Test device and test method for an eps steering controller

Abstract

This application belongs to the field of EPS steering controllers, specifically relating to a testing device and method for EPS steering controllers. The device, used for testing EPS steering controllers, includes a base and a return-to-center simulation device connected to the base. This application employs physical analysis, flexibly connecting a test piece to a sensor and detachably connecting the EPS steering controller to be tested to the sensor. This allows the sensor to directly detect the force between the EPS steering controller and the test piece. When the test piece, as a qualified standard, outputs a preset resistance and the EPS steering controller outputs assistance, the sensor reflects the actual force deviation between the two in real time. If the force is within the allowable error range, the test piece is deemed qualified; otherwise, it is deemed unqualified. This achieves a direct and accurate assessment of the EPS steering controller's performance.

Description

Technical Field

[0001] This application belongs to the technical field of EPS steering controllers, specifically relating to a test device and test method for EPS steering controllers. Background Technology

[0002] The EPS (Electric Power Steering) controller is a core component of the automotive steering system, and its performance directly affects the vehicle's handling and safety. During the production process of the EPS controller, its power assist characteristics, self-centering performance, and reliability must be tested using testing equipment.

[0003] In the process of developing this application, the applicant discovered at least the following shortcomings in the relevant technology: In related technologies, EPS controller testing equipment typically connects a standard load component directly to the output shaft of the controller under test via a rigid coupling. This rigid connection method requires extremely high installation alignment accuracy, and any installation deviation can easily generate additional bending moments that could damage the equipment. Summary of the Invention

[0004] Based on the above-mentioned technical problems, this application provides a testing device and testing method for EPS steering controllers, aiming to at least partially solve the technical problem of damage leading to the inability to perform normal testing.

[0005] In a first aspect of this application, a test device for an EPS steering controller is provided for testing the EPS steering controller, comprising: a base and a return-to-center simulation device connected to the base; The self-centering simulation device includes a test piece and a sensor. The test piece is flexibly connected to the sensor, and the EPS steering controller is detachably connected to the sensor. The sensor detects the force between the EPS steering controller and the test piece.

[0006] In some embodiments, the test piece includes a steering control test device, an extension shaft, and a first bearing, the extension shaft being rotatably connected to the steering control test device via the first bearing.

[0007] In some implementations, the alignment simulation device further includes a flexible element, which is a flexible connection between the test piece and the sensor; The flexible component includes a first connecting rod, a second connecting rod, a second bearing, and a first spring. The first connecting rod and the second connecting rod are respectively connected to the two ends of the first spring, and both the first connecting rod and the second connecting rod are rotatably connected to the base through the second bearing.

[0008] In some implementations, the return-to-center simulation device further includes a clamping chuck connected between the sensor and the EPS steering controller.

[0009] In some implementations, the return-to-center simulation device further includes a push rod connected to the base.

[0010] In some embodiments, the test equipment further includes a fault injection device connected to the base; The fault injection device includes an impact component, a stand, guide wheels, a pull rope, and a drive component. The stand is connected to the base, and at least three guide wheels are connected to the stand. The two ends of the pull rope are respectively connected to the impact component and the drive component, and the pull rope is guided by at least three guide wheels.

[0011] In some embodiments, the driving component includes a motor, a gear set, and a drive wheel, wherein the motor is connected to the base, and the gear set is connected between the motor and the drive wheel.

[0012] In some embodiments, the limiting member includes a limiting rod, a limiting slider, and a second spring, the second spring being sleeved on the limiting rod, the limiting slider being slidably connected to the limiting rod, and the limiting rod being connected to the base.

[0013] In some embodiments, the impact member includes a horizontal plate, a guide rail, a third spring, and an impact block. The flexible member also includes a protrusion connected to the first spring. The horizontal plate is connected to a limiting slider. The impact block is connected to the lower part of the horizontal plate via the third spring. A guide rail is also connected between the impact block and the horizontal plate.

