A method for verifying vehicle steering angle using a chassis steering system test bench

Abstract

This invention discloses a method for verifying vehicle steering angle using a chassis steering system test bench. The test bench includes a lifting mechanism, a clamping mechanism, a first drive mechanism, and a controller. The lifting mechanism drives the clamping mechanism to rise and fall; the clamping mechanism clamps the wheel to be tested; the first drive mechanism includes at least one first drive device, which is mounted on the lifting platform, its output end is connected to the clamping mechanism, and its output end can move horizontally to drive a rotary table to rotate around its axis; the first drive device is electrically connected to the controller, which controls the movement of the output end of the first drive device. The advantage of this invention is that the test bench can be used to check the condition of relevant parts under various load conditions during vehicle testing, and to determine the fault status of the chassis steering system and its connecting components. It allows for quick, safe, and intuitive problem identification, and clear and accurate verification of the problem situation.

Description

Technical Field

[0001] This invention relates to the field of automotive steering system technology, and more specifically, to a method for verifying vehicle steering angle using a chassis steering system test bench. Background Technology

[0002] Before, during, and after the test vehicle is put into testing, the status of the steering system and its components needs to be checked and verified:

[0003] 1. Verify the accuracy of the matching between the steering system hardware and software systems before vehicle testing;

[0004] 2. During the test, check the steering system and components for functional problems such as abnormal noise, interference, oil leakage, and noise.

[0005] 3. After the test, verify whether the steering system and components meet the test strength requirements and verify their reliability.

[0006] When conducting vehicle chassis inspections and verifications, the vehicle needs to be lifted. Because the vehicle's suspension components are suspended in the air, the stress state of the suspension system on the ground cannot be observed. Therefore, it is impossible to accurately determine the specific location of the problem or fault, leading to the following issues:

[0007] 1. It is impossible to check the condition of parts under real load, and known problems cannot be reproduced, such as the interference between the shock absorber, the front stabilizer bar and the control arm;

[0008] 2. During routine inspections, such as checking the steering system and CV joints, the vehicle needs to be lifted up so that one person can enter the vehicle to operate the steering wheel and turn it left and right, while two people below push the tires left and right. This requires multiple people to operate, which is inconvenient and time-consuming. Summary of the Invention

[0009] To solve at least one of the above-mentioned technical problems, the present invention provides a method for verifying the steering angle of a vehicle using a chassis steering system test bench. The test bench clamps the wheel to be tested through a clamping mechanism, and a first driving device drives the clamping mechanism to rotate around the axis of the rotating shaft, thereby causing the wheel to be tested to rotate and realize the steering of the wheel to be tested.

[0010] The present invention solves the technical problem by adopting the following technical solution:

[0011] A chassis steering system test bench includes a lifting mechanism, a clamping mechanism, a first drive mechanism, and a controller. The lifting mechanism includes a support rod and a lifting platform. The support rod is vertically movable, and the lifting platform is located on top of the support rod. The clamping mechanism includes a rotating platform, a first clamping plate, a second clamping plate, and a locking device. The rotating platform is rotatably connected to the lifting platform via a rotating shaft. A slide rail is provided on the rotating platform. The first clamping plate is fixedly located at one end of the slide rail, and the second clamping plate is slidably connected to the slide rail via a slider. The first and second clamping plates are used to abut against both sides of the wheel under test. The locking device is used to lock the second clamping plate after the first and second clamping plates clamp the wheel under test. The first drive mechanism includes at least one first drive device, which is located on the lifting platform. Its output end is connected to the clamping mechanism, and its output end is capable of moving horizontally to drive the rotating platform to rotate around the axis of the rotating shaft. The first drive device is electrically connected to the controller, which controls the movement of the output end of the first drive device.

[0012] Furthermore, the first driving mechanism includes a first driving device, the output end of which is connected to one end of the first clamping plate or the second clamping plate in the horizontal direction.

[0013] Furthermore, the first driving mechanism includes two first driving devices located on both sides of the rotating shaft; both first driving devices are disposed on the outside of the first clamping plate or both are disposed on the outside of the second clamping plate, and their output ends are respectively connected to the two ends of the first clamping plate or the second clamping plate in the horizontal direction; or, the two first driving devices are respectively disposed on the outside of the first clamping plate and the second clamping plate, and their output ends are connected to the ends of the first clamping plate or the second clamping plate that are far apart in the horizontal direction. The rotating table is driven to rotate by the two first driving devices, and the driving force of a single first driving device is smaller.

[0014] Furthermore, the distances from the axis of the rotating shaft to the straight lines of motion trajectories of the two first driving devices on the first vertical plane are equal, so that the two first driving devices are symmetrically arranged and the motion coordination is more precise.

[0015] Furthermore, the first clamping plate is detachably connected to the rotary table, and the second clamping plate is detachably connected to the slider, making it easy to replace the clamping plates to suit different wheel models.

[0016] Furthermore, the output end of the first drive device is connected to a pressure plate via a fisheye connector. The pressure plate is connected to the first clamping plate or the second clamping plate to maintain the contact between the pressure plate and the first clamping plate or the second clamping plate.

[0017] Furthermore, the locking device includes a locking rod-locking nut assembly. The first clamping plate has first locking holes at both horizontal ends, and the second clamping plate has second locking holes at both horizontal ends. The two first locking holes are respectively aligned with the two second locking holes. When the first clamping plate and the second clamping plate clamp the wheel to be tested, the distance between the two first locking holes is greater than the chord length of the tire at the height of the two first locking holes. The second clamping plate can be locked by the locking rod-locking nut assembly.

