An electromagnetic compatibility test system and control method for a steering control device

Abstract

The application relates to an electromagnetic compatibility test system and control method of a steering control device, which comprises a torque load simulation device, a TAS sensor simulation device and a monitoring device. The torque load simulation device is used for transmitting the pushing force applied by the air pump unit to the brake disc, so as to simulate the torque load of the ground friction to the steering assist motor. The TAS sensor simulation device is used for outputting a simulation signal to the electronic control unit, so as to simulate the rotation information collected by the TAS sensor to change the assist state of the steering control device. The monitoring device is used for monitoring the real-time operation condition of the steering assist motor to judge whether the steering control device is in the corresponding assist state. Through the input of external simulation physical quantities and the addition of the torque load simulation device, effective information input of the typical operation condition of the steering control device is realized, the steering control device is induced to work in a specific working condition, and electromagnetic compatibility test is completed.

Description

Technical Field

[0001] This invention relates to the field of electromagnetic compatibility testing technology, and in particular to an electromagnetic compatibility testing system and control method for a steering control device. Background Technology

[0002] With the development of automotive electronic product design, the division of labor in component design is becoming increasingly granular. It is difficult for a single manufacturer to design, produce and manufacture an entire assembly product. Instead, multiple manufacturers are needed to produce individual automotive electronic component modules, which are then assembled by the automotive OEM.

[0003] The PPK (Power Steering Detector) component of EPS (Electric Power Steering) requires design verification in the later stages of the design process to examine whether the design meets the design specifications. Electromagnetic compatibility (EMC) testing is particularly important in design verification, as it assesses whether the electromagnetic characteristics of the product design can ensure stable and abnormal operation of the automotive electronics in complex electromagnetic environments. The PPK component is a power unit comprising a power steering motor and an electronic control unit for controlling the power steering motor's assist state.

[0004] In conducting electromagnetic compatibility (EMC) tests, it is necessary to consider the absence of external electromagnetic waves in the testing environment, as well as the normal operating conditions of the PPK component under both normal and extreme conditions. However, without the mechanical components and TAS sensors found in EPS (Electrostatic Power Supply), the PPK component struggles to achieve its designed functional logic and operate normally. This makes it difficult to meet both normal and extreme operating conditions during EMC testing, resulting in unsatisfactory evaluation results. When the tested product is used in a mass-produced vehicle under extremely complex electromagnetic environments, it is prone to functional abnormalities, leading to design malfunctions, driver interference, and potentially, in severe cases, unpredictable road accidents.

[0005] Therefore, there is a need to provide an electromagnetic compatibility (EMC) testing method that can accurately realize the operating conditions required for PPK components in EMC testing and can prepare for the evaluation of the electromagnetic characteristics of PPK components to solve the above-mentioned technical problems. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides a steering control device control method for electromagnetic compatibility (EMC) testing. This solves the technical problem in the prior art where the PPK component cannot reach normal and extreme operating conditions during EMC testing, thus causing the EMC test results of the PPK component to fail to meet expectations.

[0007] The technical effects of this invention are achieved through the following:

[0008] An electromagnetic compatibility testing system for a steering control device, the steering control device including a steering assist motor and an electronic control unit for controlling the assist state of the steering assist motor, the system comprising:

[0009] A torque load simulation device is installed in an electromagnetic compatibility semi-anechoic chamber. The torque load simulation device includes a pneumatic friction structure and an airflow valve assembly. The airflow valve assembly is used to adjust the air pressure of the compressed air output by the air pump unit. The pneumatic friction structure is used to transmit the pushing force applied by the air pump unit to the brake disc to simulate the torque load of ground friction applied to the power steering motor.

[0010] A TAS sensor simulation device is installed in an electromagnetically compatible semi-anechoic chamber. The TAS sensor simulation device is installed in an electromagnetically shielded load box. The TAS sensor simulation device is used to output analog signals to the electronic control unit to simulate the rotation information collected by the TAS sensor. The TAS sensor simulation device changes the power assist state of the steering control device by adjusting the corresponding analog signals.

[0011] A monitoring device is installed in the electromagnetic compatibility test control room. The monitoring device is used to monitor the real-time operating conditions of the power steering motor and determine whether the steering control device is in the corresponding power steering state, so as to complete the electromagnetic compatibility test of the steering control device in the corresponding power steering state.

[0012] Furthermore, the pneumatic friction structure is a snap-fit ​​structure with grooves. The pneumatic friction structure is used to snap onto the brake disc of the power steering motor. Two pneumatic friction pads are respectively provided on the inner walls of both sides of the groove. The pneumatic friction pads are driven and connected to the air pump unit through gas pipelines. The air pump unit adjusts the pushing force applied to the pneumatic friction pads through the airflow valve assembly to make the two pneumatic friction pads move towards each other. The two pneumatic friction pads transmit the pushing force one-to-one to both sides of the rotating brake disc through their friction surfaces to generate friction force on the brake disc.

