Combined lateral acceleration and yaw angle simulation device and method of use

Abstract

The present application relates to the technical field of automobile electric performance test, in particular to a lateral acceleration and yaw angle combined simulation device and a use method thereof, comprising a fixing frame and a signal generating assembly, the fixing frame is provided with a power assembly, the fixing frame is further provided with a transmission assembly connected with an output end of the power assembly, an executing mechanism is arranged on the transmission assembly, the signal generating assembly is arranged on the executing mechanism, and the signal generating assembly is connected with an ESP and a signal receiver of an automobile through a transmission unit. Advantageous effects: the power assembly provides power for the movement of the executing mechanism, the executing mechanism simulates the state of the automobile when it makes a sharp turn, the lateral acceleration and yaw angle sensors collect the movement state signals of the signal generating assembly, and the collected signals are transmitted to the ESP system of the automobile through the transmission unit, the ESP system transmits the signals to the ECU electronic control unit of the automobile, the ECU finally transmits control signals to the whole vehicle to adjust the running state of the automobile, and finally the dynamic electric performance of the automobile ESP is tested.

Description

Technical Field

[0001] This invention relates to the field of automotive electrical performance testing technology, and in particular to a combined simulation device for lateral acceleration and yaw angle and its usage method. Background Technology

[0002] ESP (Electronic Stability Program) is an electronic stability system that analyzes vehicle driving status information from sensors and sends control commands to systems such as ABS (Anti-lock Braking System) and EBD (Electronic Brakeforce Distribution) to maintain vehicle dynamic balance. Therefore, ESP is crucial to the overall reliability of the vehicle, directly impacting its safety during sharp turns. The yaw rate and lateral acceleration are parameters that ESP needs to detect. Typically, the sensors measuring these two quantities are integrated together; that is, the sensor measuring lateral acceleration and the sensor measuring yaw rate are integrated together, hereinafter referred to as the lateral acceleration and yaw angle sensor. During new vehicle development, especially in the prototype production stage, various uncertainties exist, making dynamic electrical performance testing a critical aspect of automotive development.

[0003] The driving conditions of automobiles are extremely complex during use. To comprehensively test and analyze the changes in the electrical performance of ESP during sharp turns, it is usually necessary to construct huge and costly test tracks. Furthermore, there are many safety hazards during the new car development phase, making track testing highly risky. In the laboratory, the static electrical performance of ESP can only be tested with simple steering operations while the car is stationary, making a comprehensive analysis of its dynamic electrical performance impossible. Meanwhile, the lateral acceleration and yaw angle during sharp turns are related to the car's stability, and these are accompanied by changes in electrical performance. Testing the electrical performance affected by single factors individually has two drawbacks: firstly, it introduces errors compared to performance measured under real-world conditions; secondly, it increases the number of tests required, raising operational costs. Therefore, the automotive industry urgently needs a combined simulation device. Summary of the Invention

[0004] Based on the above problems, this invention proposes a device for simulating lateral acceleration and yaw angle together.

[0005] The technical solution of this invention is implemented as follows:

[0006] The combined lateral acceleration and yaw angle simulation device includes a mounting frame and a signal generation component. The mounting frame houses a power component and a transmission component connected to the output of the power component. The transmission component houses an actuator. The signal generation component is mounted on the actuator and connected to the vehicle's electronic stability system (ESP) and signal receiver via a transmission unit. The power component provides power to the actuator, which simulates the vehicle's sudden turning motion. The signal generation component collects the actuator's motion state signals and transmits them to the vehicle's ESP system via the transmission unit. The ESP system then transmits the signals to the vehicle's ECU (Electronic Control Unit), which ultimately issues control signals to adjust the vehicle's operating state, thus testing the dynamic electrical performance of the vehicle's ESP.

[0007] The power assembly includes a mounting plate on a fixed frame, on which a vertically arranged drive motor is mounted. The output shaft of the drive motor is connected to a transmission assembly. The drive motor provides torque to the transmission assembly, causing it to rotate. Specifically, the drive motor can be a stepper motor or a servo motor.

