, via which the bearing element is additionally mounted next to the rail.
  • the bearing element can be mounted on a floor rail in the vehicle test bench.
  • the bearing element can be mounted on a rail, which is part of a portal system in the vehicle test bench.
  • a portal system has the advantage that the floor area of the vehicle test bench remains free so that other measuring units can be positioned there or a correspondingly enlarged entry and exit area of the vehicle is available.
  • the bearing element consists of two parts connected to one another via a pivot axis.
  • the first part of the bearing element is mounted on the rail.
  • the second part of the bearing element is mounted next to the rail via the support element.
  • the design of the vehicle test bench according to claim 6 can also be part of the partial application mentioned.
  • the position and orientation of the pivot axis is advantageously defined via the connection of the two parts of the bearing element.
  • the bearing element consists of two interconnected parts.
  • the first part of the bearing element is mounted on the rail.
  • the second part of the bearing element is opposite the first Part of the bearing element can be moved in the Z direction and stored next to the rail via the support element.
  • the two parts can also be connected to one another in such a way that the second part can be displaced in the Z direction relative to the first part.
  • the second part is again supported via a support element.
  • the rail is a floor rail, it depends on the flatness of the floor of the vehicle test stand as to whether an inclination of the carrier may be caused by raising or lowering the support element. This inclination can occur if a pivot axis within the meaning of claim 6 is present or even with a rigid bearing element if the rail is deformed.
  • the two parts can be displaced relative to one another in the vertical direction (Z direction).
  • the second part can then be raised or lowered according to an elevation in the ground or a wave in the ground. Due to the displaceability of the second part of the bearing element relative to the first part of the bearing element in the Z direction, a reaction on the rail is advantageously reduced or completely avoided.
  • the displacement in the Z direction ensures that there is no inclination of the carrier due to uneven floors depending on the position of the support element.
  • Fig. 1 a test stand unit which is attached to a support which has telescopic elements and swivel joints,
  • Fig. 2 the test stand unit according to Figure 1 in a further operating position
  • Fig. 3 the test bench unit according to Figure 1 in a further operating position
  • Fig. 4 a top view of a bearing element on which a carrier is applied with a rail on which the bearing element is guided
  • Fig. 5 a vertical section through the representation of Figure 4 with a first bearing element
  • FIG. 6 a vertical section through the representation of Figure 4 with another bearing element.
  • Figure 1 shows a test stand unit 1, which is attached to a carrier 2.
  • the carrier consists of several elements 3, 4 and 5.
  • Elements 3 and 4 are telescopic according to arrows 6 and 7.
  • the elements 3 and 4 as well as the elements 4 and 5 are connected to one another via swivel joints 8 and 9. These elements can be rotated relative to each other according to arrows 10 and 11.
  • Controllable drive elements are available for rotation around the swivel joints 8 and 9.
  • Controllable drive elements are also available in order to make elements 3 and 4 telescopic.
  • test bench unit 1 is attached to the element 5. This attachment also takes place via a swivel joint (not shown here).
  • the carrier 2 and thus also the test bench unit 1 attached to it can be moved in a vehicle test bench.
  • the carrier 2 can be guided along a rail, a chain or a guide rope.
  • an inclination measuring unit 12 is attached to the element 3 of the carrier 2.
  • This inclination measuring unit 12 can, for example, be a known Mems sensor.
  • Figure 2 shows the test bench unit 1 according to Figure 1 in a further operating position.
  • the center of gravity of the carrier 2 and the test bench unit 1 is above the contact surface of the carrier 2.
  • This is advantageously the Xo - Yo - Zo position, which is referred to as the starting position in the present context.
  • the starting position there is no torque acting through the carrier 2 and the test stand unit 1, which could lead to an inclination of the carrier.
  • Figure 3 shows the test stand unit 1 according to Figure 1 in a further operating position.
  • test bench unit is positioned in a lateral display in relation to the contact area of the carrier 2 (defined by the contact area of the element 3) by a corresponding rotation in the swivel joints 8 and 9. This creates a torque that leads to a lateral inclination of the carrier 2.
  • the dashed line representation therefore corresponds to the “target position and target orientation” of the intrinsic coordinate system of the test bench unit, which is then provided with the reference number T. Accordingly, the parts of the carrier 2' are also provided with the reference numbers 3', 8', 4', 9', 5'.
  • the deviation shown can be taken into account by conversion during the evaluation (i.e. when calibrating and/or adjusting the vehicle unit).
  • the structure of the carrier 2 is adjustable by the telescopic elements 3 and 4 and the swivel joints 8 and 9. It is therefore also possible to detect the deviation of the actual position and actual orientation of the test stand unit (position 1) from the target position and target orientation (position T). This compensation is carried out in such a way that the test stand unit 1 (taking into account the inclination of the carrier 2 as a result of the torque caused by the lateral extension of the test stand unit) is again at the target position (T) - also with the target orientation.
  • Figure 4 shows a top view of a bearing element 401 on which a carrier 2 is applied.
  • the bearing element 401 is guided on a rail 402.
  • the bearing element 401 consists of a first part 403 and a second part 404.
  • the first part 403 is attached to the rail 402 and guided along the rail 402.
  • the second part 404 is attached to the first part 403, shown by the marking arrows 405.
  • This attachment can be such that the two parts 403 and 404 are movable relative to one another along a pivot axis and/or can be displaced relative to one another in the vertical direction at the point indicated by the marking arrows 405.
  • a carrier 2 is attached to the second part 404 of the bearing element 401.
  • Figure 5 shows a vertical section through the representation of Figure 4 with a first bearing element.
  • the rail 402, the first part 403 of the bearing element, the second part 404 of the bearing element and the carrier 2 are shown.
  • the second part 404 of the bearing element is supported on the ground via a wheel 502.
  • a pivot axis 501 can be seen, about which the second part 404 of the bearing element can be pivoted relative to the first part 403.
  • this type of attachment of the second part 404 of the bearing element to the first part 403 of the bearing element through this pivot axis also results in a defined pivot axis for an inclination of the carrier 2 as a result of a torque caused by a lateral displacement of the common center of gravity of the carrier with the test stand unit 1 attached to it can be done.
  • This arrangement allows the bearing element to have repercussions on the rail
  • Figure 6 shows a vertical section through the representation of Figure 4 with another bearing element.
  • the rail 402, the first part 403 of the bearing element and the second part 404 of the bearing element are shown.
  • the carrier 2 is not shown here, but is also located on the second part 404 of the bearing element in this embodiment.
  • the second part 404 of the bearing element is supported on the ground via a wheel 602.
  • the second part 404 of the bearing element being displaceable in the vertical direction relative to the first part of the bearing element according to arrow 603. If the wheel 602 of the second part 404 of the bearing element is moved over uneven floors during a movement of the bearing element along the rail 402, these uneven floors can be compensated for by a movement in the vertical direction of the second part 404 of the bearing element relative to the first part 403 of the bearing element. This does not change the inclination of the carrier 2, but the Z coordinate of the carrier (and thus also of the test bench unit 1) is changed.
  • This arrangement can also limit the effects of the bearing element on the rail 402.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