[0018] Furthermore, a support platform is provided on the rotating platform. The support platform includes two connecting plates and a support plate disposed between the two connecting plates. The connecting plates are connected to the rotating platform. The support plate is disposed above the slide rail near the first clamping plate and can support the tire and protect the slide rail.

[0019] Furthermore, the test bench includes a control panel, which includes a rotary switch electrically connected to a controller for sending rotation commands to the controller to control the movement of the output end of the first drive device.

[0020] Furthermore, the rotary switch includes a clockwise rotation switch, a counterclockwise rotation switch, a 0° reset switch, and multiple predetermined angle switches. The 0° reset switch is used to send a rotation command to the controller to control the movement of the output end of the first drive device so that the rotary table rotates until the extension direction of the slide rail is consistent with the movement direction of the output end of the first drive device.

[0021] Furthermore, the controller includes:

[0022] The instruction receiving module includes a rotation direction receiving module and a rotation angle receiving module, which are used to receive rotation direction instructions and rotation angle instructions respectively, and send rotation direction signals and rotation angle signals to the instruction calculation module.

[0023] The instruction calculation module is used to calculate the rotation value based on the received rotation direction signal and rotation angle signal, and send it to the instruction output module;

[0024] The instruction output module is used to send action instructions to each first control device based on the received rotation value.

[0025] Furthermore, the rotation value is set as a duty cycle; when the rotation direction signal is the first direction, the duty cycle value is equal to the percentage of the angle value corresponding to the rotation angle signal; when the rotation direction signal is the opposite direction of the first direction, the duty cycle value is equal to the difference between 1 and the percentage of the angle value corresponding to the rotation angle signal.

[0026] Furthermore, a method for verifying the vehicle steering angle, applied to the test bench described above, includes the following steps:

[0027] Step 1: Lift the vehicle to be tested using a lift to suspend the wheels freely, and then clamp the wheels between the first and second clamping plates.

[0028] Step 2: Control the movement of the output end of the first drive device to rotate the rotary table until the extension direction of the slide rail is consistent with the movement direction of the output end of the first drive device, and keep the wheel under test in the correct position.

[0029] Step 3: Check if the signal sent by the vehicle angle sensor is consistent with 0°; if the signal sent by the vehicle angle sensor is consistent with 0°, proceed to step 4; if the signal sent by the vehicle angle sensor is inconsistent with 0°, stop the test.

[0030] Step 4: Control the output end of the first drive device to rotate the rotary table to a predetermined angle;

[0031] Step 5: Check whether the signals sent by the vehicle's steering angle sensor are consistent with the corresponding predetermined angles.

[0032] Furthermore, the method also includes calibrating the correspondence between the extension length of the output end of the first drive device and the rotation angle of the rotary table. The calibration method includes:

[0033] The standard vehicle is lifted by a lift, so that the calibration wheels are freely suspended, and the calibration wheels are clamped between the first clamp and the second clamp.

[0034] Rotate the turntable until the extension direction of the slide rail is consistent with the movement direction of the output end of the first drive device, and keep the calibrated wheel in the correct position. At this time, calibrate the extension length of each output end of the first drive device connected to the first clamp or the second clamp to 0°.

[0035] By controlling the steering wheel to rotate the calibration wheel to the angle to be calibrated, the extension length of each first drive device output end connected to the first or second clamping plate is calibrated to a predetermined angle consistent with the calibration angle.

[0036] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0037] (1) The test bench can simulate the condition of parts, chassis steering system and connecting components under real load. It can be used to check the condition of relevant parts under various load conditions during the whole vehicle test, and to judge the fault condition of chassis steering system and connecting components. It can quickly, safely and intuitively discover problems and clearly and accurately verify the problem situation.

[0038] (2) It can be easily operated by a single person to verify specific problem points efficiently and with high quality, while ensuring safety, saving working time and improving operational efficiency.

[0039] (3) The vehicle steering angle can be verified through this test bench. Compared with the ordinary four-wheel alignment system, which can only test the deviation of the car in straight driving (0°), this test bench can quickly measure the deviation of the wheel at various predetermined steering angles, such as the deviation of the wheel steering angle at 15°, 30°, 45°, etc. The operation is simple and quick, and the measurement is accurate. Attached Figure Description

[0040] To better understand the above and other objects, features, advantages, and functions of the present invention, reference can be made to the embodiments shown in the accompanying drawings. The same reference numerals in the drawings refer to the same parts. Those skilled in the art should understand that the drawings are intended to schematically illustrate preferred embodiments of the invention and do not limit the scope of the invention in any way; the parts in the drawings are not drawn to scale.

[0041] Figure 1 This is a schematic diagram of the test bench for the chassis steering system of the present invention.

[0042] Figure 2 This is an exploded view of the test bench for the chassis steering system of the present invention.

[0043] Figure 3 This is a schematic diagram of the control panel structure.

[0044] Figure 4 This is a block diagram of the controller structure.

[0045] Figure 5 The interface for the vehicle steering sensor in the Odis system to send angle signals.