[0008] The mounting plate includes a lower support plate and an upper fixed plate arranged in parallel. The lower support plate and the upper fixed plate are connected by a vertical structural plate. The drive motor is installed between the lower support plate and the upper fixed plate, and the output axis of the drive motor extends upward beyond the upper fixed plate. The lower support plate, the upper fixed plate, and the vertical structural plate together fix the drive motor, ensuring the installation stability of the drive motor and preventing excessive vibration during the test from affecting the test results.

[0009] The transmission assembly includes a transmission shaft, the upper and lower parts of which are rotatably connected to a fixed frame via upper and lower bearing seats, respectively. The lower end of the transmission shaft is connected to an output shaft via a coupling. An actuator is mounted on the transmission shaft. The upper and lower bearing seats are connected to the transmission shaft via bearings, thereby enabling the output shaft to drive the transmission shaft to rotate via the coupling. Specifically, the bearings installed in the upper and lower bearing seats are tapered roller bearings, angular contact ball bearings, or self-aligning roller bearings.

[0010] The actuator includes a rotating arm I, with its fixed end connected to a drive shaft and its cantilever end connected to the drive shaft via a pull rope. A signal generating component is located at the cantilever end of the rotating arm I. The pull rope keeps the rotating arm I horizontal during rotation, ensuring its structural rigidity and facilitating data signal acquisition.

[0011] The actuator includes a rotating arm II and a circular slide rail. The fixed end of the rotating arm II is connected to the drive shaft, and the cantilever end of the rotating arm II is slidably connected to the circular slide rail. A signal generating component is disposed at the cantilever end of the rotating arm II. The circular slide rail is fixedly mounted on a fixed frame, and the circle of the circular slide rail coincides with the rotation center of the drive shaft. The circular slide rail provides support for the cantilever end of the rotating arm II, preventing the rotating arm from sagging.

[0012] The transmission unit includes a fixed plate mounted on a fixed frame. A slip ring is provided on the fixed plate and connected to the upper end of the drive shaft. Lateral acceleration and yaw angle sensors mounted on the signal generating assembly are connected to the signal receiver and the vehicle's electronic stability system via the slip ring. The slip ring effectively prevents signal or power cables from becoming entangled during the rotation of the rotating arm.

[0013] The slip ring includes a rotating disk and a fixed body that are rotatably connected. The rotating disk is connected to a drive shaft, and the fixed body is connected to a fixed plate. The inner hole of the rotating disk is connected to the drive shaft via a set screw, and the fixed body is connected to a stop plate via a set screw. The stop plate is connected to the fixed body.

[0014] The signal generating component includes a power source and a mounting bracket. The mounting bracket is mounted on the power source, which is located on the rotating part of the actuator. The mounting bracket is equipped with lateral acceleration and yaw angle sensors. The power source drives the lateral acceleration and yaw angle sensors to rotate by a certain angle via the mounting bracket.

[0015] A method for using a combined lateral acceleration and yaw angle simulation device includes the following steps:

[0016] S1, Remove the lateral acceleration and yaw angle sensors from the vehicle under test and install them on the mounting bracket of the signal generator of the analog device;

[0017] S2 connects the lateral acceleration and yaw angle sensors to the ESP system and signal receiver on the vehicle under test via the transmission unit;

[0018] S3, the vehicle state parameters are calculated from the dynamic model. Based on the calculated yaw angle and lateral acceleration of the vehicle during driving, the speed of the power components and the rotation angle of the power source are set by the controller.

[0019] S4, start the power unit. The power unit drives the actuator to rotate through the transmission unit. The signal generating unit rotates together with the rotating part of the actuator. At this time, the lateral acceleration and yaw angle sensors collect acceleration signals and angle signals.

[0020] S5, the acceleration and angle signals collected by the lateral acceleration and yaw angle sensors are transmitted to the ESP system and signal receiver on the vehicle under test through the transmission unit. The ESP system will transmit the signal to the vehicle ECU electronic control unit. The ECU will eventually issue control signals to the whole vehicle to adjust the vehicle's operating status. At the same time, the changes in the vehicle's electrical performance during cornering can be observed through the signal receiver 5.

[0021] The beneficial effects of this invention are:

[0022] The lateral acceleration and yaw angle combined simulation device provided by this invention can comprehensively test the impact of simulated signals of lateral acceleration and yaw angle on the electrical performance of a car during a sharp turn in the laboratory, and measure the dynamic electrical performance in real time. It is safe, reliable and efficient, and solves the technical problems of difficult and costly testing of ESP dynamic electrical performance.

