Method for testing clear vision of vehicle

Abstract

The invention provides a method for testing clear vision of a vehicle. A method of testing a vehicle includes positioning the vehicle on a dynamometer; operating the propulsion system to rotate the drive wheels at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain straight travel of the vehicle on the dynamometer; measuring angle data of the steering wheel during active adjustment of the rotational position of the steering wheel; checking the measured angle data to determine whether it is outside a predetermined angular range; and outputting at least one of a service ticket and a vehicle fault code in response to the angle data being outside the predetermined angular range.

Description

Technical Field

[0001] The present disclosure relates to a method for testing the clear vision of a vehicle. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] Clear vision is a term used to determine whether the steering wheel of a vehicle is centered and pointing in the same direction of vehicle travel. Clear vision is a measure (in degrees) of the rotational position of the steering wheel relative to the centered rotational position when the vehicle is traveling in a straight line. Different from wheel alignment, clear vision is generally not measured or tested during the production of a vehicle. The present disclosure provides a method for testing the clear vision of a vehicle during vehicle production. Summary of the Invention

[0004] This section provides a general overview of the present disclosure and is not a full disclosure of its entire scope or all of its features.

[0005] In one form, the present disclosure provides a method for testing a vehicle, the vehicle including a propulsion system, drive wheels, and a steering wheel. The method includes: positioning the vehicle on a dynamometer; operating the propulsion system to cause the drive wheels to rotate at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain the vehicle traveling in a straight line on the dynamometer; measuring the angular data of the steering wheel during the active adjustment of the rotational position of the steering wheel; checking the measured angular data to determine whether it is outside a predetermined angular range; and outputting at least one of a repair ticket and a vehicle fault code in response to the angular data being outside the predetermined angular range.

[0006] In variations of the method of the above paragraphs that can be implemented individually or in any combination: the active adjustment of the rotational position of the steering wheel is performed by a driver assistance system of the vehicle; the active adjustment of the rotational position of the steering wheel is performed by a robot; the one or more predetermined speeds are greater than 40 mph (64.37 kph); the predetermined angular range is from -2.5° to 2.5°; the angle data being examined is angle data measured during a predetermined operating state of the vehicle, the predetermined operating state causing the transmission of the vehicle not to shift during the predetermined operating state; the predetermined operating state causes the one or more predetermined speeds to be constant speeds; the predetermined operating state causes the one or more predetermined speeds to include accelerating speeds; the measured angle data is measured by a measuring device removably mounted externally to the steering wheel; the measured angle data is measured by a measuring device mounted within the steering wheel or mounted to or within the steering column; the measured angle data is measured by a measuring device including an optical sensor configured to detect the angular position of the steering wheel; the measured angle data is measured by a measuring device including at least one of a gyroscope and an accelerometer; wheel alignment is performed before operating the propulsion system to rotate the drive wheels at the one or more predetermined rotational speeds; and the wheel alignment is performed before positioning the vehicle on the dynamometer.

[0007] In another form, the present disclosure provides a method of testing a vehicle that includes a propulsion system, drive wheels, and a steering wheel. The method includes: positioning the vehicle on a dynamometer; operating the propulsion system to rotate the drive wheels at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain the vehicle traveling straight on the dynamometer; measuring angle data of the steering wheel during the active adjustment of the rotational position of the steering wheel; examining the measured angle data to determine if it is outside a predetermined angular range; and outputting at least one of a repair ticket and a vehicle fault code in response to the angle data being outside the predetermined angular range. The one or more predetermined speeds are greater than 40 mph (64.37 kph).

[0008] In variations of the method of the above paragraphs that can be implemented individually or in any combination: the active adjustment of the rotational position of the steering wheel is performed by a driver assistance system of the vehicle; the angle data being examined is angle data measured during a predetermined operating state of the vehicle, the predetermined operating state causing the transmission of the vehicle not to shift during the predetermined operating state; the predetermined operating state causes the one or more predetermined speeds to be constant speeds; and the predetermined operating state causes the one or more predetermined speeds to include accelerating speeds.