[0046] In the diagram: 1. Lifting mechanism; 11. Support rod; 12. Lifting platform; 121. Bracket; 13. Base; 14. Foot pedal control panel; 15. Caster wheel; 2. Clamping mechanism; 21. Rotary table; 211. Slide rail; 212. Bearing; 22. First clamping plate; 221. First locking hole; 23. Second clamping plate; 231. Slider; 232. Second locking hole; 24. Locking rod; 25. Support platform; 3. First drive device; 31. Pressure plate; 4. Controller; 41. Command receiving module; 411. Rotation direction receiving module; 412. Rotation angle receiving module; 42. Command calculation module; 43. Command output module; 5. Control panel; 51. Rotary switch; 6. Tire. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this invention clearer, exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0048] In the description of this invention, it should be noted that the term "comprising" and its variations indicate an open-ended inclusion, i.e., "including but not limited to". The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0049] This invention provides a chassis steering system test bench, with reference to Figure 1 and Figure 2 As shown, the device includes a lifting mechanism 1, a clamping mechanism 2, a first drive mechanism, and a controller 4. The lifting mechanism 1 includes a support rod 11 and a lifting platform 12. The support rod 11 can be raised and lowered vertically, and the lifting platform 12 is located on top of the support rod 11. The clamping mechanism 2 includes a rotating platform 21, a first clamping plate 22, a second clamping plate 23, and a locking device. The rotating platform 21 is rotatably connected to the lifting platform 12 via a rotating shaft. A slide rail 211 is provided on the rotating platform 21. The first clamping plate 22 is fixedly disposed at one end of the slide rail 211, and the second clamping plate 23 is slidably connected via a slider 231. The first drive mechanism is connected to the slide rail 211; the first clamping plate 22 and the second clamping plate 23 are used to abut against both sides of the wheel to be tested, and the locking device is used to lock the second clamping plate 23 after the first clamping plate 22 and the second clamping plate 23 clamp the wheel to be tested; the first drive mechanism includes at least one first drive device 3, the first drive device 3 is disposed on the lifting platform 12, its output end is connected to the clamping mechanism 2, and its output end can move in the horizontal direction to drive the rotating platform 21 to rotate around the axis of the rotating shaft; the first drive device 3 is electrically connected to the controller 4, and the controller 4 is used to control the movement of the output end of the first drive device 3.

[0050] The lifting mechanism 1 can be a telescopic lifting platform with a telescopic support rod 11, or a scissor lift platform with an X-shaped scissor arm. The lifting of the support rod 11 can be driven by a second drive device, which can be a pneumatic cylinder, hydraulic cylinder, or other drive equipment. Preferably, a foot-operated hydraulic control lifting platform can be used, where the lifting platform 12 is raised or lowered by stepping on the foot control panel 14 to meet actual load and height requirements, making lifting operation more convenient. The structure of the lifting mechanism 1 is not limited here, as long as it enables the lifting platform 12 to move up and down. To facilitate the movement of the lifting mechanism 1, a base 13 can be provided at the bottom of the support rod 11, and casters 15 can be installed on the base 13.

[0051] The rotary table 21 is preferably rotatably connected to the lifting table 12 via a bearing 212. Specifically, the bearing 212 can be a flange bearing 212, with a connecting hole provided on the lifting table 12. The rotating shaft is a pin in the middle of the rotary table 21, with the outer ring of the flange bearing 212 interference-fitted into the connecting hole, and the rotating shaft interference-fitted into the inner ring of the bearing 212. Alternatively, the bearing 212 can be a turntable bearing 212, with the inner ring of the turntable bearing 212 bolted to the rotary table 21, and the outer ring of the turntable bearing 212 bolted to the lifting table 12. The rotating shaft is the inner ring of the turntable bearing 212. The rotation of the inner ring of the bearing 212 drives the rotary table 21 to rotate, resulting in smooth and effortless rotation.

[0052] The first clamping plate 22 can be fixedly mounted on the rotary table 21 at the end of the slide rail 211 by welding, screwing, snap-fitting, etc. A slider 231 is provided at the bottom of the second clamping plate 23, and the slider 231 is slidably connected to the slide rail 211, allowing the second clamping plate 23 to slide along the slide rail 211. Preferably, the first clamping plate 22 is detachably connected to the rotary table 21, and the second clamping plate 23 is detachably connected to the slider 231. For example, protrusions can be provided on the rotary table 21 and the slider 231, and slots can be provided at the bottom of the first clamping plate 22 and the bottom of the second clamping plate 23, allowing the protrusions to be inserted into the slots for fixation. This allows the first clamping plate 22 and the second clamping plate 23 to be replaced with appropriate sizes according to the tire 6 model. To improve the reliability of the sliding engagement between the slider 231 and the slide rail 211, and to maintain the linear movement of the second clamping plate 23 along the extension direction of the slide rail 211, the slide rail 211 can be provided with two parallel tracks, and the slider 231 can be provided with two corresponding grooves adapted to the tracks.

[0053] The first clamping plate 22 and the second clamping plate 23 can preferably be configured as U-shaped. The sidewall of the tire 6 to be tested is clamped by the vertical plates on both sides of the U-shape, which can reduce the weight of the first clamping plate 22 and the second clamping plate 23, reduce the driving force, and facilitate the observation of the clamping state of the tire 6.

[0054] The first drive device 3 can be fixedly mounted on the lifting platform 12 via a bracket 121. The bracket 121 is L-shaped to support the first drive device 3 at a suitable height. The output end of the first drive device 3 can be detachably connected to the clamping mechanism 2 via snap-fit, screw-fit, or other means, and can be connected to at least one of the first clamping plate 22, the second clamping plate 23, and the rotating platform 21.