[0023] The lateral acceleration and yaw angle combined simulation device provided by this invention has strong versatility, does not need to consider the differences between electronic stability systems of different vehicles, and effectively avoids the problem that a large number of subsystems of the actual vehicle under test are not open to external development.

[0024] The lateral acceleration and yaw angle combined simulation device provided by this invention is simple and convenient to operate. It can directly adjust the rotational angular velocity of the transmission shaft and the rotating arm in real time by controlling the rotational speed of the power source, and simulate acceleration by adopting the physical principle of centrifugal acceleration of circular motion.

[0025] The lateral acceleration and yaw angle combined simulation device provided by this invention can simultaneously adjust the rotational speed of the signal generator as it rotates with the rotating arm and the yaw angle of the signal generator, and directly transmit the generated acceleration and angle to the ESP system of the actual vehicle under test. This combination of virtual and real simulation ensures the reliability and authenticity of the test results. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the combined simulation device of the present invention.

[0028] Figure 2 This is a schematic diagram of the drive shaft structure.

[0029] Figure 3 This is a schematic diagram of the actuator structure.

[0030] Figure 4 This is a schematic diagram of the rotating arm II.

[0031] Figure 5 This is a schematic diagram of an acceleration simulation mechanism.

[0032] Figure 6 This is a schematic diagram of an angle generating device.

[0033] In the diagram: 1-Power assembly, 11-Lower support plate, 12-Vertical structural plate, 13-Drive motor, 14-Upper fixed plate, 15-Output shaft, 2-Transmission assembly, 21-Key, 22-Coupling, 23-Lower bearing housing, 24-Transmission shaft, 241-Pull hole, 242-Connecting groove, 25-Upper bearing housing, 3-Actuator, 31-Bolt, 32-Rotating arm I, 33-Pull rope, 34-Snap fastener, 4-Transmission unit 41-Power cord I, 42-Signal cord I, 43-Slip ring, 431-Rotating disk, 432-Fixed body, 44-Stop plate, 45-Fixed plate, 46-Power cord II, 47-Signal cord II, 5-Signal receiver, 6-Fixed bracket, 7-Signal generating assembly, 71-Power source, 72-Mounting bracket, 73-Lateral acceleration and yaw angle sensor, 8-Rotating arm II, 9-Steel ball, 10-Circular slide rail. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] Example 1, as Figure 1 As shown, the lateral acceleration and yaw angle combined simulation device includes a fixed frame 6 and a signal generating component 7. A power component 1 is mounted on the fixed frame 6, and a transmission component 2 connected to the output end of the power component 1 is also mounted on the fixed frame 6. An actuator 3 is mounted on the transmission component 2. The signal generating component 7 is mounted on the actuator 3 and is connected to the vehicle's electronic stability system or a signal receiver 5 via a transmission unit 4. The power component 1 drives the actuator 3 to rotate via the transmission component 2. The rotation of the actuator 3 simulates the state of the vehicle during a sharp turn. During the rotation of the actuator 3, lateral acceleration and yaw angle sensors 73 mounted on the signal generating component 7 collect data on the acceleration and angle generated by the actuator 3 and transmit the collected data to the signal receiver 5 and the vehicle's electronic stability system via the transmission unit 4, thereby realizing the change in the vehicle's electrical performance during a sharp turn.

[0036] Furthermore, the power assembly 1 includes a mounting plate mounted on the fixed frame 6. A vertically arranged drive motor 13 is mounted on the mounting plate, and the output shaft 15 of the drive motor 13 is connected to the transmission assembly 2. In this embodiment, the drive motor 13 is a stepper motor or a servo motor. The drive motor 13 drives the transmission assembly 2 to rotate via the output shaft 15, thereby driving the actuator 3 to move. The mounting plate includes a lower support plate 11 and an upper fixed plate 14 arranged in parallel. The lower support plate 11 and the upper fixed plate 14 are connected by a vertical structural plate 12. The drive motor 13 is mounted between the vertical lower support plate 11 and the upper fixed plate 14, and the output shaft 15 of the drive motor 13 extends upwards out of the upper fixed plate 14. Specifically, the vertical structural plate 12 is connected to the upper fixed plate 14 and the lower support plate 11 by welding or bolting. The lower support plate 11, the upper fixed plate 14, and the vertical structural plate 12 together fix the drive motor 13, ensuring the stability of the drive motor 13 during operation and preventing excessive vibration during testing from affecting the test results.