[0013] Furthermore, the pneumatic friction structure is a snap-fit ​​structure with a groove. The pneumatic friction structure is used to snap onto the brake disc of the power steering motor. A fixing plate and a pneumatic friction plate are respectively provided on the inner walls of both sides of the groove. The pneumatic friction plate is driven and connected to the air pump unit through a gas pipeline. The air pump unit applies a pushing force to the pneumatic friction plate to press the brake disc between the fixing plate and the pneumatic friction plate, so that the pneumatic friction plate transmits the pushing force to the corresponding side of the rotating brake disc through its friction surface to simulate the torque load of ground friction. By adding passive devices such as torque load simulation devices and installing TAS sensor simulation devices in electromagnetically shielded load boxes, the application of electrical signals through optical isolation is achieved without disrupting the electromagnetic environment of the electromagnetically compatible semi-anechoic chamber. This allows the TAS sensor simulation device to input simulated physical quantities from the outside world, enabling effective information input for typical operating conditions of the steering control device. This tricks the steering control device into operating under specific conditions, allowing it to perform single-function steering control without the support of mechanical components such as assemblies, worm gears, etc.

[0014] Furthermore, it also includes a control device and a CAN communication simulation device. The control device is located in the electromagnetic compatibility test control room. The control device is used to control the CAN communication simulation device to send CAN communication information to the electronic control unit to simulate the vehicle speed information collected by the chassis control domain.

[0015] Furthermore, the control device is also used to control the TAS sensor simulation device to output preset rotation information to the electronic control unit through optical isolation. The preset rotation information is the preset rotation information of the power steering motor detected by the simulated TAS sensor, wherein the preset rotation information includes preset steering wheel position, preset steering wheel angular velocity and preset torque load.

[0016] Furthermore, the electromagnetic compatibility semi-anechoic chamber is equipped with an electromagnetic compatibility test antenna, which is used to transmit electromagnetic waves or receive electromagnetic waves transmitted by the power steering motor and the electronic control unit.

[0017] In addition, a steering control device control method for electromagnetic compatibility testing is also provided. This method is implemented based on the aforementioned electromagnetic compatibility testing system for the steering control device, and includes:

[0018] The preset rotation information is output to the electronic control unit. The preset rotation information is the preset rotation information of the power steering motor detected by the TAS sensor. The preset rotation information includes the preset steering wheel position, the preset steering wheel angular velocity, and the preset torque load.

[0019] The torque load simulation device transmits the pushing force applied by the air pump unit to the brake disc, so as to provide the preset torque load simulating the ground friction to the power steering motor;

[0020] Furthermore, the power steering motor is controlled to provide assistance based on the preset steering wheel position, the preset steering wheel angular velocity, and the preset torque load;

[0021] Obtain the real-time operating status of the power steering motor;

[0022] Based on the real-time operating conditions and the preset rotation information, it is determined whether the steering control device is in the corresponding power assist state so that the steering control device in the corresponding power assist state can complete the electromagnetic compatibility test.

[0023] Furthermore, obtain the real-time operating conditions of the power steering motor, including:

[0024] The CAN communication simulation device is controlled to send CAN communication information to the electronic control unit to simulate the vehicle speed information collected by the chassis control domain.

[0025] In addition, a steering control device control method for electromagnetic compatibility testing is also provided. This method is implemented based on the aforementioned electromagnetic compatibility testing system for the steering control device, and includes:

[0026] S1: Output initial preset rotation information to the electronic control unit. The initial preset rotation information is the initial preset rotation information of the power steering motor detected by the simulated TAS sensor. The preset rotation information includes the initial preset steering wheel position, the initial preset steering wheel angular velocity, and the initial preset torque load.

[0027] The torque load simulation device transmits the pushing force applied by the air pump unit to the brake disc, so as to provide the initial preset torque load simulating the ground friction to the power steering motor;

[0028] Furthermore, the power steering motor is controlled to provide assistance based on the initial preset steering wheel position, the initial preset steering wheel angular velocity, and the initial preset torque load;

[0029] S2: Obtain the real-time operating status of the power steering motor;

[0030] S3: Based on the real-time operating conditions and the initial preset rotation information, determine whether the steering control device is in the corresponding power assist state;

[0031] S4: If so, output the first preset rotation information to the electronic control unit to control the power steering motor to maintain the corresponding power steering state. The first preset rotation information includes the first preset steering wheel position, the first preset steering wheel angular velocity, and the first preset torque load.

[0032] S5: Obtain the real-time operating conditions of the power steering motor, and determine whether the steering control device is in normal power steering state based on the real-time operating conditions and the first preset steering wheel position.

[0033] S6: If so, output the second preset rotation information to the electronic control unit to control the power steering motor to maintain the corresponding power steering state. The second preset rotation information includes the second preset steering wheel position, the second preset steering wheel angular velocity, and the second preset torque load.

[0034] S7: Obtain the real-time operating conditions of the power steering motor, and determine whether the steering control device is in normal power steering state based on the real-time operating conditions and the second preset steering wheel position.

[0035] S8: If so, continue to perform electromagnetic compatibility testing on the steering control device;

[0036] S9: Cycle through S1-S8 until the electromagnetic compatibility test is completed.