[0055] This test bench can be used to check the condition of chassis-related parts under various load conditions during vehicle testing, and to diagnose the condition and faults of the chassis steering system and various connecting components, enabling quick, safe and intuitive identification of problems.

[0056] In use, the vehicle to be tested is lifted by a lift, allowing the wheels to suspend freely. The wheels are then clamped between the first clamping plate 22 and the second clamping plate 23. Specifically, the drive support rod 11 is raised, elevating the lifting platform 12 below the wheel to be tested. The wheel is then placed between the first clamping plate 22 and the second clamping plate 23, with the first clamping plate 22 abutting against the tire sidewall of one side of the wheel. The second clamping plate 23 is then moved along the slide rail 211, abutting against the tire sidewall of the other side of the wheel, and locked in place by a locking device, thus clamping the wheel between the first and second clamping plates 22 and 23. Then, the controller 4 controls the extension length of the output end of the first drive device 3, which drives the rotating platform 21 to rotate, causing the clamping mechanism 2 to rotate around its axis, thereby rotating the wheel to be tested and steering it. This allows for convenient inspection of the vehicle's steering and suspension systems for potential problems. By adjusting the lifting mechanism 1 to drive the lifting platform 12 to a suitable height to compress the wheel, the stress compression state of the suspension components when the vehicle is on the ground can be simulated, realizing the state of the parts under real load. By controlling the extension length of the output end of the first drive device 3, the rotation angle of the turntable 21 can be controlled. The rotation angle control is precise, and the wheel under test can be rotated at any angle. The steering angle of the vehicle can also be checked and verified.

[0057] The first driving device 3 can be a driving device such as a cylinder or a hydraulic cylinder. For ease of description, the following description and explanation will use a cylinder as an example.

[0058] For ease of understanding and description, clockwise and counterclockwise directions are defined as clockwise and counterclockwise directions when viewed from above. Counterclockwise rotation is defined as the positive direction of rotation, and clockwise rotation is defined as the negative direction of rotation.

[0059] In some embodiments, the first driving mechanism includes a first driving device 3, the output end of which is connected to one horizontal end of the first clamping plate 22 or the second clamping plate 23. Pushing or pulling the horizontal end of the first clamping plate 22 or the second clamping plate 23 can drive the clamping mechanism 2 to rotate as a whole. For example, the piston rod end of a cylinder is connected to the right end of the first clamping plate 22. When the piston rod extends, it can push the clamping mechanism 2 to rotate counterclockwise; when the piston rod retracts, it can pull the clamping mechanism 2 to rotate clockwise. When the output end of the first driving device 3 is connected to the second clamping plate 23, and the second clamping plate 23 moves along the slide rail 211, the extension length of the output end of the first driving device 3 is adjusted accordingly. Alternatively, the second clamping plate 23 can be moved into position to clamp the wheel to be tested before connecting the output end of the first driving device 3 to the second clamping plate 23.

[0060] In some embodiments, the first driving mechanism includes two first driving devices 3 located on both sides of the rotating shaft; both first driving devices 3 are disposed on the outer side of the first clamping plate 22 or on the outer side of the second clamping plate 23, and their output ends are respectively connected to the two ends of the first clamping plate 22 or the second clamping plate 23 in the horizontal direction. For example, the piston rod ends of the two cylinders are respectively connected to the left and right ends of the first clamping plate 22. In this case, the two cylinders are disposed on the same side of the wheel to be tested. When the clamping mechanism 2 is driven to rotate, the piston rod of one cylinder extends and the piston rod of the other cylinder shortens accordingly.

[0061] In some embodiments, the first driving mechanism includes two first driving devices 3 located on both sides of the rotating shaft; the two first driving devices 3 are respectively disposed on the outer sides of the first clamping plate 22 and the second clamping plate 23, and their output ends are connected to the ends of the first clamping plate 22 or the second clamping plate 23 that are horizontally away from each other. For example, the piston rod ends of the two cylinders are respectively connected to the right ends of the first clamping plate 22 and the second clamping plate 23. In this case, the two cylinders are disposed on both sides of the wheel to be tested. When the clamping mechanism 2 is driven to rotate, the piston rods of the two cylinders extend or retract synchronously. Preferably, it is better for both first driving devices 3 to be disposed on the outer side of the first clamping plate 22, which can facilitate the control of the extension length of the output end of the first driving device 3, and can also save the size of the lifting platform in the piston rod extension direction, saving space and cost.

[0062] It is understandable that the side between the first clamping plate 22 and the second clamping plate 23 is the inner side, and the side opposite to the first clamping plate 22 and the second clamping plate 23 is the outer side. The left end and the right end are the left end and the right end when viewed from the end face of the wheel.

[0063] Preferably, the distance from the axis of the rotating shaft to the straight lines of motion trajectories of the two first driving devices 3 on the first vertical plane is equal. The piston rod of one cylinder extends and retracts along the first horizontal straight line (its straight motion trajectory), and the piston rod of the other cylinder extends and retracts along the second horizontal straight line (its straight motion trajectory). The distance from the axis of the rotating shaft to the first vertical plane containing the first horizontal straight line is equal to the distance from the axis of the rotating shaft to the first vertical plane containing the second horizontal straight line. Specifically, when both cylinders are located outside the first clamping plate 22 or both are located outside the second clamping plate 23, the two cylinders are mirror-symmetrically arranged on the second vertical plane, which is defined as the plane parallel to the first vertical plane containing the axis of the rotating shaft. When the two first driving devices 3 are respectively located outside the first clamping plate 22 and the second clamping plate 23, the two cylinders are symmetrically arranged with respect to the axis of the rotating shaft. In this way, the two first drive devices 3 can be symmetrically arranged. When the drive turntable 21 rotates, the extension or retraction length of the output ends of the two first drive devices 3 remains consistent, so that the force on both sides of the tire 6 is consistent and balanced. At the same time, the control of the controller 4 is simpler, the movement coordination of the output ends of the two first drive devices 3 is more precise, and the accuracy of wheel steering angle detection is improved.