[0037] Furthermore, the transmission assembly 2 includes a transmission shaft 24. The upper and lower parts of the transmission shaft 24 are rotatably connected to the fixed frame 6 via an upper bearing seat 25 and a lower bearing seat 23, respectively. The lower end of the transmission shaft 24 is connected to the output shaft 15 via a coupling 22. The actuator 3 is mounted on the transmission shaft 24. In this embodiment, bearings are provided in the upper bearing seat 25 and the lower bearing seat 23. The bearings are one of tapered roller bearings, angular contact ball bearings, or self-aligning roller bearings, and the bearings can simultaneously handle axial and radial forces, meeting the usage requirements of the simulation device of this application. Figure 2 As shown, the transmission shaft 24 is a stepped rotary shaft structure, and the total length of the transmission shaft 24 is 140mm, the maximum shaft diameter is 29mm, the mean diameter is 20mm, and the minimum shaft diameter is 14mm. The transmission shaft 24 has symmetrically arranged connecting grooves 242 at its major diameter, which are used to connect with the rotating arm of the actuator 3.

[0038] Example 2 differs from Example 1 in that the actuator 3 includes a rotating arm I 32, the fixed end of which is connected to the drive shaft 24, and the cantilever end of the rotating arm I 32 is connected to the drive shaft 24 via a pull rope 33. Furthermore, the signal generating component 7 is located at the cantilever end of the rotating arm I 32. Figure 2As shown, the drive shaft 24 is provided with a transversely arranged connecting groove 242, and the connecting groove 242 is provided with a connecting hole. The upper part of the drive shaft 24 is provided with a pull hole 241. The fixed end of the rotating arm I 32 is a U-shaped double-ear structure, which is inserted into the symmetrically arranged connecting groove 242 and connected by bolts 31. Specifically, the bolts 31 pass through the U-shaped double-ear structure and the connecting hole in the connecting groove 242 and are tightened with nuts to fix the rotating arm I 32 on the drive shaft 24. The cantilever end of the rotating arm I 32 is fixedly connected to one end of the pull rope 33, and the other end of the pull rope 33 is connected to the pull hole 241 on the upper part of the drive shaft 24. The pull rope 23 provides an upward force to the cantilever end of the rotating arm I 32, preventing the rotating arm I 32 from sagging and increasing the system rigidity of the simulation device.

[0039] Example 3 differs from Example 1 in that... Figure 3 , Figure 4 As shown, the actuator 3 includes a rotating arm II 8 and a circular slide rail 10. The fixed end of the rotating arm II 8 is connected to the drive shaft 24, and the cantilever end of the rotating arm II 8 is slidably connected to the circular slide rail 10. The signal generating component 7 is disposed at the cantilever end of the rotating arm II 8. The circular slide rail 10 is fixedly disposed on the mounting bracket 6, and the circle of the circular slide rail 10 coincides with the rotation center of the drive shaft 24. The fixed end of the rotating arm II 8 has a U-shaped double-ear structure, which is inserted into the symmetrically arranged connecting grooves 242 and connected by bolts 31. Specifically, the bolts 31 pass through the connecting holes in the U-shaped double-ear structure and the connecting grooves 242 and are tightened with nuts to fix the rotating arm II 8 on the drive shaft 24.

[0040] Furthermore, the cantilever end of the rotating arm II8 is provided with a ball socket A and a hole B. A steel ball is rotatably disposed in the ball socket A. The upper surface of the circular slide rail 10 is provided with a groove. The cross-sectional shape of the groove is an arc structure or a V-shaped structure. When the rotating arm II8 rotates, the steel ball slides in the groove. At this time, the circular slide rail 10 provides support for the rotating arm II8, preventing the rotating arm II8 from sagging and ensuring the structural rigidity of the rotating arm II8. The hole B at the cantilever end of the rotating arm II8 is used to connect with the signal generating component 7, which facilitates the installation of the signal generating component 7.