[0009] In yet another form, the present disclosure provides a method of testing a vehicle that includes a propulsion system, drive wheels, and a steering wheel. The method includes: positioning the vehicle on a dynamometer; operating the propulsion system to rotate the drive wheels at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain the vehicle traveling in a straight line on the dynamometer; measuring the angular data of the steering wheel during the active adjustment of the rotational position of the steering wheel; checking the measured angular data to determine whether it is outside a predetermined angular range; and outputting at least one of a service ticket and a vehicle fault code in response to the angular data being outside the predetermined angular range. The one or more predetermined speeds are greater than 40 mph (64.37 kph). The active adjustment of the rotational position of the steering wheel is performed by at least one of a driver assistance system and a robot of the vehicle.

[0010] Based on the description provided herein, additional applicable fields will become apparent. It should be understood that the description and specific examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] To better understand the present disclosure, various forms of the present disclosure will now be described by way of example with reference to the accompanying drawings, in which:

[0012] Figure 1 is a schematic diagram of a vehicle including a vehicle performance system in accordance with the principles of the present disclosure;

[0013] Figure 2 is in accordance with the principles of the present disclosure Figure 1 is a perspective view of a vehicle positioned on a dynamometer;

[0014] Figure 3 is in accordance with the principles of the present disclosure Figure 1 is a perspective view of the steering wheel of a vehicle including a type of steering wheel angle sensor of a performance system in accordance with the principles of the present disclosure;

[0015] Figure 4 is a schematic diagram of a clear vision performance system for testing a vehicle in accordance with the principles of the present disclosure;

[0016] Figure 5 shows Figure 1 is a block diagram of the components of a vehicle performance system; and

[0017] Figure 6 is a flowchart depicting Figure 1 is an algorithm of a clear vision vehicle performance system for testing a vehicle in accordance with the principles of the present disclosure.

[0018] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Detailed implementation mode

[0019] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or use. It should be understood that throughout the drawings, corresponding reference numerals indicate the same or corresponding parts and features.

[0020] Reference Figure 1 , a vehicle 10 is provided, and the vehicle includes a propulsion system 12, a steering system 14, and a performance or test system 16. In the illustrated example, the propulsion system 12 includes a powertrain assembly 12a and a driveline assembly 12b, which may be, for example, conventional assemblies. In Figure 1 In the specific configuration shown, the powertrain assembly 12a particularly includes an engine 17 and a transmission 18. For example, the engine 17 may be an internal combustion engine or an electric motor. The transmission 18 may be an automatic or manual transmission. The driveline assembly 12b particularly includes a drive shaft 20, a main axle or drive axle 22, a secondary axle 24, and a rear differential 26. The rotational power (vehicle torque) generated by the powertrain assembly 12a is transmitted to the driveline assembly 12b. That is, the rotational power generated by the powertrain assembly 12a is transmitted via the drive shaft 20 to the first drive axle 22 to drive the rear wheel set 30. The first drive axle 22 includes a first shaft 22a and a second shaft 22b. The first shaft 22a drives the first wheel 30a in the rear wheel set 30 and the second shaft 22b drives the second wheel 30b in the rear wheel set 30. The rear differential 26 drivingly couples the drive shaft 20 to the first drive axle 22, and may be any suitable type of differential.

[0021] In the provided example, the vehicle 10 is a four-wheel drive (4WD) or all-wheel drive (AWD) vehicle, such that the secondary axle 24 is also a drive axle and includes a first shaft 24a and a second shaft 24b. The first shaft 24a is connected to the first wheel 32a in the front wheel set 32 and the second shaft 24b is connected to the second wheel 32b in the front wheel set 32. In the provided example, the secondary axle 24 includes a front differential (not shown), which receives rotational power from the transmission 18, such as via a power take-off unit (PTU; not shown) or a transfer case (not shown), such that the first shaft 24a drives the first wheel 32a in the front wheel set 32 and the second shaft 24b drives the second wheel 32b in the front wheel set 32. In an alternative configuration, the vehicle 10 may be a front-wheel drive (FWD) vehicle or a rear-wheel drive (RWD) vehicle. In an alternative configuration, the front and / or rear wheels may be directly driven by one or more motors.