[0037] Furthermore, the initial preset steering wheel rotation position is the steering driving balance position, the first preset steering wheel rotation position is the right turn limit angle position, and the second preset steering wheel rotation position is the left turn limit angle position. The operating conditions of the steering control device define three extreme states of its operation: the steering driving balance position, the right turn limit angle position, and the left turn limit angle position. By continuously switching between these three positions, the power steering motor of the steering control device is always in a maximum assist state. This allows the simultaneous electromagnetic compatibility test to detect the electromagnetic waveforms of the power steering motor and the electronic control unit, obtaining the maximum electromagnetic noise, thereby achieving an accurate evaluation of the electromagnetic characteristics of the steering control device during the electromagnetic compatibility test.

[0038] As described above, the present invention has the following beneficial effects:

[0039] 1) The working conditions of the steering control device define three extreme states of its operation: the steering driving balance position, the right turn limit angle position, and the left turn limit angle position. By continuously switching between these three positions, the power steering motor of the steering control device is always in the maximum assistance state. This allows the electromagnetic compatibility test to detect the electromagnetic waveforms of the power steering motor and the electronic control unit, obtain the maximum electromagnetic noise, and thus achieve an accurate evaluation of the electromagnetic characteristics of the steering control device during the electromagnetic compatibility test.

[0040] 2) By adding passive devices such as torque load simulation devices and installing TAS sensor simulation devices in electromagnetically shielded load boxes, the application of electrical signals is transmitted through optical isolation without disrupting the electromagnetic environment of the electromagnetically compatible semi-anechoic chamber. This allows the TAS sensor simulation device to input simulated physical quantities from the outside world, enabling effective information input for typical operating conditions of the steering control device. This tricks the steering control device into operating under specific conditions, allowing it to perform single-function steering control without the support of mechanical components such as assemblies, worm gears, etc. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the present invention, the accompanying drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0042] Figure 1 A structural block diagram of an electromagnetic compatibility test system for a steering control device provided in the embodiments of this specification;

[0043] Figure 2 This is a schematic diagram of the torque load simulation device provided in the embodiments of this specification;

[0044] Figure 3 This is a flowchart illustrating a steering control device control method for electromagnetic compatibility testing, provided as an embodiment of this specification.

[0045] The corresponding reference numerals in the figure are as follows:

[0046] 1. Power steering motor; 2. Brake pads; 3. Pneumatic friction structure; 4. Primary controllable regulating valve; 5. Secondary controllable regulating valve; 6. Variable resistance bridge; 7. Electromagnetic compatibility semi-anechoic chamber; 8. First bracket; 9. Second bracket; 10. Third bracket; 11. Electronic control unit; 12. Torque load simulation device; 13. TAS sensor simulation device; 14. Monitoring device; 15. Electromagnetic compatibility test control room; 16. Control device; 17. CAN communication simulation device. Detailed Implementation

[0047] 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.

[0048] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0049] Example 1:

[0050] like Figure 1 and Figure 2 As shown in the figure, this specification provides an electromagnetic compatibility test system for a steering control device. The steering control device includes a steering assist motor 1 and an electronic control unit 11 for controlling the assist state of the steering assist motor 1. The system includes:

[0051] The torque load simulation device 12 is installed in the electromagnetic compatibility semi-anechoic chamber 7. The torque load simulation device 12 includes a pneumatic friction structure 3 and an airflow valve assembly. The airflow valve assembly is used to adjust the air pressure of the compressed air output by the air pump unit. The pneumatic friction structure 3 is used to transmit the pushing force applied by the air pump unit to the brake disc 2 to simulate the torque load of ground friction applied to the power steering motor.

[0052] The TAS sensor simulation device 13 is located in the electromagnetic compatibility semi-anechoic chamber 7. The TAS sensor simulation device 13 is located in the electromagnetic shielded load box. The TAS sensor simulation device 13 is used to output analog signals to the electronic control unit 11 to simulate the rotation information collected by the TAS sensor. The TAS sensor simulation device 13 changes the power assist state of the steering control device by adjusting the corresponding analog signals.

[0053] The monitoring device 14, located in the electromagnetic compatibility test control room 15, is used to monitor the real-time operating conditions of the power steering motor 1 and determine whether the steering control device is in the corresponding power steering state, so as to complete the electromagnetic compatibility test of the steering control device in the corresponding power steering state.

[0054] The electromagnetic compatibility semi-anechoic chamber 7 is equipped with an electromagnetic compatibility test antenna, which is used to transmit electromagnetic waves or receive electromagnetic waves transmitted by the power steering motor 1 and the electronic control unit 11.

[0055] Preferably, it also includes a control device 16 and a CAN communication simulation device 17. The control device 16 is located in the electromagnetic compatibility test control room 15. The control device 16 is used to control the CAN communication simulation device 17 to send CAN communication information to the electronic control unit 11 through optical isolation, so as to simulate the vehicle speed information collected by the chassis control domain.

[0056] Preferably, the control device 16 is also used to control the TAS sensor simulation device 13 to output preset rotation information to the electronic control unit 11. The preset rotation information is the preset rotation information of the power steering motor detected by the simulated TAS sensor, wherein the preset rotation information includes preset steering wheel position, preset steering wheel angular velocity and preset torque load.