[0014] In a second aspect, this application provides a test method for an EPS steering controller based on a test device, comprising the following steps: The EPS steering controller to be tested is detachably connected to the sensor; The test piece is activated, causing it to generate a first force. Start the EPS steering controller under test to generate a second force; The actual force between the EPS steering controller and the test piece is detected by the sensor. The actual force detected by the sensor is compared with a preset value to determine whether the EPS steering controller under test is qualified. This application provides a testing device and method for an EPS steering controller, relating to intelligent sensor technology. This application employs physical analysis, flexibly connecting the test piece to the sensor and detachably connecting the EPS steering controller to be tested to the sensor, enabling the sensor to directly detect the force between the EPS steering controller and the test piece. When the test piece, as a qualified standard, outputs a preset resistance and the EPS steering controller outputs assistance, the sensor reflects the actual force deviation between the two in real time. If the force is within the allowable error range, it is deemed qualified; otherwise, it is deemed unqualified. This achieves a direct and accurate assessment of the EPS steering controller's performance. Simultaneously, the flexible connection between the test piece and the sensor absorbs installation deviations, avoids additional bending moments damaging the equipment, reduces assembly precision requirements, and extends the equipment's service life. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A schematic diagram of the structure of a test device for an EPS steering controller according to one or more embodiments of this application is shown; Figure 2 A schematic diagram of the EPS steering controller is shown. Figure 3 A schematic diagram of the alignment simulation device is shown. Figure 4 A schematic diagram of the test piece is shown; Figure 5 A schematic diagram of the flexible component is shown. Figure 6 A schematic diagram of the sensor structure is shown; Figure 7 A schematic diagram of the clamping chuck structure is shown; Figure 8 A schematic diagram of the push rod structure is shown; Figure 9 A schematic diagram of the fault injection device is shown. Figure 10 A schematic diagram of the drive component is shown; Figure 11 A schematic diagram of one of the guide wheels is shown; Figure 12 A schematic diagram of one of the guide wheels is shown; Figure 13A schematic diagram of one of the guide wheels is shown; Figure 14 A schematic diagram of the tension rope structure is shown; Figure 15 A schematic diagram of the limiting component is shown; Figure 16 A schematic diagram of the buffer component is shown. Figure 17 A schematic diagram of the impact component is shown; Figure 18 It shows Figure 1 Another perspective illustration.

[0017] Explanation of reference numerals in the attached figures: 10. Testing equipment; 100. Base; 200. Return-to-center simulation device; 210. Test piece; 211. Steering control test device; 212. Extension shaft; 213. First bearing; 220. Flexible component; 221. First connecting rod; 222. Second connecting rod; 223. Second bearing; 224. First spring; 225. Protrusion; 230. Sensor; 240. Clamping chuck; 250. Push rod; 300. Fault injection device; 310. Frame; 320. Drive component; 321. Motor; 322. Gear set; 323. Drive wheel; 330. Guide wheel; 340. Pull rope; 350. Impact component; 351. Horizontal plate; 352. Guide rail; 353. Third spring; 354. Impact block; 360. Limiting component; 361. Limiting rod; 362. Limiting slider; 363. Second spring; 370. Buffer component; 371. Connecting block; 372. Buffer block; 400. EPS Steering Controller. Detailed Implementation

[0018] To enable those skilled in the art to more clearly understand this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0019] A test device and test method for an EPS steering controller in the related technology has at least the following problems when used: EPS controller testing equipment in related technologies typically connects a standard load component directly to the output shaft of the controller under test via a rigid coupling. This rigid connection method requires extremely high concentricity between the two shafts. Even a slight deviation during installation can generate additional bending moment, which can easily lead to wear on motor bearings and damage to sensors over long-term operation. This not only increases equipment maintenance costs but also places high demands on the operational precision of assembly workers.