[0064] In some embodiments, the output end of the first driving device 3 is connected to a pressure plate 31 via a fisheye connector, and the pressure plate 31 is connected to the first clamping plate 22 or the second clamping plate 23. During the rotation of the first clamping plate 22 and the second clamping plate 23, the piston rod of the cylinder extends or shortens linearly, and the angle between the plane containing the outer surfaces of the first clamping plate 22 and the second clamping plate 23 and the linear trajectory of the piston rod changes. The fisheye connector allows the pressure plate 31 to swing accordingly, maintaining the contact between the pressure plate 31 and the first clamping plate 22 or the second clamping plate 23, and preventing damage to the output end of the first driving device 3. The pressure plate 31 can be set separately as a flat plate with two lugs, and the flat plate is bolted to the first clamping plate 22 and the second clamping plate 23; the pressure plate 31 can also be integrated into the first clamping plate 22 and the second clamping plate 23, that is, the lugs are integrated into the first clamping plate 22 and the second clamping plate 23.

[0065] In some embodiments, the locking device includes a locking rod 24-locking nut assembly. The first clamping plate 22 has first locking holes 221 at both horizontal ends, and the second clamping plate 23 has second locking holes 232 at both horizontal ends. The two first locking holes 221 are aligned with the two second locking holes 232, and when the first and second clamping plates clamp the wheel to be tested, the distance between the two first locking holes 221 is greater than the chord length of the tire 6 at the height of the two first locking holes 221. When the second clamping plate 23 abuts against the tire 6, both the two first locking holes 221 and the two second locking holes 232 are located outside the tire tread of the tire 6, preventing interference between the tire 6 and the locking rod 24. After passing the two locking rods 24 through the first locking holes 221 and the second locking holes 232, the locking nuts are used to tighten them, thereby locking the second clamping plate 23 and stably clamping the wheel to be tested between the first clamping plate 22 and the second clamping plate 23. The locking rod 24 can be made of long screws, long bolts, long smooth bolts, etc.

[0066] Of course, the locking device can also be configured with other structures. For example, the locking device can also be configured with a fastening screw. The slider 231 is provided with a through hole, and the rotary table 21 is provided with a threaded hole. The distance between the axis of the threaded hole and the plane where the clamping surface of the first clamping plate 22 is located is adapted to the thickness of the wheel to be measured. When the second clamping plate 23 abuts against the tire 6, the through hole and the threaded hole are aligned. The fastening screw passes through the through hole and is screwed into the threaded hole, locking the slider 231 onto the rotary table 21, so that the first clamping plate 22 and the second clamping plate 23 clamp the tire 6. The slider 231 can be provided with multiple sets of through holes. Correspondingly, the rotary table 21 is provided with multiple sets of threaded holes. The slider 231 is locked onto the rotary table 21 by multiple fastening screws, keeping the slider 231 locked stably and reliably. The threaded holes can be provided as multiple sets distributed along the extension direction of the slide rail 211 to adapt to different wheel thicknesses.

[0067] In some embodiments, a support platform 25 is provided on the rotary table 21. The support platform 25 includes two connecting plates and a support plate disposed between the two connecting plates. The connecting plates are connected to the rotary table 21, and the support plate is disposed above the slide rail 211 near the first clamping plate 22. The support platform 25 is configured as a bridge, spanning across the slide rail 211, which can support the tire 6, protect the slide rail 211, and prevent the tire 6 from being placed directly on the slide rail 211 and damaging it.

[0068] In some embodiments, the test bench includes a control panel 5, which includes a rotary switch 51 electrically connected to a controller 4. The rotary switch 51 sends a rotation command to the controller 4 to control the movement of the output end of the first drive device 3. Preferably, the rotary switch 51 includes a clockwise rotation switch, a counter-clockwise rotation switch, a 0° reset switch, and multiple predetermined angle switches. The 0° reset switch sends a rotation command to the controller 4 to control the movement of the output end of the first drive device 3, causing the rotary table 21 to rotate until the extension direction of the slide rail 211 is consistent with the movement direction of the output end of the first drive device 3.

[0069] When the extension direction of the slide rail 211 is consistent with the movement direction of the output end of the first drive device 3, the angle of the rotary table 21 is set to 0°. Other rotation angles of the rotary table 21 are rotation angles relative to the 0° position. The wheel rotation range is approximately -45° to 45°. As needed, the rotation angle (i.e., vehicle steering angle) of the rotary table 21 corresponding to each predetermined angle switch includes ±15°, ±30°, ±45°, etc., simulating the working process of a real steering system. Each predetermined angle switch can be directly set to the angle switch corresponding to the rotation direction, or it can be used in conjunction with a direction control switch and an angle size switch. Operating the clockwise and counterclockwise rotation switches allows for inching control of the rotary table 21 to rotate freely clockwise or counterclockwise. Operating the 0° reset switch and the predetermined angle switch can drive the rotary table 21 to rotate directly to a specified angle. For example, as... Figure 3 As shown, the control panel 5 can be controlled by a wireless remote control. The remote control has buttons 1-8, which are, in order: clockwise jog switch, counter-clockwise jog switch, 15° switch, 30° switch, 45° switch, 0° reset switch, forward switch, and reverse switch. Pressing the forward switch and then the 15° switch rotates the panel 21 15° counter-clockwise; pressing the reverse switch and then the 15° switch rotates the panel 21 15° clockwise. Thus, by operating the rotary switch 51, the rotary table 21 can be controlled to rotate to a specified angle, making control convenient and operation simple.