[0057] Specifically, the steering control device transmits its real-time operating status, i.e., real-time rotation information, including real-time steering wheel position, real-time steering wheel angular velocity, and real-time torque load, to the monitoring device via the CAN communication simulation device 17; the TAS sensor simulation device 13 transmits preset rotation information to the monitoring device. Both the CAN communication simulation device 17 and the TAS sensor simulation device 13 transmit signals to the monitoring device via optical isolation. The signal to be transmitted is converted into an optical signal via photoelectric conversion through the optical isolation in the electromagnetic compatibility semi-anechoic chamber 7. This optical signal is then transmitted to the optical isolation in the electromagnetic compatibility experimental control chamber 15 via the fiber optic waveguide connecting the electromagnetic compatibility semi-anechoic chamber 7 and the electromagnetic compatibility experimental control chamber 15 for photoelectric conversion, thus restoring the optical signal to an electrical signal input to the monitoring device. The monitoring device then determines whether the power assist status of the steering control device is abnormal based on the preset rotation information and the real-time rotation information.

[0058] The control method between the control device 16 and the CAN communication simulation device 17 is also based on the aforementioned photoelectric conversion principle.

[0059] It should be noted that in the electromagnetic compatibility (EMC) tests of existing steering control devices, without the mechanical components and TAS sensors in the EPS, the steering control device is difficult to implement the designed functional logic. Therefore, it is impossible to achieve normal and extreme operating conditions during the EMC test, which makes the EMC test results of the PPK component fail to meet expectations. As a result, when the tested product is used in a mass-produced vehicle in an extremely complex electromagnetic environment, it is prone to product malfunction, causing the designed function to fail or interfering with the driver. In severe cases, it may lead to unpredictable road accidents.

[0060] Therefore, this application, by adding passive devices such as torque load simulation device 12 and installing TAS sensor simulation device 13 into an electromagnetically shielded load box, enables the application of electrical signals transmitted through optical isolation without disrupting the electromagnetic environment of the electromagnetically compatible semi-anechoic chamber 7. This allows the TAS sensor simulation device 13 to input simulated physical quantities from the outside world, thereby achieving effective information input for the typical operating conditions of the steering control device. This tricks the steering control device into operating under specific conditions, enabling the steering control device to perform single-function operation without the support of mechanical components such as assemblies, worm gears, etc.

[0061] In one specific embodiment, the pneumatic friction structure 3 is a snap-fit ​​structure with a groove. The pneumatic friction structure 3 is used to snap onto the brake disc 2 of the power steering motor. Two pneumatic friction pads are respectively provided on the inner walls of both sides of the groove. The pneumatic friction pads are driven and connected to the air pump unit through a gas pipeline. The air pump unit adjusts the pushing force applied to the pneumatic friction pads through the airflow valve assembly so that the two pneumatic friction pads move towards each other. The two pneumatic friction pads transmit the pushing force one-to-one to both sides of the rotating brake disc 2 through their friction surfaces to generate friction force on the brake disc 2.

[0062] Specifically, the compressed air output by the air pump unit is adjusted by the airflow valve assembly and its pneumatic power is transmitted to the two pneumatic friction plates. That is, the two pneumatic friction plates are pushed simultaneously along the opposite direction of the two pneumatic friction plates, thereby controlling and adjusting the friction force between the corresponding friction surfaces of the two pneumatic friction plates and the brake disc 2, achieving the effect of simulating the torque load of ground friction force, and simulating the real working condition of the power steering motor 1.

[0063] In another specific embodiment, the pneumatic friction structure 3 is a snap-fit ​​structure with a groove. The pneumatic friction structure 3 is used to snap onto the brake disc 2 of the power steering motor. A fixing plate and a pneumatic friction plate are respectively provided on the inner walls of both sides of the groove. The pneumatic friction plate is driven and connected through a gas pipeline and an air pump unit. The air pump unit applies a pushing force to the pneumatic friction plate to press the brake disc 2 between the fixing plate and the pneumatic friction plate, so that the pneumatic friction plate transmits the pushing force to the corresponding side of the rotating brake disc 2 through its friction surface, thereby simulating the torque load of ground friction.

[0064] Specifically, the compressed air output by the air pump unit is adjusted by the airflow valve assembly and the compressed air pressure is transmitted to the pneumatic friction plate. That is, the pneumatic friction plate is pushed along the direction facing the fixed part, thereby controlling and adjusting the friction force between the corresponding friction surfaces of the pneumatic friction plate and the fixed part and the brake disc, so as to simulate the effect of different torque loads and simulate the real working condition of the power steering motor.

[0065] It should be noted that, based on the existing test setup environment in the electromagnetic compatibility semi-anechoic chamber, this application sets up a passive load structure composed of purely mechanical and pneumatic components, namely a torque load simulation device including a pneumatic friction structure and an airflow valve assembly, to simulate the real operating conditions of the power steering motor. This avoids adding additional active electromagnetic interference components, which helps maintain the pure electromagnetic characteristics of the electromagnetic compatibility semi-anechoic chamber, thereby enabling an accurate evaluation of the power steering motor's anti-interference capability under real operating conditions during electromagnetic compatibility testing.

[0066] Preferably, the airflow valve assembly includes a primary controllable regulating valve 4 and a secondary controllable regulating valve 5 connected to each other. The compressed air output by the air pump unit is coarsely regulated by the primary controllable regulating valve 4 and then output to the secondary controllable regulating valve 5 for fine regulation. Both the primary controllable regulating valve 4 and the secondary controllable regulating valve 5 change the air pressure acting on the pneumatic friction plate by adjusting the gas flow rate.