[0022] Reference Figure 1 and Figure 3 , the steering system 14 includes a steering wheel 34, a rotatable steering column or shaft 36 ( Figure 1) and the steering rack 38( Figure 1 ). The steering wheel 34 can be operated (i.e., rotated) by a driver (not shown) or a driver assistance system 39 configured to steer the vehicle 10. The rotatable steering shaft 36 rotates with the steering wheel 34 and can include one or more shaft members drivingly coupled together. The steering shaft 36 includes a first end coupled to the steering wheel 34 such that rotation of the steering wheel 34 causes rotation of the steering shaft 36. A second end of the steering shaft 36 is coupled to the steering rack 38. The steering rack 38 is connected to the first wheel 32a and the second wheel 32b (via respective hubs) such that rotation of the steering wheel 34 steers the first wheel 32a and the second wheel 32b.

[0023] In some configurations, the steering system 14 can include a gearing located between the first end of the steering shaft 36 and the steering wheel 34 and / or between the second end of the steering shaft 36 and the steering rack 38. The gearing can be configured to change (i.e., increase or decrease) the number of revolutions received by the steering rack 38 relative to the number of revolutions of the steering wheel 34.

[0024] In some forms, the steering system 14 can include a linkage assembly (not shown) instead of the steering rack 38. The linkage assembly can be connected to the steering shaft 36 and the first wheel 32a and the second wheel 32b. The linkage assembly can include an input member (not shown) and tie rods (not shown). A first end of the input member can be drivingly connected to a steering rocker (not shown), and a second end of the input member can be drivingly connected to the first wheel 32a. A first end of a tie rod can be drivingly connected to the first wheel 32a, and a second end of the tie rod can be drivingly connected to the second wheel 32b. In this way, when the steering rocker rotates, the input member can change the direction of the first wheel 32a, and the tie rod can change the direction of the second wheel 32b.

[0025] In some configurations, the steering system 14 can include one or more power assist assemblies. In one form, the power assist assembly can be a hydraulic power assist assembly arranged to apply torque to the steering shaft 36 or hydraulic power to the rack 38 to supplement the input force of the driver or driver assistance system 39 and change the direction of the wheels 32a, 32b. In another form, the power assist assembly can be an electric power assist assembly including an electric motor (not shown). The electric power assist assembly can be drivingly connected to the steering shaft 36 or the rack 38 and is arranged to supplement the input force of the driver or driver assistance system 39 and change the direction of the wheels 32a, 32b.

[0026] The driver assistance system 39 is a system built into the vehicle 10 and includes sensors 41, a control module 43, and a driver assistance motor or actuator 44. One or more of the sensors 41 are configured to detect the position and speed of the vehicle 10 relative to the vehicle's surroundings and can be any suitable type of sensor. Some non-limiting types of sensors such as sensors include, for example, cameras, lidar, radar, sonar, and GPS. The sensors 41 communicate electrically (e.g., wired or wirelessly) with the control module 43. The control module 43 can be a control module dedicated to the driver assistance system 39 or can control other systems of the vehicle 10. In one non-limiting example, the control module 43 can be the vehicle's main electronic control unit (ECU). In another configuration, the control module 43 communicates (e.g., wired or wirelessly) with the ECU.

[0027] The control module 43 communicates (e.g., wired or wirelessly) with the driver assistance motor or actuator 44. The driver assistance motor or actuator 44 is drivingly coupled to the steering system 14 and is configured to provide a force to the steering system to steer the vehicle 10 without input from the driver. In one form, the driver assistance motor or actuator 44 is a motor or actuator that applies a force (e.g., torque) to the steering shaft 36. In another form, the driver assistance motor or actuator 44 is a motor or actuator that applies a force to the rack 38.