[0020] Current EPS controller testing technologies primarily focus on steady-state assist characteristic testing and conventional durability testing, lacking the ability to simulate dynamic disturbances such as sudden road impacts like vehicles running over stones or speed bumps. Existing equipment struggles to provide effective testing methods for verifying the controller's response speed, control stability, and anti-interference capabilities under instantaneous load impacts.

[0021] Real steering systems involve dry friction from components such as steering column bearings, universal joints, and seals, as well as damping characteristics between the tires and the road surface. Most testing equipment in related technologies ignores these frictional damping factors or only performs approximate simulations using software models, lacking physical friction simulation methods at the mechanical structure level. This leads to discrepancies between test results and real-world vehicle performance.

[0022] The disassembly and installation process of EPS controller testing equipment in related technologies is quite cumbersome. When multiple test components need to be tested in batches, the time-consuming replacement process affects the testing efficiency of the production line.

[0023] Figure 1 A schematic diagram of the structure of a test device 10 for an EPS steering controller according to one or more embodiments of this application is shown. Figure 2 A schematic diagram of the EPS steering controller 400 is shown. Figure 3 A schematic diagram of the structure of the self-centering simulation device 200 is shown. The EPS steering controller test equipment 10 provided in this application is used to test the EPS steering controller 400. It includes: a base 100 and a self-centering simulation device 200, which is connected to the base 100. The self-alignment simulation device 200 includes a test piece 210 and a sensor 230. The test piece 210 is flexibly connected to the sensor 230, and the EPS steering controller 400 is detachably connected to the sensor 230. The sensor 230 detects the force between the EPS steering controller 400 and the test piece 210.

[0024] In the testing equipment 10 for the EPS steering controller of this application, the test piece 210 is a qualified one. Multiple newly manufactured EPS steering controllers 400 are tested one by one using the test piece 210. The EPS steering controller 400 to be tested is connected to the sensor 230. The two are detachably connected, facilitating subsequent disassembly. Both the test piece 210 and the EPS steering controller 400 internally control the wheels electrically, thus having rotating shafts. Both the test piece 210 and the EPS steering controller 400 are connected to the sensor 230 via rotating shafts. The sensor 230 consists of two detection heads, connected to the rotating shafts of the test piece 210 and the EPS steering controller 400 respectively. The test piece 210 is flexibly connected to the detection heads of the sensor 230 via the rotating shaft. The test piece 210 simulates standard road loads, receives resistance commands (e.g., simulated vehicle speed, steering angle corresponding to the return torque), and actively outputs a known resistance torque. The EPS steering controller 400 simulates the power steering of a car, receives steering commands (simulating the driver turning the steering wheel), and actively outputs power steering torque. The flexible connection between the two torques elastically couples them, creating a counterforce and resistance. Sensor 230 transmits the actual force or torque across the flexible connection. At the start of the test, a certain rotation value is input into the test piece 210. This value is then transmitted to sensor 230, creating resistance. Since only the test piece 210 is activated, sensor 230 displays the resistance value based on the set value for the test piece 210. Data is then input into the EPS steering controller 400. The EPS steering controller 400 is now facing the same road conditions as the resistance generated by the test piece 210. Therefore, a qualified EPS steering controller 400 will generate a force that counteracts the resistance generated by the test piece 210. The resistance values ​​are the same, specifically reflected in sensor 230. If the values ​​of the EPS steering controller 400 and test piece 210 connected to both ends of sensor 230 are the same, no value will appear on sensor 230. If the EPS steering controller 400 is defective, sensor 230 will show either a positive or negative value, indicating that the power assist of the EPS steering controller 400 is too high or too low. The flexible connection between test piece 210 and sensor 230 has the core function of transforming the rigid connection between the two rotating shafts of sensor 230 and EPS steering controller 400 into a flexible connection. When the two rotating shafts are not perfectly aligned during installation, the flexible connector will deform to accommodate the deviation, preventing the rigid connection from damaging the bearings of test piece 210 and EPS steering controller 400 and sensor 230, thus protecting the equipment. This deviation exists between EPS steering controller 400 and test piece 210, and sensor 230 will detect the value as the EPS steering controller 400 shaft rotates.Meanwhile, in dynamic testing, "for example, when the input value of test piece 210 is very large," this flexible connection will first absorb the impact and temporarily store the energy, and then slowly release it, simulating the "buffered and elastic" characteristics of torsion bars and tires in a real car steering system. This makes the test results closer to the actual driving performance, rather than a hard collision between two rotating axes. Of course, in other embodiments, a flexible connection can also be set between the EPS steering controller 400 and the sensor 230, depending on the usage environment. The specific details of the test equipment and test method for an EPS steering controller provided in this application will now be further described with reference to the accompanying drawings.