[0041] Example 4 differs from Examples 2 or 3 in that the transmission unit 4 includes a fixed plate 45 fixedly mounted on the fixed frame 6. A slip ring 43 is provided on the fixed plate 45 and is connected to the upper end of the drive shaft 24. The signal generating component 7 is connected to the signal receiver 5 and the vehicle's electronic stability system via the slip ring 43. The lateral acceleration and yaw angle sensors 73 mounted on the signal generating component 7 transmit the generated acceleration and angle signals to the signal receiver 5 via the slip ring 43, ensuring that no signal entanglement occurs when the signal generating component 7 rotates with the actuator 3. In this example, the signal receiver 5 is a signal receiver with a display screen. The signals generated by the lateral acceleration and yaw angle sensors 73 are transmitted to the signal receiver 5 through the transmission unit 4, allowing the dynamic electrical performance of the vehicle to be viewed from the signal receiver 5. The slip ring 43 includes a rotating disk 431 and a fixed body 432 rotatably connected. The rotating disk 431 is connected to the drive shaft 24, and the fixed body 432 is connected to the fixed plate 45. Specifically, the inner hole of the rotating disk 431 is connected to the upper end of the drive shaft 24 by a set screw, the fixed body 432 is connected to one end of the stop plate 44, and the other end of the stop plate 44 is fixed to the fixed plate 45 by bolts, thereby fixing the fixed body 432.

[0042] Furthermore, slip ring 43 is connected to a fixed power supply via power line II 46, and also connected to signal generating component 7 via power line I 41. Power lines I 41 and II 46 work together to power signal generating component 7. Simultaneously, power line II 46 is also connected to and powers signal receiver 5, thus ensuring the normal operation of signal generating component 7 and signal receiver 5. Slip ring 43 is connected to lateral acceleration and yaw angle sensors 73 mounted on signal generating component 7 via signal line I 42, and also connected to signal receiver 5 and the vehicle's electronic stability system via signal line II 47. When the simulation device is in use, actuator 3 simulates a sharp turn of the vehicle. The signals generated by the lateral acceleration and yaw angle sensors 73 are transmitted to signal receiver 5 and the vehicle's electronic stability system via signal lines I 42 and II 47. The electronic stability system transmits the signals to the vehicle's ECU (Electronic Control Unit), which ultimately issues control signals to adjust the vehicle's operating state. Changes in the vehicle's dynamic electrical performance can be observed through signal receiver 5. The signal receiver 5 can be an oscilloscope or other device with data display and data acquisition functions.

[0043] Example 5 differs from Example 2 or Example 3 in that the transmission unit 4 uses WiFi or Bluetooth connection for signal transmission, and the signal generated by the lateral acceleration and yaw angle sensors 73 installed on the signal generating component 7 is directly transmitted wirelessly to the signal receiver 5 and the vehicle's electronic stability system, making the transmission convenient and fast.

[0044] Example 6 differs from Example 4 or Example 5 in that, as Figure 5 , Figure 6 As shown, the signal generating component 7 includes a power source 71 and a mounting bracket 72. The mounting bracket 72 is mounted on the power source 71, which is located on the rotating part of the actuator 3. The mounting bracket 72 is equipped with lateral acceleration and yaw angle sensors 73. Specifically, the power source 71 is located at the cantilever end of the rotating arm I 32 or the rotating arm II 8. The power source 71 is one of a servo motor, a stepper motor, or a servo motor. In this embodiment, the power source 71 is a servo motor, capable of driving the mounting bracket 72 to rotate at a certain angle. The rotation axis of the power source 71 is vertically arranged, and the mounting bracket 72 rotates around the rotation axis of the power source 71. The rotation axis of the mounting bracket 72 is parallel to the axis of the transmission shaft 24. Specifically, during the simulation, the speed of the drive motor 13 and the rotation angle of the mounting bracket 72 are set based on the calculated yaw angle and lateral acceleration of the vehicle during driving.

[0045] Acceleration generation principle: During vehicle operation, there is a possibility of prolonged continuous turning; therefore, the simulation mechanism must be able to continuously provide lateral acceleration. The acceleration generation principle in the simulation mechanism is as follows: Figure 5 As shown, the simulation uses the physical principle of centrifugal acceleration in circular motion. Given the radius R and angular velocity w, the acceleration a is...