[0070] In some embodiments, reference Figure 4 As shown, the controller 4 includes:

[0071] The instruction receiving module 41 includes a rotation direction receiving module 411 and a rotation angle receiving module 412, which are respectively used to receive rotation direction instructions and rotation angle instructions, and send rotation direction signals and rotation angle signals to the instruction calculation module 42.

[0072] The instruction calculation module 42 is used to calculate the rotation value based on the received rotation direction signal and rotation angle signal, and send it to the instruction output module 43;

[0073] The instruction output module 43 is used to send action instructions to each of the first control devices according to the received rotation value.

[0074] For example, rotation direction and rotation angle commands can be sent through rotary switch 51. Controller 4 sends action commands to each first control device based on the rotation direction and rotation angle commands, thereby controlling the output of each first drive device 3 to perform corresponding extension or retraction movements.

[0075] In some embodiments, the rotation value is set as a duty cycle; when the rotation direction signal is the first direction, the duty cycle value is equal to the percentage of the angle value corresponding to the rotation angle signal; when the rotation direction signal is the opposite direction of the first direction, the duty cycle value is equal to the difference between 1 and the percentage of the angle value corresponding to the rotation angle signal.

[0076] It is understandable that the rotation angle signal is the angle signal of rotation relative to the 0° position. For example, if the first direction is set to the positive direction (counterclockwise direction), when the rotary table 21 needs to rotate from a 15° angle to a 45° angle, the positive switch and the 45° switch are pressed. The rotation direction signal received by the instruction calculation module 42 is the positive direction, and the rotation angle signal is 45°. Then the duty cycle = 45%. The action command received by each first control device is the signal corresponding to the 45% duty cycle. The output end of each first drive device 3 makes a corresponding extension or retraction movement according to the current extension length, so that the extension length of the output end of each first drive device 3 is consistent with the length corresponding to the 45% duty cycle, thereby driving the rotary table 21 to rotate counterclockwise by 30°, that is, to the position corresponding to the 45° angle. For example, when the rotary table 21 is at 15°, the extension length of a cylinder piston rod is L1. When the rotary table 21 is at 45°, the extension length of the cylinder piston rod is L2 (L2>L1). Therefore, the extension length of the cylinder piston rod extends from L1 to L2.

[0077] At this time, if the 0° reset switch is pressed, the rotary table 21 needs to rotate in the opposite direction to reset. The rotation direction signal received by the instruction calculation module 42 is in the opposite direction, and the rotation angle signal is 45°. Therefore, the duty cycle = 1 - 45% = 55%. The action command received by each first control device is the signal corresponding to the duty cycle of 55%. The output end of each first drive device 3 makes a corresponding extension or retraction movement, so that the extension length of the output end of each first drive device 3 is consistent with the length corresponding to the duty cycle of 0, and the rotary table 21 resets.

[0078] If, during the test, the vehicle exhibits a false steering angle, an incorrect steering angle range, wheel misalignment, or abnormal steering noise, the vehicle's steering angle needs to be verified.

[0079] The present invention also provides a method for verifying the steering angle of a vehicle, applied to the test bench described above, comprising the following steps:

[0080] Step 1: Lift the vehicle to be tested using a lift to suspend the wheel to be tested freely, and then clamp the wheel to be tested between the first clamping plate 22 and the second clamping plate 23.

[0081] Step 2: Control the output end of the first drive device 3 to rotate the rotary table 21 until the extension direction of the slide rail 211 is consistent with the movement direction of the output end of the first drive device 3, and keep the wheel under test in the correct position.

[0082] Step 3: Check if the signal sent by the vehicle angle sensor is consistent with 0°; if the signal sent by the vehicle angle sensor is consistent with 0°, proceed to step 4; if the signal sent by the vehicle angle sensor is inconsistent with 0°, stop the test.

[0083] Step 4: Control the output end of the first drive device 3 to rotate the rotary table 21 to a predetermined angle;

[0084] Step 5: Check whether the signals sent by the vehicle's steering angle sensor are consistent with the corresponding predetermined angles.

[0085] In step 2, pressing the 0° reset switch resets the first drive device 3, causing the rotary table 21 to rotate until the extension direction of the slide rail 211 aligns with the movement direction of the output end of the first drive device 3. Keep the wheel under test in the correct position; even if the wheel is traveling in a straight line, the wheel can be aligned by operating the steering wheel. Comparing the signal sent by the vehicle angle sensor at this time with 0° allows for confirmation of the 0° (base point) position of the vehicle angle sensor G85.

[0086] If the 0° position is accurate, step 4 can be performed to confirm other predetermined angle positions. In step 4, the predetermined angle switch can be pressed to rotate the turntable 21 directly to the predetermined angle. By comparing the signal sent by the vehicle angle sensor with each corresponding predetermined angle, the accuracy and functionality of the vehicle angle sensor G85 calibration can be verified.