[0025] In the above embodiments, it should be noted that: sensor 230 is a dual-flange torque sensing component, with detection flanges at both ends. One end is connected to the extension shaft 212 of test piece 210 via flexible component 220, and the other end is connected to the extension shaft 212 of EPS steering controller 400 via clamping chuck 240. This type of sensing component integrates strain gauges and signal processing circuitry. When the two ends are subjected to torques in opposite directions, the elastic body inside the sensing component undergoes torsional deformation. The strain gauge converts the deformation into an electrical signal, which, after processing, can output the difference signal of the torques at both ends in real time. When the resistance torque output by test piece 210 is equal in magnitude and opposite in direction to the assist torque output by EPS steering controller 400, the difference signal output by sensor 230 is zero or within a preset zero-point error range; when the two are not equal, sensor 230 outputs a positive or negative voltage or current signal corresponding to the magnitude and direction of the deviation. The sensing component is existing technology, such as the HBM T40B series, Kistler 4503A series or other commercially available products with dual-end torque measurement function, and its specific model does not affect the implementation of the technical solution of this application.

[0026] Figure 4 A schematic diagram of the structure of test piece 210 is shown. In some embodiments, test piece 210 includes a steering control test device 211, an extension shaft 212, and a first bearing 213. The extension shaft 212 is rotatably connected to the steering control test device 211 through the first bearing 213. The extension shaft 212 is the rotating shaft in test piece 210. The EPS steering controller 400 also has another set of extension shafts 212 and first bearings 213. Part of the housing of both the EPS steering controller 400 and the steering control test device 211 is removed to expose the rotating shafts in the steering control test device 211 and the EPS steering controller 400. Then, through the extension of the extension shaft 212, it can be connected to other devices.

[0027] In the above embodiment, both the steering control test device 211 and the EPS steering controller 400 are connected to the base 100.

[0028] Figure 5A schematic diagram of the flexible element 220 is shown. In some embodiments, the alignment simulation device 200 further includes the flexible element 220, which is a flexible connection between the test piece 210 and the sensor 230. The flexible component 220 includes a first connecting rod 221, a second connecting rod 222, a second bearing 223, and a first spring 224. The first connecting rod 221 and the second connecting rod 222 are respectively connected to the two ends of the first spring 224. Both the first connecting rod 221 and the second connecting rod 222 are rotatably connected to the base 100 through the second bearing 223. The elastic setting of the first spring 224 will first absorb the impact and temporarily store the energy, and then slowly release it, simulating the "buffered and elastic" characteristics of the torsion bar and tire in the real car steering system. The extension shaft 212 is connected to the first connecting rod 221. In the specific use process, the connection between the two can be changed to welding or detachable connection as needed. This application does not limit this.

[0029] Figure 6 A schematic diagram of the sensor 230 is shown. Figure 7 A schematic diagram of the clamping chuck 240 is shown. In some embodiments, the return-to-center simulation device 200 further includes a clamping chuck 240. The clamping chuck 240 is connected between the sensor 230 and the EPS steering controller 400. The clamping chuck 240 is connected to the connector of the sensor 230. The EPS steering controller 400 is connected to the clamping chuck 240 through its own extension shaft 212. The clamping chuck 240 connects to it. The clamping chuck 240 facilitates the replacement of the EPS steering controller 400 and improves testing efficiency.