La présente invention concerne un procédé permettant de déterminer la position et l'orientation d'un ensemble banc d'essai (1) dans une position courante. L'ensemble banc d'essai (1) interagit avec l'ensemble véhicule dans le banc d'essai de véhicule. Pour pouvoir étalonner l'ensemble véhicule, la position et l'orientation de l'ensemble banc d'essai (1) doivent être connues. La position de l'ensemble banc d'essai (1) dans le banc d'essai de véhicule peut être modifiée. Il peut en résulter un couple lorsque le banc d'essai (1) est décalé sur le côté, ce qui entraîne une inclinaison du support (2) de l'ensemble banc d'essai (1). Cette inclinaison du support (2) doit être prise en compte et, si nécessaire, compensée, lors de la détermination de la position et de l'orientation de l'ensemble banc d'essai (1). L'invention concerne également un banc d'essai de véhicule pour la mise en oeuvre d'un tel procédé.
PCT/DE2023/100488 2022-07-21 2023-06-29 Procédé d'étalonnage et/ou d'ajustement de système de coordonnées intrinsèques d'un ensemble véhicule par rapport à un système de coordonnées de véhicule, et banc d'essai de véhicule pour la mise en œuvre du procédé WO2024017433A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022118260.6 2022-07-21
DE102022118260.6A DE102022118260B3 (de) 2022-07-21 2022-07-21 Verfahren zur Kalibrierung und/oder Justierung des intrinsischen Koordinatensystems eines Fahrzeugaggregats relativ zu einem Koordinatensystem des Fahrzeugs und Fahrzeugprüfstand zur Durchführung des Verfahrens

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EP3771922A1 (fr) * 2019-07-29 2021-02-03 NEXION S.p.A. Procédé, appareil et programme informatique pour calibrer un capteur adas d'un vehicule, et procédé de caractérisation d'une surface de service permettant de calibrer un capteur adas d'un vehicule
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DE102010062696A1 (de) 2010-12-09 2012-06-14 Robert Bosch Gmbh Verfahren und Vorrichtung zum Kalibrieren und Justieren eines Fahrzeug-Umfeldsensors.
EP2789971A1 (fr) 2013-04-12 2014-10-15 p3d systems GmbH Procédé de calibrage d'un dispositif de détection et dispositif de détection
DE102015012344A1 (de) 2015-09-22 2016-03-31 Daimler Ag Verfahren zum Kalibrieren einer Kamera
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EP2789997A1 (fr) 2013-04-08 2014-10-15 Vishay Advanced Technologies Ltd. Dispositif de détection de charge
WO2020141455A1 (fr) * 2018-12-31 2020-07-09 BPG Sales and Technology Investments, LLC Alignement de cible robotique permettant un étalonnage de capteur de véhicule
DE102019113441A1 (de) 2019-05-20 2020-11-26 Dürr Assembly Products GmbH Verfahren zur Zuordnung des intrinsischen Koordinatensystems eines ersten Aggregats eines Fahrzeuges zur Erfassung des Raumes seitlich des Fahrzeuges relativ zu einem fahrzeugbezogenen Koordinatensystem und Vorrichtung zur Durchführung des Verfahrens
EP3771922A1 (fr) * 2019-07-29 2021-02-03 NEXION S.p.A. Procédé, appareil et programme informatique pour calibrer un capteur adas d'un vehicule, et procédé de caractérisation d'une surface de service permettant de calibrer un capteur adas d'un vehicule
CN213397650U (zh) * 2020-09-23 2021-06-08 深圳市道通科技股份有限公司 一种汽车车轮快检装置
WO2022184475A1 (fr) 2021-03-01 2022-09-09 Robert Bosch Gmbh Procédé et système permettant d'étalonner au moins un capteur de véhicule agencé dans un véhicule

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