[0087] If the signal sent by the vehicle steering angle sensor matches the predetermined angle (including 0°) when the turntable 21 rotates to each predetermined angle, the vehicle steering angle is accurate. If any angle is inconsistent, the test should be stopped. If the signal sent by the vehicle steering angle sensor is inconsistent with the predetermined angle, it indicates that the G85 sensor has not been calibrated or is faulty. In this case, the vehicle needs to be re-diagnosed and adjusted, such as performing post-diagnosis, hardware replacement, software update, software recalibration, four-wheel alignment adjustment, etc., before retesting and verification.

[0088] The signals sent by the vehicle's steering angle sensor can be read by devices such as the Odis diagnostic system (Volkswagen Audi's professional diagnostic software system, used for diagnosis, coding, reading data streams, etc.) and the DiagRA D diagnostic system (a professional diagnostic software system used to read diagnostic data from the vehicle control unit).

[0089] It is understandable that the signal sent by the vehicle steering angle sensor is consistent with the predetermined angle, including that the signal sent by the vehicle steering angle sensor is within the set signal deviation range. Generally, the deviation of the wheel steering angle is set to no more than 2°, and the vehicle steering angle sensor signal deviation is set accordingly. Figure 5 As shown, according to the Odis system settings, the signal sent by the vehicle steering angle sensor is 10 times the wheel steering angle. For example, if the predetermined angle is 30°, the corresponding signal sent by the vehicle steering angle sensor is 300°. The deviation range of the wheel steering angle is ±1°, and the corresponding deviation of the signal sent by the vehicle steering angle sensor is ±10°. When the signal sent by the vehicle steering angle sensor is between 290° and 310°, it is considered to be consistent with the predetermined angle. Even when the signal sent by the vehicle steering angle sensor is inconsistent with the predetermined angle, the deviation between the signal sent by the vehicle steering angle sensor and the predetermined angle can be calculated, providing guidance for subsequent adjustments and calibration.

[0090] Ordinary four-wheel alignment systems can only test the deviation of a car when driving straight (0°), and cannot measure the angular deviation of the wheels when turning. In contrast to ordinary four-wheel alignment systems, this method can quickly measure the deviation of the wheels at various predetermined turning angles, such as 15°, 30°, 45°, etc. The operation is simple, quick, and the measurement is accurate.

[0091] In some embodiments, the method further includes calibrating the correspondence between the extension length of the output end of the first driving device 3 and the rotation angle of the rotary table 21. The calibration method includes:

[0092] The standard vehicle is lifted by a lift, so that the calibration wheels are freely suspended, and the calibration wheels are clamped between the first clamping plate 22 and the second clamping plate 23.

[0093] Rotate the turntable 21 until the extension direction of the slide rail 211 is consistent with the movement direction of the output end of the first drive device 3, and keep the calibrated wheel in the correct position. At this time, calibrate the extension length of each output end of the first drive device 3 connected to the first clamping plate 22 or the second clamping plate 23 to 0°.

[0094] By controlling the steering wheel to rotate the calibration wheel to the angle to be calibrated, the extension length of each first drive device 3 connected to the first clamping plate 22 or the second clamping plate 23 at this time is calibrated to a predetermined angle consistent with the calibration angle.

[0095] A standard vehicle can use standard new tires, and the steering angle sensor G85 must not have any related alarms or faults, and must meet the requirements for four-wheel alignment. The angle signal emitted by the steering angle sensor G85 of the standard vehicle is consistent with the vehicle's steering angle, that is, the steering angle sensor G85 of the standard vehicle can emit an accurate angle signal.

[0096] Manipulating the steering wheel rotates the rotary table 21 via the calibrated wheels until the vehicle angle sensor sends a specified angle signal. At this point, the rotary table 21 rotates to the angle to be calibrated. The operator then manually controls the piston rod of the drive cylinder to extend or retract, connecting the cylinder's output end to the first clamping plate 22 or the second clamping plate 23. This allows for more flexible control of the piston rod's extension or retraction. Figure 5 As shown, for example, if the angle signal emitted by the vehicle's steering angle sensor is measured to be 300° by the Odis system, the extension length of the piston rods of the two cylinders at this time is calibrated to be 30°; if the angle signal emitted by the vehicle's steering angle sensor is measured to be -300° by the Odis system, the extension length of the piston rods of the two cylinders at this time is calibrated to be -30°.