[0030] Figure 8 A schematic diagram of the push rod 250 is shown. In some embodiments, the return-to-center simulation device 200 also includes the push rod 250, which is connected to the base 100. In specific use, the EPS steering controller 400 can also be connected to the wheel axle. Depending on the specific use, the wheel axle and wheel can also be connected to the bottom of the EPS steering controller 400. By lifting it with the push rod 250, the rotation of the EPS steering controller 400 during the test can be reflected.

[0031] Figure 9 A schematic diagram of the fault injection device 300 is shown. In some embodiments, the test device 10 further includes the fault injection device 300, which is connected to the base 100. The fault injection device 300 includes an impact member 350, a support frame 310, guide wheels 330, a pull rope 340, and a drive member 320. The support frame 310 is connected to the base 100, and at least three guide wheels 330 are connected to the support frame 310. The two ends of the pull rope 340 are respectively connected to the impact member 350 and the drive member 320. The pull rope 340 is guided by the at least three guide wheels 330. When the drive member 320 is activated, it can wind up the pull rope 340, thereby causing the pull rope 340 to pull the impact member 350 and lift it. When the impactor 350 rises, the actuator 320 releases the tension rope 340, at which point the impactor 350 loses its tension and then rapidly descends. The guide wheel 330 guides the trajectory of the tension rope 340, reducing its impact on other devices in this application. The guide wheel 330 near the test piece 210 guides the tension rope 340 away, avoiding any interference. In practical use, a control device can be set up to internally control each device, with at least two embodiments: In one embodiment: there is a first spring 224 only between the test piece 210 and the sensor 230; In this embodiment, a first spring 224 is provided between the test piece 210 and the sensor 230 as a flexible connection, while the EPS steering controller 400 and the sensor 230 are rigidly connected. The sensor 230 is fixed to the base 100. The impact member 350 achieves lifting and lowering movement by winding the pulling rope 340 through the drive member 320. When its impact block 354 is released or rapidly lifted, the impact point is aligned with the first spring 224. When an impact occurs, the instantaneous force pulse acts directly on the output end of the test piece 210. This force pulse is transmitted to the detection head of the sensor 230 through the first spring 224 between the test piece 210 and the sensor 230. During this process, the first spring 224 buffers and filters the impact force. Sensor 230 detects a change in torque, but because the EPS steering controller 400 and sensor 230 are rigidly connected, the torque change detected by sensor 230 is considered as the current load state of the system. Sensor 230, steering control test device 211, and EPS steering controller 400 are electrically connected. When the control device receives a numerical change from sensor 230 located on the side of steering control test device 211, the test piece 210 generates resistance, which is then transmitted to the EPS steering controller 400. The EPS steering controller 400 correspondingly provides assistance. During operation, the EPS steering controller 400 senses and responds to this load change through its own control algorithm; that is, the EPS steering controller 400 senses the load change through sensor 230. Therefore, the disturbance from an impact indirectly affects the EPS steering controller 400 through a closed-loop path of "sensor 230 reading change to EPS steering controller 400 sensing to EPS steering controller 400 adjusting output," rather than the force pulse being directly transmitted to the extension shaft 212 of the EPS steering controller 400. This is useful for simulating different road conditions or vehicle sideslip situations.

[0032] In other embodiments, a first spring 224 is also provided between the EPS steering controller 400 and the sensor 230. In this case, two impact members 350 are set accordingly, which impact the first spring 224 between the EPS steering controller 400 and the sensor 230 and the first spring 224 between the test member 210 and the sensor 230, respectively. At this time, the EPS steering controller 400 needs to adapt to the load on the first spring 224 between the EPS steering controller 400 and the sensor 230, and also needs to adapt to the signal transmitted by the first spring 224 between the test member 210 and the sensor 230 due to the load. This simulates more road conditions. Finally, regardless of the impact method, if the EPS steering controller 400 is qualified, the detection values ​​of the two ends of the sensor 230 on the EPS steering controller 400 and the test member 210 will be the same, because the load on the test member 210 will be transmitted to the EPS steering controller 400 at any time.