[0067] Preferably, both the primary controllable regulating valve 4 and the secondary controllable regulating valve 5 are equipped with a rotary locking element and a knob. The rotary locking element and the knob are slidably connected. The knob is used to adjust the air pressure by sliding away from the rotary locking element and then rotating it. After the air pressure adjustment is completed, it slides towards the rotary locking element to lock onto it and prevent air pressure deviation. By setting the rotary locking element, the primary controllable regulating valve 4 and the secondary controllable regulating valve 5 have a rotary locking function after adjusting the gas pressure, preventing air pressure deviation and affecting the accuracy of simulating the required friction force of a wheel on the ground.

[0068] Specifically, the primary controllable regulating valve 4 is a coarse regulating valve, and the secondary controllable regulating valve 5 is a fine regulating valve. Both can regulate the airflow velocity, but they differ in the precision of the regulated airflow velocity. The principle of regulating torque load by the primary controllable regulating valve 4 and the secondary controllable regulating valve 5 is to adjust the gas flow rate so that the gas maintains a certain pressure inside the corresponding regulating valve. That is, by reducing the gas flow rate, the pneumatic pressure of the gas is increased, so that the pneumatic friction plate is continuously clamped, generating friction with the brake disc 2, thereby forming torque.

[0069] When the primary controllable regulating valve 4 and the secondary controllable regulating valve 5 are simultaneously adjusted to their limit positions, the airflow can be cut off, making the airflow completely restricted.

[0070] In this embodiment, the electromagnetic compatibility test system includes a current transmitter and a variable resistance bridge 6 located in the electromagnetic compatibility semi-anechoic chamber 7. The variable resistance bridge 6 is located on the output shaft of the power steering motor 1 and is positioned near the connection between the output shaft and the brake disc 2. During the rotation of the power steering motor 1, the variable resistance bridge 6 and the current transmitter are electrically connected. The current transmitter is used to detect the current value corresponding to the deformation of the variable resistance bridge 6 under the action of the power steering motor 1.

[0071] Preferably, the control device and the current transmitter are electrically connected, and the control device can receive the current value detected by the current transmitter to calculate the torque load generated by the torque load simulation device.

[0072] Specifically, the variable resistor bridge 6 is an electrical component that generates a microcurrent based on its own deformation. The variable resistor bridge 6 includes a bridge circuit composed of four resistors, which are called the bridge arms of the bridge. The variable resistor bridge 6 uses the change in resistance to measure the change in the physical quantity of its own deformation. The bridge circuit is prior art and will not be described in detail in this application.

[0073] When the pneumatic friction structure 3 generates friction on the brake disc 2, the variable resistor bridge 6 located at the connection position between the output shaft of the power steering motor 1 and the brake disc will deform, thereby changing its own resistance value.

[0074] When the variable resistance bridge 6 deforms and its resistance changes, the current transmitter can detect that the current value of the variable resistance bridge 6 also changes accordingly. The real-time changing current value is then transmitted to the electromagnetic compatibility test control room located outside the electromagnetic compatibility semi-anechoic chamber, which can monitor the torque current output by the power steering motor 1.

[0075] Preferably, it also includes a locking mechanism, which is detachably connected to the output shaft. The variable resistor bridge 6 is fixed to the outside of the locking mechanism. The locking mechanism is used to transfer the torque load generated on the output shaft to the variable resistor bridge.

[0076] Since the variable resistor bridge 6 is directly fixed on the output shaft, when the output shaft torque is small, the deformation of the variable resistor bridge 6 is not accurate enough. Therefore, it is not accurate to directly detect the torque on the output shaft by means of the deformation of the variable resistor bridge 6. Therefore, a locking mechanism is required to accurately transmit the torque load generated on the output shaft to the variable resistor bridge.

[0077] Specifically, the locking mechanism is a spline coupling. The spline connection of the spline coupling consists of multiple key teeth and keyways on the shaft and hub bore. The sides of the key teeth are the working surfaces, and torque is transmitted through the compression of the key tooth sides. The working principle of the spline coupling is prior art and will not be elaborated upon in this application.

[0078] In this application, the spline coupling is fixed to the output shaft of the rotating system motor by splines. When a torque load is generated on the output shaft, the spline coupling transmits torque to the variable resistance bridge 6 through the squeezing force on the side of the key teeth.

[0079] When the power steering motor is in the equilibrium position (when the power steering motor 1 rotates at 0°), the spline coupling can fix the rotating motor shaft of the power steering motor 1 through the spline, so that it is fixed in a certain rotation angle state and remains stationary, that is, the maximum torque resisting the power steering motor 1 is 50Nm.

[0080] When the power steering motor is in a dynamic position (when the angle of power steering motor 1 is not 0°), the spline coupling can fix the rotating motor shaft of power steering motor 1 through the spline, so that it is fixed in a certain angle state and remains stationary, that is, the maximum torque resisting power steering motor 1 is 70Nm.

[0081] Preferably, the control device is a host computer, which is electrically connected to the airflow valve assembly. The host computer is used to set the adjustment parameters of the airflow valve assembly to change the torque load generated by the torque load simulation device and to monitor the torque load in real time.