[0097] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for verifying vehicle steering angle using a chassis steering system test bench, characterized in that, The test bench includes a lifting mechanism, a clamping mechanism, a first drive mechanism, and a controller; The lifting mechanism includes a support rod and a lifting platform. The support rod can be raised and lowered in a vertical direction, and the lifting platform is disposed on the top of the support rod. The clamping mechanism includes a rotating platform, a first clamping plate, a second clamping plate, and a locking device. The rotating platform is rotatably connected to a lifting platform via a rotating shaft. A slide rail is provided on the rotating platform. The first clamping plate is fixedly disposed at one end of the slide rail, and the second clamping plate is slidably connected to the slide rail via a slider. The first and second clamping plates are used to abut against both sides of the wheel to be tested. The locking device is used to lock the second clamping plate after the first and second clamping plates clamp the wheel to be tested. The first driving mechanism includes at least one first driving device, which is disposed on the lifting platform. Its output end is connected to the clamping mechanism, and its output end can move in the horizontal direction to drive the rotary table to rotate around the axis of the rotating shaft. The first driving device is electrically connected to a controller, which is used to control the movement of the output end of the first driving device. The method includes the following steps: Step 1: Lift the vehicle to be tested using a lift to suspend the wheels freely, and then clamp the wheels between the first and second clamping plates. Step 2: Control the movement of the output end of the first drive device to rotate the rotary table until the extension direction of the slide rail is consistent with the movement direction of the output end of the first drive device, and keep the wheel under test in the correct position. Step 3: Check if the signal sent by the vehicle angle sensor is consistent with 0°; if the signal sent by the vehicle angle sensor is consistent with 0°, proceed to step 4; if the signal sent by the vehicle angle sensor is inconsistent with 0°, stop the test. Step 4: Control the output end of the first drive device to rotate the rotary table to a predetermined angle; Step 5: Check whether the signals sent by the vehicle's steering angle sensor are consistent with the corresponding predetermined angles.

2. The method for verifying vehicle steering angle according to claim 1, characterized in that, The first driving mechanism includes a first driving device, the output end of which is connected to one end of the first clamping plate or the second clamping plate in the horizontal direction.

3. The method for verifying the vehicle steering angle according to claim 1, characterized in that, The first driving mechanism includes two first driving devices located on both sides of the rotating shaft; both first driving devices are disposed on the outside of the first clamping plate or both are disposed on the outside of the second clamping plate, and their output ends are respectively connected to the two ends of the first clamping plate or the second clamping plate in the horizontal direction; or, the two first driving devices are disposed on the outside of the first clamping plate and the second clamping plate, and their output ends are connected to the ends of the first clamping plate or the second clamping plate that are far apart in the horizontal direction.

4. The method for verifying the vehicle steering angle according to claim 3, characterized in that, The distances between the axis of the rotating shaft and the straight lines of motion trajectory from the output ends of the two first driving devices on the first vertical plane are equal.

5. The method for verifying the vehicle steering angle according to claim 1, characterized in that, The first clamping plate is detachably connected to the rotary table, and the second clamping plate is detachably connected to the slider.

6. The method for verifying the vehicle steering angle according to claim 1, characterized in that, The output end of the first drive device is connected to a pressure plate via a fisheye connector, and the pressure plate is connected to a first clamping plate or a second clamping plate.

7. The method for verifying the vehicle steering angle according to claim 1, characterized in that, The locking device includes a locking rod-locking nut assembly. The first clamping plate has first locking holes at both horizontal ends, and the second clamping plate has second locking holes at both horizontal ends. The two first locking holes are respectively aligned with the two second locking holes. When the first clamping plate and the second clamping plate clamp the wheel to be tested, the distance between the two first locking holes is greater than the chord length of the tire at the height of the two first locking holes.

8. The method for verifying the vehicle steering angle according to claim 1, characterized in that, A support platform is provided on the rotating platform. The support platform includes two connecting plates and a support plate disposed between the two connecting plates. The connecting plates are connected to the rotating platform, and the support plate is disposed above the slide rail near the first clamping plate.

9. The method for verifying the vehicle steering angle according to claim 1, characterized in that, The test bench includes a control panel, which includes a rotary switch electrically connected to a controller and used to send rotation commands to the controller to control the movement of the output end of the first drive device.

10. The method for verifying the vehicle steering angle according to claim 9, characterized in that, The rotary switch includes a clockwise rotation switch, a counterclockwise rotation switch, a 0° reset switch, and multiple predetermined angle switches. The 0° reset switch is used to send a rotation command to the controller to control the movement of the output end of the first drive device so that the rotary table rotates until the extension direction of the slide rail is consistent with the movement direction of the output end of the first drive device.

11. The method for verifying the vehicle steering angle according to claim 1, 9, or 10, characterized in that, The controller includes: The instruction receiving module includes a rotation direction receiving module and a rotation angle receiving module, which are used to receive rotation direction instructions and rotation angle instructions respectively, and send rotation direction signals and rotation angle signals to the instruction calculation module. The instruction calculation module is used to calculate the rotation value based on the received rotation direction signal and rotation angle signal, and send it to the instruction output module; The instruction output module is used to send action instructions to each first control device based on the received rotation value.

12. The method for verifying the vehicle steering angle according to claim 11, characterized in that, The rotation value is set as the duty cycle; when the rotation direction signal is the first direction, the duty cycle value is equal to the percentage of the angle value corresponding to the rotation angle signal; when the rotation direction signal is the opposite direction of the first direction, the duty cycle value is equal to the difference between 1 and the percentage of the angle value corresponding to the rotation angle signal.

13. The method for verifying the vehicle steering angle according to claim 1, characterized in that, The method further includes calibrating the correspondence between the extension length of the output end of the first drive device and the rotation angle of the rotary table. The calibration method includes: The standard vehicle is lifted by a lift, so that the calibration wheels are freely suspended, and the calibration wheels are clamped between the first clamp and the second clamp. Rotate the turntable until the extension direction of the slide rail is consistent with the movement direction of the output end of the first drive device, and keep the calibrated wheel in the correct position. At this time, calibrate the extension length of each output end of the first drive device connected to the first clamp or the second clamp to 0°. By controlling the steering wheel to rotate the calibration wheel to the angle to be calibrated, the extension length of each first drive device output end connected to the first or second clamping plate is calibrated to a predetermined angle consistent with the calibration angle.

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