[0033] Figure 10A schematic diagram of the drive component 320 is shown. Figure 11 A schematic diagram of one of the guide wheels 330 is shown. Figure 12 A schematic diagram of one of the guide wheels 330 is shown. Figure 13 A schematic diagram of one of the guide wheels 330 is shown. Figure 14 A schematic diagram of the structure of the pull rope 340 is shown. In some embodiments, the driving component 320 includes a motor 321, a gear set 322, and a drive wheel 323. The motor 321 is connected to the base 100. The gear set 322 is connected between the motor 321 and the drive wheel 323. One end of the pull rope 340 is connected to the drive wheel 323. Therefore, when the motor 321 is energized and drives the drive wheel 323 to rotate, it will pull the pull rope 340. The pull rope 340 is wound up in the drive wheel 323, which will have a pulling effect on the impact component 350.

[0034] Figure 15 A schematic diagram of the limiting member 360 is shown. In some embodiments, the limiting member 360 includes a limiting rod 361, a limiting slider 362, and a second spring 363. The second spring 363 is sleeved on the limiting rod 361, and the limiting slider 362 is slidably connected to the limiting rod 361. The limiting rod 361 is connected to the base 100. The limiting rod 361 can restrict the movement of the limiting slider 362. Therefore, when the limiting slider 362 is in the position where the limiting rod 361 restricts its movement, as mentioned below, the connection between the limiting slider 362 and the impact member 350 restricts the movement of the impact member 350. The limiting slider 362 falls onto the second spring 363, which cushions it, thereby cushioning the fall of the impact member 350.

[0035] Figure 16 A schematic diagram of the structure of the buffer 370 is shown. In some embodiments, the buffer 370 includes a connecting block 371 and a buffer block 372. The connecting block 371 is connected to the base 100 and is located directly below the impact member 350. The buffer block 372 is connected to the connecting block 371. When the impact member 350 falls to its lowest point, the buffer block 372 buffers the impact member 350. The buffer 370 and the second spring 363 are both located below the first spring 224.

[0036] Figure 17 A schematic diagram of the impact component 350 is shown. Figure 18 It shows Figure 1Another perspective schematic diagram shows that in some embodiments, the impact member 350 includes a horizontal plate 351, a guide rail 352, a third spring 353, and an impact block 354. The flexible member 220 also includes a protrusion 225, which is connected to the first spring 224. The horizontal plate 351 is connected to the limiting slider 362. The impact block 354 is connected to the lower part of the horizontal plate 351 via the third spring 353. The guide rail 352 is also connected between the impact block 354 and the horizontal plate 351. The other end of the pull rope 340 is connected to the horizontal plate 351. The impact block 354 falls and impacts the protrusion 225. The guide rail 352 restricts the movement of the impact block 354. The third spring 353 further buffers the impact block 354. The protrusion 225 has a protrusion, and the impact block 354 has a groove. In this embodiment, another testing method can be used: the impact block 354 falls and impacts the protrusion 225. When the groove of the impact block 354 rubs against the protrusion on the protrusion 225, a load is generated on the test piece 210. When the sensor 230 detects the load on one side of the test piece 210, the same data is transmitted to the EPS steering controller 400, which then simulates the encountered situation. In other embodiments, a first spring 224 is also provided between the EPS steering controller 400 and the sensor 230. In this case, two impact pieces 350 are set accordingly, which impact and rub against the first spring 224 between the EPS steering controller 400 and the sensor 230, and the first spring 224 between the test piece 210 and the sensor 230, respectively. At this time, the EPS steering controller 400 must adapt to the load on the first spring 224 between the EPS steering controller 400 and the sensor 230, and also adapt to the signal transmitted by the first spring 224 between the test piece 210 and the sensor 230 due to the load, thus simulating more road conditions.