[0082] By acquiring the current of the variable resistance bridge 6, it is equivalent to indirectly acquiring the torque current output by the power steering motor 1. This enables the host computer to automatically adjust the airflow valve assembly to change the torque load generated by the torque load simulation device according to the different load application requirements during the electromagnetic compatibility test. Thus, it simultaneously realizes the function of applying torque load to the test sample such as the power steering motor and the real-time monitoring function of the torque load actually generated by the power steering motor 1 based on the adjustment parameters set by the host computer.

[0083] Preferably, the torque load simulation device further includes a clamp assembly, which includes a clamp base and a first bracket 8, a second bracket 9 and a third bracket 10 fixed on the clamp base. The first bracket 8 is used to fix the power steering motor 1, the second bracket 9 is used to fix the pneumatic friction structure, and the third bracket 10 is used to fix the airflow valve assembly.

[0084] Preferably, the fixture base and the first bracket 8, second bracket 9 and third bracket 10 fixed on the fixture base are all made of a low dielectric constant material.

[0085] Specifically, the fixing devices for the first bracket 8, the second bracket 9, and the third bracket 10 and the fixture base are made of non-metallic materials, avoiding the use of rivets or other metallic materials. The fixing devices for fixing the power steering motor 1, the pneumatic friction structure 3, and the airflow valve assembly to the first bracket 8, the second bracket 9, and the third bracket 10 are also made of non-metallic materials, avoiding the use of rivets or other metallic materials. This ensures that the torque load simulation device as a whole exhibits a low dielectric constant, which is beneficial to improving the accuracy of electromagnetic compatibility testing.

[0086] This specification provides a steering control device control method for electromagnetic compatibility testing, which is implemented based on the electromagnetic compatibility test system of the steering control device in Embodiment 1. The method includes:

[0087] The preset rotation information is output to the electronic control unit 11. The preset rotation information is the preset rotation information of the power steering motor detected by the TAS sensor. The preset rotation information includes the preset steering wheel position, the preset steering wheel angular velocity, and the preset torque load.

[0088] The torque load simulation device 12 transmits the pushing force applied by the air pump unit to the brake disc 2, so as to provide the preset torque load simulating the ground friction to the power steering motor.

[0089] Furthermore, the power steering motor 1 provides power steering assistance based on the preset steering wheel position, the preset steering wheel angular velocity, and the preset torque load.

[0090] Obtain the real-time operating status of the power steering motor 1;

[0091] Based on the real-time operating conditions and the preset rotation information, it is determined whether the steering control device is in the corresponding power assist state so that the steering control device in the corresponding power assist state can complete the electromagnetic compatibility test.

[0092] In one specific implementation, obtaining the real-time operating conditions of the power steering motor 1 includes the following steps:

[0093] The CAN communication simulation device 17 is controlled to send CAN communication information to the electronic control unit 11 to simulate the vehicle speed information collected by the chassis control domain.

[0094] Specifically, the control device 16 outputs a control signal to the TAS sensor simulation device 13 via an optical isolation device to control the TAS sensor simulation device 13 to output a simulation signal to simulate the preset rotation information detected by the TAS sensor.

[0095] Simultaneously, a preset torque load is applied to the power steering motor 1 by a torque load simulation device 12 to simulate ground friction, thereby inducing the electronic control unit 11 and the power steering motor 1 to operate under the preset working conditions of the control device 16, so as to conduct electromagnetic compatibility tests on the steering control device under different working conditions.

[0096] It should be noted that when the steering control device is controlled by the control device 16 and the torque load simulation device 12 to be in the corresponding preset working condition, the control device 16 needs to control the CAN communication simulation device 17 to continuously input CAN communication messages to the CAN communication interface of the electronic control unit 11 in order to simulate the input of vehicle speed signals, which mainly include the steering chassis control domain. This communication simulation process is mainly to assist the deception process of the output simulation signal of the TAS sensor simulation device 13.

[0097] like Figure 3 As shown in the embodiments of this specification, a steering control device control method for electromagnetic compatibility testing is also provided. This method is implemented based on the electromagnetic compatibility testing system for the steering control device described above, and includes:

[0098] S1: Output initial preset rotation information to electronic control unit 11. The initial preset rotation information is the initial preset rotation information of the power steering motor detected by the simulated TAS sensor. The preset rotation information includes the initial preset steering wheel position, the initial preset steering wheel angular velocity, and the initial preset torque load.

[0099] The torque load simulation device 12 transmits the pushing force applied by the air pump unit to the brake disc 2, so as to provide the initial preset torque load simulating the ground friction to the power steering motor;

[0100] Furthermore, the power steering motor 1 provides power steering assistance based on the initial preset steering wheel position, the initial preset steering wheel angular velocity, and the initial preset torque load.

[0101] S2: Obtain the real-time operating status of power steering motor 1;

[0102] S3: Based on the real-time operating conditions and the initial preset rotation information, determine whether the steering control device is in the corresponding power assist state;

[0103] S4: If so, output the first preset rotation information to the electronic control unit 11 to control the power steering motor 1 to maintain the corresponding power steering state. The first preset rotation information includes the first preset steering wheel position, the first preset steering wheel angular velocity, and the first preset torque load.