[0046]

[0047] In implementation, the rotation radius R can be kept constant. The lateral acceleration of the signal generating component 7 can be changed by adjusting the rotational speed of the rotating arm, and then the magnitude of the acceleration can be measured by the lateral acceleration and yaw angle sensor 73. Alternatively, while keeping the rotational speed of the rotating arm constant, the rotation radius can be changed, and then the magnitude of the acceleration can be measured by the lateral acceleration and yaw angle sensor 73.

[0048] Angle generation principle: During vehicle operation, the vehicle is in a continuous turning state. Therefore, the simulation mechanism must also be able to continuously change the yaw angle, and the control of the yaw angle must be convenient and precise. For example... Figure 6As shown, a mounting bracket 72 is provided on the power source 71. The lateral acceleration and yaw angle sensors are fixed to the mounting bracket 72 by bolts. By adjusting the rotation angle of the power source 71, the mounting bracket 72 is rotated to the required angle. The lateral acceleration and yaw angle sensors rotate with the mounting bracket 72 to the corresponding angle, thereby sensing the change in yaw angle. The angle control device for the signal generating component 7 is not limited to the structure of this embodiment. The power source of the control device can be a servo motor, a stepper motor, a servo motor, a cylinder, etc. The choice of control method is closely related to the test space.

[0049] It should be noted that, in order to prevent signal entanglement when the signal generating component 7 rotates with the actuator 3, the transmission unit 4 can be disposed between the actuator 3 and the upper bearing housing 25. Alternatively, as shown below... Figure 1 The arrangement shown is on the upper bearing housing 25. At this time, it is necessary to handle the connection of power line I 41 and power line II 46, as well as the connection of signal line 42 I and signal line II 47. It is necessary to cut a slot in the drive shaft 24, that is, to cut a slot in the part of the drive shaft 24 that passes through the upper bearing housing 25, so that the power line and signal line can pass through.

[0050] A method for using a combined lateral acceleration and yaw angle simulation device, such as... Figure 1 As shown, it includes the following steps:

[0051] S1, remove the lateral acceleration and yaw angle sensors 73 from the vehicle under test and install them on the signal generator 7 of the analog device.

[0052] S2, the lateral acceleration and yaw angle sensors 73 are connected to the ESP system and signal receiver 5 of the vehicle under test through the transmission unit 4.

[0053] S3, the vehicle state parameters are calculated by the dynamic model. Based on the calculated yaw angle and lateral acceleration of the vehicle during driving, the speed of the power component 1 and the rotation angle of the power source 71 are set by the controller.

[0054] S4, start the power assembly 1. The power assembly 1 drives the actuator 3 to rotate through the transmission assembly 2. The signal generating assembly 7 rotates together with the rotating part of the actuator 3. At this time, the signal generating assembly 7 generates lateral acceleration and yaw state. The lateral acceleration and yaw angle sensor 73 rotates together with the rotating arm. At the same time, the power source 71 drives the mounting bracket 72 to rotate to generate the required yaw action. At this time, the lateral acceleration and yaw angle sensor collects the lateral acceleration and yaw signals.

[0055] S5, the acceleration and angle signals collected by the lateral acceleration and yaw angle sensors are transmitted to the ESP system and signal receiver 5 on the vehicle under test through the transmission unit 4. The ESP system will transmit the signal to the vehicle ECU electronic control unit. The ECU will eventually issue control signals to the whole vehicle to adjust the vehicle's operating status. At the same time, the changes in the vehicle's electrical performance during cornering can be observed through the signal receiver 5.