[0037] The EPS steering controller testing method based on testing equipment includes the following steps: The EPS steering controller 400 to be tested is detachably connected to the sensor 230; Start the test piece 210 to generate the first force; Start the EPS steering controller 400 under test, so that the EPS steering controller 400 under test generates a second force; The actual force between the EPS steering controller 400 and the test piece 210 is detected by sensor 230. The actual force detected by sensor 230 is compared with the preset value to determine whether the EPS steering controller 400 under test is qualified.

[0038] Compared with the prior art, the testing equipment and testing method for an EPS steering controller provided in this application have at least the following advantages: This application incorporates a flexible component 220 between the test piece 210 and the sensor 230. The flexible component 220 includes a first spring 224, a first connecting rod 221, and a second connecting rod 222. The elastic deformation capability of the first spring 224 can absorb the radial, axial, and angular deviations generated between the extension shaft 212 of the test piece 210 and the detection head of the sensor 230 during installation. This prevents the additional bending moment caused by the rigid connection from directly acting on the bearings of the sensor 230 and the extension shaft 212, thereby effectively extending the service life of the equipment and reducing assembly accuracy requirements.

[0039] In one embodiment, a first spring 224 is provided only between the test piece 210 and the sensor 230. The impact piece 350 is released after the pull rope 340 is wound up by the drive piece 320, causing the impact block 354 to impact the protrusion 225. The instantaneous force pulse is transmitted to the detection head of the sensor 230 via the first spring 224. After the sensor 230 detects the torque change, it transmits the signal to the EPS steering controller 400 via electrical connection. The EPS steering controller 400 adjusts the power assist output according to the load change. This structure can simulate the condition of a vehicle wheel suddenly being impacted by the road surface while driving, and is used to test the response speed, control accuracy, and stability of the EPS steering controller 400 under load disturbance.

[0040] In other embodiments, a first spring 224 is also provided between the EPS steering controller 400 and the sensor 230, and two impact members 350 are correspondingly provided, which simultaneously impact the first spring 224 between the test member 210 and the sensor 230 and the first spring 224 between the EPS steering controller 400 and the sensor 230, respectively. At this time, the sensor 230 simultaneously detects the torque changes on both sides. If the EPS steering controller 400 is qualified, its response should be consistent with the response of the test member 210, and the reading of the sensor 230 should be close to zero; if the EPS steering controller 400 responds abnormally, the sensor 230 will show a significant deviation.

[0041] This application provides an impact block 354 on the impact member 350 and a protrusion 225 on the flexible member 220. The groove of the impact block 354 and the protrusion of the protrusion 225 form a frictional fit when they contact each other. When the impact block 354 falls and impacts the protrusion 225, the friction between the two generates additional load resistance on the test member 210. This load is detected by the sensor 230 and transmitted to the EPS steering controller 400. This structure can simulate the dry friction and damping characteristics in a real steering system and is used to test the EPS steering controller 400's ability to compensate for changes in friction force and its low-speed return-to-center control performance.

[0042] This application provides a clamping chuck 240 between the sensor 230 and the EPS steering controller 400, and the extension shaft 212 of the EPS steering controller 400 is detachably connected to the sensor 230 via the clamping chuck 240. This structure facilitates quick replacement of the test piece when performing batch testing on multiple EPS steering controllers 400, reduces disassembly and assembly time, improves testing efficiency, and ensures repeatability of positioning accuracy for each connection.

[0043] Based on the specific structure and technical solution of this application, this application has at least the following synergistic effects: The drive unit 320 winds up the pull rope 340 through the motor 321, gear set 322 and drive wheel 323. The guide wheel 330 guides the pull rope 340 to a position away from other devices, so that the lifting movement of the impact member 350 and the rotational movement of the test member 210 and EPS steering controller 400 avoid each other in space, thus preventing the pull rope 340 from interfering with other components during the movement and ensuring that the impact action and steering action can be carried out independently or in coordination.