[0104] If not, return to S1.

[0105] S5: Obtain the real-time operating conditions of the power steering motor 1, and determine whether the steering control device is in normal power steering state based on the real-time operating conditions and the first preset steering wheel position.

[0106] S6: If so, output the second preset rotation information to the electronic control unit 11 to control the power steering motor 1 to maintain the corresponding power steering state. The second preset rotation information includes the second preset steering wheel position, the second preset steering wheel angular velocity, and the second preset torque load.

[0107] If not, return to S4.

[0108] S7: Obtain the real-time operating conditions of the power steering motor 1, and determine whether the steering control device is in normal power steering state based on the real-time operating conditions and the second preset steering wheel position.

[0109] S8: If so, continue to perform electromagnetic compatibility testing on the steering control device;

[0110] If not, return to S6.

[0111] S9: Cycle through S1-S8 until the electromagnetic compatibility test is completed.

[0112] Specifically, the monitoring device 14 determines whether the steering control device is in a normal assist state corresponding to the preset rotation information based on real-time operating conditions and preset rotation information. The preset rotation information includes initial preset rotation information, first preset rotation information, and second preset rotation information.

[0113] When it is determined that the steering control device is in the normal assist state corresponding to the preset rotation information, the electromagnetic waveform of the steering assist motor 1 and the electronic control unit 11 is detected by performing an electromagnetic compatibility test; when it is determined that the steering control device is not in the normal assist state corresponding to the preset rotation information, the control device 16 is notified to control the TAS sensor simulation device 13 to output the preset rotation information to the electronic control unit 11 again.

[0114] The initial preset steering wheel rotation position is the steering driving balance position, which corresponds to the 0° steering wheel balance position; the first preset steering wheel rotation position is the right turn limit angle position, which corresponds to the +360° steering wheel position; and the second preset steering wheel rotation position is the left turn limit angle position, which corresponds to the -360° steering wheel position.

[0115] In this embodiment, the preset torque load output by the torque load simulation device 12 is 6 N / m, and the first preset steering wheel angular velocity, the second preset steering wheel angular velocity, and the third preset steering wheel angular velocity are all 30 degrees / s.

[0116] The operating conditions of the steering control device define three extreme states of its operation: the steering driving balance position, the right turn limit angle position, and the left turn limit angle position. By continuously switching between these three positions, the steering assist motor of the steering control device is always in the maximum assist state. This allows the electromagnetic compatibility test to detect the electromagnetic waveforms of the steering assist motor 1 and the electronic control unit 11 during operation, thereby obtaining the maximum electromagnetic noise and achieving an accurate evaluation of the electromagnetic characteristics of the steering control device during the electromagnetic compatibility test.

[0117] While the present invention has been described through preferred embodiments, it is not limited to the embodiments described herein, and various changes and modifications are made without departing from the scope of the invention.

[0118] Where there is no conflict, the above embodiments and features described herein can be combined with each other.

[0119] The above description is merely a preferred embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any equivalent variations made in accordance with the claims of the present invention are still within the scope of the present invention.

Claims

1. An electromagnetic compatibility test system for a steering control device, the steering control device comprising a steering assist motor (1) and an electronic control unit (11) for controlling the assist state of the steering assist motor (1), characterized in that, The system includes: A torque load simulation device (12) is installed in an electromagnetic compatibility semi-anechoic chamber (7). The torque load simulation device (12) includes a pneumatic friction structure (3) and an airflow valve assembly. The airflow valve assembly is used to adjust the air pressure of the compressed air output by the air pump unit. The pneumatic friction structure (3) is used to transmit the pushing force applied by the air pump unit to the brake disc (2) to simulate the torque load of ground friction applied to the power steering motor. A TAS sensor simulation device (13) is installed in an electromagnetic compatibility semi-anechoic chamber (7). The TAS sensor simulation device (13) is installed in an electromagnetically shielded load box. The TAS sensor simulation device (13) is used to output analog signals to the electronic control unit (11) to simulate the rotation information collected by the TAS sensor. The TAS sensor simulation device (13) changes the power assist state of the steering control device by adjusting the corresponding analog signals. A monitoring device (14) is installed in the electromagnetic compatibility test control room (15). The monitoring device (14) is used to monitor the real-time operating conditions of the power steering motor (1) and determine whether the steering control device is in the corresponding power steering state, so as to complete the electromagnetic compatibility test of the steering control device in the corresponding power steering state. The system also includes a control device (16) and a CAN communication simulation device (17). The control device is located in the electromagnetic compatibility test control room (15). The control device (16) is used to control the CAN communication simulation device (17) to send CAN communication information to the electronic control unit (11) to simulate the vehicle speed information collected by the chassis control domain. The control device (16) is also used to control the TAS sensor simulation device (13) to output preset rotation information to the electronic control unit (11), wherein the preset rotation information is the preset rotation information of the steering assist motor detected by the simulated TAS sensor.