[0056] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A device for simulating lateral acceleration and yaw angle, characterized in that, It includes a mounting frame (6) and a signal generating component (7). The mounting frame (6) is equipped with a power component (1). The mounting frame (6) is also equipped with a transmission component (2) connected to the output end of the power component (1). The transmission component (2) is equipped with an actuator (3). The signal generating component (7) is mounted on the actuator (3). The signal generating component (7) is connected to the electronic stability system and signal receiver (5) of the vehicle through a transmission unit (4). The power assembly (1) includes a vertically arranged drive motor (13), the output shaft (15) of the drive motor (13) is connected to the transmission assembly (2); the transmission assembly (2) includes a transmission shaft (24), the lower end of the transmission shaft (24) is connected to the output shaft (15) through a coupling (22); the actuator (3) is mounted on the transmission shaft (24); The actuator (3) includes a rotating arm I (32), the fixed end of which is connected to the drive shaft (24), and the cantilever end of which is connected to the drive shaft (24) via a pull rope (33). The signal generating component (7) is located at the cantilever end of the rotating arm I (32); or the actuator (3) includes a rotating arm II (8) and a circular slide rail (10), the fixed end of which is connected to the drive shaft (24), and the cantilever end of which is slidably connected to the circular slide rail (10). The signal generating component (7) is located at the cantilever end of the rotating arm II (8). The signal generating component (7) includes a power source (71) and a mounting bracket (72). The mounting bracket (72) is mounted on the power source (71). The power source (71) is located on the cantilever end of the rotating arm I (32) or rotating arm II (8) of the actuator (3). The mounting bracket (72) is equipped with lateral acceleration and yaw angle sensors (73).

2. The combined simulation device for lateral acceleration and yaw angle according to claim 1, characterized in that, The power assembly (1) includes a mounting plate disposed on a fixed frame (6), and a drive motor (13) is disposed on the mounting plate.

3. The combined simulation device for lateral acceleration and yaw angle according to claim 2, characterized in that, The mounting plate includes a lower support plate (11) and an upper fixing plate (14) arranged in parallel. The lower support plate (11) and the upper fixing plate (14) are connected by a vertical structural plate (12). A drive motor (13) is installed between the lower support plate (11) and the upper fixing plate (14), and the output shaft (15) of the drive motor (13) extends upward out of the upper fixing plate (14).

4. The combined simulation device for lateral acceleration and yaw angle according to claim 2 or 3, characterized in that, The upper and lower parts of the drive shaft (24) are rotatably connected to the fixed frame (6) via the upper bearing seat (25) and the lower bearing seat (23), respectively.

5. The combined simulation device for lateral acceleration and yaw angle according to claim 1, characterized in that, The circular slide rail (10) is fixedly mounted on the fixed frame (6), and the center of the circular slide rail (10) coincides with the rotation center of the drive shaft (24).

6. The combined simulation device for lateral acceleration and yaw angle according to claim 1 or 5, characterized in that, The transmission unit (4) includes a fixed plate (45) fixedly mounted on a fixed frame (6), a slip ring (43) is provided on the fixed plate (45), and the slip ring (43) is connected to the upper end of the drive shaft (24). The signal generating component (7) is connected to the signal receiver (5) and the electronic stability system of the car through the slip ring (43). The slip ring (43) includes a rotating disk (431) and a fixed body (432) that are rotatably connected. The rotating disk (431) is connected to the drive shaft (24), and the fixed body (432) is connected to the fixed plate (45).

7. A method of using the combined simulation device for lateral acceleration and yaw angle as described in claim 6, characterized in that, Includes the following steps: S1, remove the lateral acceleration and yaw angle sensors (73) from the vehicle under test and install them on the mounting bracket (72) of the signal generation component (7) of the analog device; S2, the lateral acceleration and yaw angle sensors (73) are connected to the ESP system and signal receiver (5) of the vehicle under test through the transmission unit (4); S3, the vehicle state parameters are calculated by the dynamic model. Based on the calculated yaw angle and lateral acceleration of the vehicle during driving, the speed of the power component (1) and the rotation angle of the power source (71) are set by the controller. S4, start the power assembly (1), the power assembly (1) drives the actuator (3) to rotate through the transmission assembly (2), and the signal generating assembly (7) rotates together with the rotating part of the actuator (3); at this time, the lateral acceleration and yaw angle sensor (73) collects the acceleration signal and angle signal; S5, the acceleration and angle signals collected by the lateral acceleration and yaw angle sensors (73) are transmitted to the ESP system and signal receiver (5) on the vehicle under test through the transmission unit (4). The ESP system will transmit the signal to the vehicle ECU electronic control unit. The ECU will eventually issue control signals to the whole vehicle to adjust the vehicle's operating status. At the same time, the signal receiver (5) will observe the changes in the vehicle's electrical performance during the turning state.

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