[0028] The control module 43 is configured to control the operation of the driver assistance motor or actuator 44 based on the input received from the sensors 41. The control module 43 can have various modes or programs for assisting the driver. For example, the control module 43 can be configured to determine whether the vehicle is traveling straight or turning or otherwise steering to one side or the other based on input from the sensors 41 indicating the movement of the vehicle 10 relative to the vehicle's surroundings. If the control module 43 determines (e.g., via cues from the vehicle's surroundings detected by the sensors 41 or by selecting a specific straight-line mode) that the vehicle 10 should travel straight, the control module 43 can operate the assistance motor or actuator 44 to adjust the rotational position of the steering wheel 34 so that the vehicle 10 maintains a straight path without input from the driver. In some cases, this mode or program can also be referred to as a lane assist mode and is generally useful for assisting the driver in keeping the vehicle within the lanes of the road while driving. In other configurations, the mode can be a specific mode selected to perform a test on the vehicle (e.g., a specific clear vision test mode).

[0029] Reference Figure 5, the performance system 16 includes one or more measuring devices 40 and a controller 42. Each measuring device 40 is associated with the steering system 14 and is configured to measure the angular data of the steering wheel 34 during the operating state of the vehicle 10, which will be described in more detail below.

[0030] In Figure 3 the example shown, the measuring device 40 is removably mounted to the exterior of the steering wheel 34 ( Figure 3 ). In Figure 3 another form schematically shown in dashed lines, the measuring device 40 can be replaced by a measuring device 40-1 mounted within the steering wheel 34. In Figure 3 yet another form schematically shown in dashed lines, the measuring device 40 can be replaced by a measuring device 40-2 mounted to an external location of the steering column 36 or within the steering column 36. In Figure 3 still another form schematically shown in dashed lines, the measuring device 40 can be replaced by a measuring device 40-3 that is not connected to the steering wheel 34 or the steering column 36 and is located within the passenger compartment of the vehicle 10 or outside the vehicle 10.

[0031] The measuring device 40 can be fixed to the steering system 14 using fasteners, clamps, straps (schematically shown in dashed lines in Figure 3 ), adhesives, brackets, or any other suitable attachment structure. The measuring device 40 can optionally include a display configured to visually output the detected angular position.

[0032] In one form, one or more of the measuring devices 40, 40-1, 40-2, 40-3 are, for example, optical sensors or other non-contact sensors configured to detect the angular position of the steering wheel 34 (e.g., cameras, lidar, radar, sonar, Hall effect sensors). In another form, one or more of the measuring devices 40, 40-1, 40-2 are, for example, gyroscopes configured to measure the orientation and angular velocity of the steering wheel 34 and / or the steering column 36. In yet another form, one or more of the measuring devices 40, 40-1, 40-2 are, for example, accelerometers configured to measure vibration or motion acceleration. It should also be understood that the steering system 14 can include multiple measuring devices 40, 40-1, 40-2 (e.g., optical sensors, gyroscopes, and / or accelerometers) disposed at various locations of the steering system 14.

[0033] The controller 42 communicates (e.g., wired or wirelessly) with the measuring devices 40, 40-1, 40-2, 40-3 to receive signals indicative of angular measurement values (i.e., measured angular data). The controller 42 may compare the measured angular data with a predetermined angular range. In one form, the predetermined angular range may be equal to or less than + / -2.5 degrees, but other ranges may be used. The controller is configured to produce an output in response to the measured angular data being outside the predetermined angular range.

[0034] In one form, the controller 42 may output a service ticket 62 and / or a vehicle fault code 62 at least in part based on the measured angular data from the measuring devices 40, 40-1, 40-2, 40-3 being outside the predetermined range.

[0035] The service ticket 62 and / or the vehicle fault code 62 may optionally include instructions regarding adjusting the camber angle, toe angle, and / or caster angle at the wheel alignment station 50. In addition to the camber angle, toe angle, and caster angle, the service ticket 62 and / or the vehicle fault code 62 may optionally include instructions for replacing and / or repairing components of the vehicle 10. For example, the service ticket 62 and / or the vehicle fault code 62 may output instructions to replace and / or inspect and / or repair components of the steering system 14.