2. The electromagnetic compatibility test system for the steering control device according to claim 1, characterized in that, The pneumatic friction structure (3) is a snap-fit ​​structure with a groove. The pneumatic friction structure (3) is used to snap onto the brake disc (2) of the power steering motor. Two pneumatic friction pads are respectively provided on the inner walls of the two sides of the groove. The pneumatic friction pads are driven and connected to the air pump unit through a gas pipeline. The air pump unit adjusts the pushing force applied to the pneumatic friction pads through the airflow valve assembly to make the two pneumatic friction pads move towards each other. The two pneumatic friction pads transmit the pushing force one-to-one to the two sides of the brake disc (2) in the rotating state through their friction surfaces to generate friction force on the brake disc (2).

3. The electromagnetic compatibility test system for the steering control device according to claim 1, characterized in that, The pneumatic friction structure (3) is a snap-fit ​​structure with a groove. The pneumatic friction structure (3) is used to snap onto the brake disc (2) of the power steering motor. A fixing plate and a pneumatic friction plate are respectively provided on the inner walls of both sides of the groove. The pneumatic friction plate is driven and connected to the air pump unit through a gas pipeline. The air pump unit applies a pushing force to the pneumatic friction plate to press the brake disc (2) between the fixing plate and the pneumatic friction plate, so that the pneumatic friction plate transmits the pushing force to the corresponding side of the brake disc (2) in the rotating state through its friction surface, so as to simulate the torque load of the ground friction force.

4. The electromagnetic compatibility test system for the steering control device according to claim 1, characterized in that, The preset rotation information includes preset steering wheel position, preset steering wheel angular velocity, and preset torque load.

5. The electromagnetic compatibility test system for the steering control device according to claim 1, characterized in that, The electromagnetic compatibility semi-anechoic chamber (7) is equipped with an electromagnetic compatibility test antenna, which is used to transmit electromagnetic waves or receive electromagnetic waves transmitted by the power steering motor (1) and the electronic control unit (11).

6. A control method for a steering control device applied to electromagnetic compatibility testing, said method being implemented based on an electromagnetic compatibility testing system for a steering control device as described in any one of claims 1-5, characterized in that, The method includes: Output preset rotation information to the electronic control unit (11). The preset rotation information is the preset rotation information of the power steering motor detected by the TAS sensor. The preset rotation information includes preset steering wheel position, preset steering wheel angular velocity and preset torque load. The torque load simulation device (12) transmits the pushing force applied by the air pump unit to the brake disc (2) to provide the preset torque load simulating ground friction to the power steering motor; Furthermore, the power steering motor (1) provides power steering assistance based on the preset steering wheel position, the preset steering wheel angular velocity, and the preset torque load; Obtain the real-time operating conditions of the power steering motor (1); Based on the real-time operating conditions and the preset rotation information, it is determined whether the steering control device is in the corresponding power assist state so that the steering control device in the corresponding power assist state can complete the electromagnetic compatibility test.

7. The steering control device control method for electromagnetic compatibility testing according to claim 6, characterized in that, To obtain the real-time operating conditions of the power steering motor (1), including: The CAN communication simulation device (17) is controlled to send CAN communication information to the electronic control unit (11) to simulate the vehicle speed information collected by the chassis control domain.

8. A control method for a steering control device applied to electromagnetic compatibility testing, said method being implemented based on an electromagnetic compatibility testing system for a steering control device as described in any one of claims 1-7, characterized in that, The method includes: S1: Output initial preset rotation information to the electronic control unit (11). The initial preset rotation information is the initial preset rotation information of the power steering motor detected by the TAS sensor. The preset rotation information includes the initial preset steering wheel position, the initial preset steering wheel angular velocity, and the initial preset torque load. The torque load simulation device (12) transmits the pushing force applied by the air pump unit to the brake disc (2) to provide the initial preset torque load simulating ground friction to the power steering motor; Furthermore, the power steering motor (1) provides assistance based on the initial preset steering wheel position, the initial preset steering wheel angular velocity, and the initial preset torque load; S2: Obtain the real-time operating status of the power steering motor (1); S3: Based on the real-time operating conditions and the initial preset rotation information, determine whether the steering control device is in the corresponding power assist state; S4: If so, output the first preset rotation information to the electronic control unit (11) to control the power steering motor (1) to maintain the corresponding power steering state. The first preset rotation information includes the first preset steering wheel position, the first preset steering wheel angular velocity and the first preset torque load. S5: Obtain the real-time operating conditions of the power steering motor (1) to determine whether the steering control device is in normal power steering state based on the real-time operating conditions and the first preset steering wheel position; S6: If so, output the second preset rotation information to the electronic control unit (11) to control the power steering motor (1) to maintain the corresponding power steering state. The second preset rotation information includes the second preset steering wheel position, the second preset steering wheel angular velocity, and the second preset torque load. S7: Obtain the real-time operating conditions of the power steering motor (1) to determine whether the steering control device is in normal power steering state based on the real-time operating conditions and the second preset steering wheel position. S8: If so, continue to perform electromagnetic compatibility testing on the steering control device; S9: Cycle through S1-S8 until the electromagnetic compatibility test is completed.

9. The steering control device control method for electromagnetic compatibility testing according to claim 8, characterized in that, The initial preset steering wheel rotation position is the steering and driving balance position, the first preset steering wheel rotation position is the right turn limit angle position, and the second preset steering wheel rotation position is the left turn limit angle position.

Images