[0036] In the example provided, the controller 42 is separate from the control module 43. In one form, the controller 42 is not built into the vehicle 10 and is not necessary for the operation of the vehicle 10, and may optionally (e.g., temporarily) be located inside or outside the vehicle 10. In an alternative configuration, the controller 42 may be the same as or otherwise integrated with the control module 43 or another control module of the vehicle 10.

[0037] Reference Figure 6 , a flowchart 200 is shown that illustrates an example implementation of a control algorithm (e.g., method) for testing the clear vision of the vehicle 10. At 204, wheel alignment of the vehicle 10 is optionally performed at the wheel alignment station 50 ( Figure 4 ). It should be understood that the wheel alignment performed at the wheel alignment station 50 is performed with the propulsion system 12 turned off (i.e., the propulsion system 12 does not cause the drive wheels 30a, 30b, 32a, 32b to rotate at a predetermined speed). Wheel alignment consists of adjusting the angles (e.g., toe angle, camber angle, caster angle) of the drive wheels 30a, 30b, 32a, 32b to reduce tire wear and provide straight-line driving of the vehicle. During wheel alignment, a technician or an alignment device checks and / or adjusts the camber angle, toe angle, and / or caster angle of the wheels.

[0038] At 208, the vehicle 10 is positioned at the dynamometer 58 at the dynamometer station 60 ( Figure 4 )Figure 2 ) thereon to test the driveline assembly 12b, confirm the power and torque provided by the engine 17 and simulate the real-world application of the equipment, as well as other tests. During positioning of the vehicle 10 on the dynamometer 58, the drive wheels 30a, 30b, 32a, 32b are placed on the rollers 62 of the dynamometer 58, and the vehicle 10 is anchored via the anchorages 31 (e.g., straps; one of which is schematically shown) to prevent the vehicle 10 from moving forward or backward off the rollers 62. The anchorages 31 are configured to allow the vehicle 10 to move a predetermined amount from side to side on the rollers 62, but they can optionally be configured to prevent the vehicle 10 from leaving the rollers 62 in the left-right direction. The dynamometer 58 allows the vehicle 10 to be tested at various speeds. In one example, the dynamometer 58 allows the vehicle 10 to be tested at a speed greater than or equal to 40 miles per hour (64.37 kilometers per hour). In some forms, the dynamometer 58 allows the vehicle 10 to be tested at a speed less than 40 miles per hour.

[0039] At 212, operate the powertrain assembly 12a of the vehicle 10 to rotate the drive wheels 30a, 30b, 32a, 32b at one or more predetermined speeds, while actively adjusting the rotational position of the steering wheel 34 to maintain the vehicle in a straight line on the dynamometer 58.

[0040] In one form, the active adjustment of the rotational position of the steering wheel 34 is performed by the driver assistance system 39 ( Figure 5 ). In another form, the active adjustment of the rotational position of the steering wheel 34 is performed by a driver located within the vehicle 10. In yet another form, the active adjustment of the rotational position of the steering wheel 34 is performed by the robot 51 (shown in dashed lines in Figure 3 ), which engages the steering wheel 34 and can be located within the passenger compartment of the vehicle 10 or can extend from outside the vehicle 10 into the passenger compartment.

[0041] At 216, the controller 42 receives the angular data of the steering wheel 34 during the active adjustment of the rotational position of the steering wheel 34. As described above, the angular data of the steering wheel 34 can be measured using the measuring devices 40, 40-1, 40-2, 40-3.

[0042] At 220, the control algorithm uses the controller 42 to check the measured angular data to determine whether it is outside a predetermined angular range. In one form, the predetermined angular range can be equal to or less than + / -2.5 degrees, but other ranges can be used.

[0043] The angle data being inspected is angle data measured during a predetermined operating state of the vehicle 10. In some forms, the predetermined operating state can be a state in which driveline and steering perturbations are expected to be minimal. The predetermined operating state can include any one or any combination of the following conditions: the vehicle's transmission 18 does not shift gears during the predetermined operating state; the predetermined speed is a constant speed; the transmission 18 is in the highest gear. The predetermined operating state can include any one or any combination of the following conditions: the vehicle's transmission 18 does not shift gears during the predetermined operating state; the predetermined speed includes an accelerating or decelerating speed; the transmission 18 is in the highest gear.

[0044] At 224, the control algorithm outputs a service ticket 62 and / or a vehicle fault code 62 using the controller 42 in response to the inspected angle data being outside a predetermined angular range. The service ticket 62 and / or the vehicle fault code 62 can include instructions for adjusting, for example, camber, toe, and caster angles at the wheel alignment station 50, and / or can include instructions for replacing and / or servicing components of the vehicle 10 in addition to camber, toe, and caster angles. For example, the service ticket 62 and / or the vehicle fault code 62 can output instructions to replace components that inspect and / or replace and / or service the steering system 14. If the measured angle data of the steering wheel 34 is within the predetermined range, the vehicle 10 is indicated as having passed the clear vision test and moves to the next step in the vehicle testing process.

[0045] The method of the present disclosure allows for the measurement of the clear vision of a vehicle and, if needed, allows for the adjustment of the clear vision before the vehicle leaves the manufacturing facility. The process can be completed before the vehicle is shipped to a customer and can optionally be performed on each vehicle without driving the vehicle on the road. Additionally, performing the method discussed above on a dynamometer 58 allows for the measurement of clear vision at relatively high vehicle speeds (e.g., speeds greater than 40 miles per hour), which magnifies minor inconsistencies in the components or component positioning of the steering system 14 and the wheels 32, resulting in more accurate results related to testing the clear vision of the vehicle 10. It should be understood that the method and system of the present disclosure can also be used on a vehicle after the vehicle has been shipped to a customer (i.e., at a dealership or repair shop).

[0046] Unless expressly indicated otherwise herein, all numerical values indicating mechanical / thermal properties, percentage compositions, dimensions, and / or tolerances or other characteristics should be understood to be modified by the word "about" or "approximately" when describing the scope of the present disclosure. This modification is desired for various reasons, including: industrial practice; material, manufacturing, and assembly tolerances; and test capabilities.

[0047] As used herein, the phrase "at least one of A, B, and C" shall be construed to mean the logical (A or B or C) using the non-exclusive logical "or", and shall not be construed to mean "at least one of A, at least one of B, and at least one of C".

[0048] In this application, the terms "controller" and / or "module" may refer to, be part of, or include the following: application specific integrated circuit (ASIC); digital, analog, or mixed analog / digital discrete circuits; digital, analog, or mixed analog / digital integrated circuits; combinational logic circuits; field programmable gate arrays (FPGA); processor circuits that execute code (shared, dedicated, or grouped); memory circuits that store code executed by the processor circuits (shared, dedicated, or grouped); other suitable hardware components that provide the described functionality (e.g., operational amplifier circuit integrators as part of a heat flux data module); or combinations of some or all of the above, such as in a system-on-chip.

[0049] The term memory is a subset of the term computer-readable medium. The term computer-readable medium as used herein does not cover transitory electrical or electromagnetic signals propagated through a medium (such as on a carrier wave); thus, the term computer-readable medium can be considered tangible and non-transitory. Non-limiting examples of non-transitory tangible computer-readable media are non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0050] The devices and methods described in this application can be implemented in part or in whole by a special-purpose computer created by configuring a general-purpose computer to execute one or more specific functions embodied in a computer program. Functional blocks, flowchart components, and other elements described above serve as software specifications that can be translated into a computer program by the routine work of a technician or programmer.

[0051] The description of the present disclosure is merely exemplary in nature, and thus, variations that do not depart from the essence of the present disclosure are intended to be within the scope of the present disclosure. Such variations should not be regarded as departing from the spirit and scope of the present disclosure.

[0052] According to the present invention, a method of testing a vehicle including a propulsion system, drive wheels, and a steering wheel includes: positioning the vehicle on a dynamometer; operating the propulsion system to rotate the drive wheels at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain the vehicle traveling straight on the dynamometer, wherein the one or more predetermined speeds are greater than 40 mph (64.37 kph); measuring the angular data of the steering wheel during the active adjustment of the rotational position of the steering wheel; checking the measured angular data to determine whether it is outside a predetermined angular range; and outputting at least one of a repair ticket and a vehicle fault code in response to the angular data being outside the predetermined angular range.

[0053] In one aspect of the present invention, the active adjustment of the rotational position of the steering wheel is performed by a driver assistance system of the vehicle.

[0054] In one aspect of the present invention, the angular data being checked is the angular data measured during a predetermined operating state of the vehicle, wherein the predetermined operating state causes the transmission of the vehicle not to shift during the predetermined operating state.

[0055] In one aspect of the present invention, the predetermined operating state causes the one or more predetermined speeds to be constant speeds.

[0056] In one aspect of the present invention, the predetermined operating state causes the one or more predetermined speeds to include accelerating speeds.

[0057] According to the present invention, a method of testing a vehicle including a propulsion system, drive wheels, and a steering wheel includes: positioning the vehicle on a dynamometer; operating the propulsion system to rotate the drive wheels at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain the vehicle traveling straight on the dynamometer, wherein the one or more predetermined speeds are greater than 40 mph (64.37 kph), wherein the active adjustment of the rotational position of the steering wheel is performed by at least one of a driver assistance system and a robot of the vehicle; measuring the angular data of the steering wheel during the active adjustment of the rotational position of the steering wheel; checking the measured angular data to determine whether it is outside a predetermined angular range; and outputting at least one of a repair ticket and a vehicle fault code in response to the angular data being outside the predetermined angular range.

Claims

1. A method for testing a vehicle including a propulsion system, drive wheels, and a steering wheel, the method comprising: Positioning the vehicle on a dynamometer; Operating the propulsion system to rotate the drive wheels at one or more predetermined speeds while actively adjusting the rotational position of the steering wheel to maintain the vehicle in a straight line on the dynamometer; Measuring angle data of the steering wheel during the active adjustment of the rotational position of the steering wheel; Checking the measured angle data to determine whether it is outside a predetermined angular range; And Outputting at least one of a maintenance ticket and a vehicle fault code in response to the angle data being outside the predetermined angular range.

2. The method according to claim 1, wherein checking the measured angle data to determine whether it is outside a predetermined angular range is performed by a controller.

3. The method according to claim 1, wherein the one or more predetermined speeds are greater than 40 mph (64.37 kph).

4. The method according to claim 1, wherein the predetermined angular range is from -2.5° to 2.5°.

5. The method according to claim 1, wherein the angle data being checked is angle data measured during a predetermined operating state of the vehicle, wherein the predetermined operating state causes the vehicle's transmission not to shift during the predetermined operating state.

6. The method according to claim 5, wherein the predetermined operating state causes the one or more predetermined speeds to be a constant speed.

7. The method according to claim 5, wherein the predetermined operating state causes the one or more predetermined speeds to include an acceleration speed.

8. The method according to claim 1, wherein the measured angle data is measured by a measuring device removably mounted externally to the steering wheel.

9. The method according to claim 1, wherein the measured angle data is measured by a measuring device mounted within the steering wheel or mounted to or within the steering column.

10. The method according to claim 1, wherein the measured angle data is measured by a measuring device including an optical sensor configured to detect the angular position of the steering wheel.

11. The method according to claim 1, wherein the measured angle data is measured by a measuring device including at least one of a gyroscope and an accelerometer.

12. The method according to claim 1, further comprising performing wheel alignment before operating the propulsion system to rotate the drive wheels at the one or more predetermined rotational speeds.

13. The method according to claim 12, wherein the wheel alignment is performed before positioning the vehicle on the dynamometer.

14. The method according to any one of claims 1 to 13, wherein the active adjustment of the rotational position of the steering wheel is performed by a driver assistance system of the vehicle.

15. The method according to any one of claims 1 to 13, wherein the active adjustment of the rotational position of the steering wheel is performed by a robot.

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