[0044] The groove on the impact block 354 and the protrusion on the protrusion block 225 form a frictional fit after impact. The vertical impact force generated by the impact and the horizontal resistance generated by the friction act on the first spring 224 at the same time, so that the load signal detected by the sensor 230 includes the impact component and the friction component. The superposition of the two can simulate the composite working condition of road impact and system damping in a real steering system.

[0045] In an embodiment where a first spring 224 is also provided between the EPS steering controller 400 and the sensor 230, two impact members 350 respectively impact the protrusions 225 on the two first springs 224, and the two first springs 224 simultaneously transmit the impact force to the detection ends on both sides of the sensor 230, and the sensor 230 detects the difference in torque on both sides in real time.

[0046] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0047] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0048] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0049] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0050] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A test device for an EPS steering controller (400) for testing an EPS steering controller (400), characterized by include: Base (100); A return-to-center simulation device (200) is connected to the base (100); The self-alignment simulation device (200) includes a test piece (210) and a sensor (230). The test piece (210) is flexibly connected to the sensor (230). The EPS steering controller (400) is detachably connected to the sensor (230). The sensor (230) detects the force between the EPS steering controller (400) and the test piece (210).

2. The testing equipment for an EPS steering controller according to claim 1, characterized in that, The test piece (210) includes a steering control test device (211), an extension shaft (212), and a first bearing (213), wherein the extension shaft (212) is rotatably connected to the steering control test device (211) via the first bearing (213).

3. The testing equipment for an EPS steering controller according to claim 2, characterized in that, The alignment simulation device (200) further includes a flexible component (220), which is a flexible connection between the test piece (210) and the sensor (230); The flexible component (220) includes a first connecting rod (221), a second connecting rod (222), a second bearing (223), and a first spring (224). The first connecting rod (221) and the second connecting rod (222) are respectively connected to the two ends of the first spring (224). The first connecting rod (221) and the second connecting rod (222) are rotatably connected to the base (100) through the second bearing (223).

4. The testing equipment for an EPS steering controller according to claim 3, characterized in that, The centering simulation device (200) further includes a clamping chuck (240) connected between the sensor (230) and the EPS steering controller (400).

5. The testing equipment for an EPS steering controller according to claim 4, characterized in that, The return-to-center simulation device (200) also includes a push rod (250) which is connected to the base (100).

6. The testing equipment for an EPS steering controller according to claim 5, characterized in that, The test equipment (10) further includes a fault injection device (300), which is connected to the base (100); The fault injection device (300) includes an impact member (350), a stand (310), a guide wheel (330), a pull rope (340), and a drive member (320). The stand (310) is connected to the base (100), and at least three guide wheels (330) are connected to the stand (310). The two ends of the pull rope (340) are respectively connected to the impact member (350) and the drive member (320), and the pull rope (340) is guided by at least three guide wheels (330).

7. The testing equipment for an EPS steering controller according to claim 6, characterized in that, The drive component (320) includes a motor (321), a gear set (322) and a drive wheel (323). The motor (321) is connected to the base (100), and the gear set (322) is connected between the motor (321) and the drive wheel (323).

8. The testing equipment for an EPS steering controller according to claim 7, characterized in that, The limiting component (360) includes a limiting rod (361), a limiting slider (362), and a second spring (363). The second spring (363) is sleeved on the limiting rod (361), the limiting slider (362) is slidably connected to the limiting rod (361), and the limiting rod (361) is connected to the base (100).

9. The testing equipment for an EPS steering controller according to claim 8, characterized in that, The impact component (350) includes a horizontal plate (351), a guide rail (352), a third spring (353), and an impact block (354). The flexible component (220) also includes a protrusion (225), which is connected to the first spring (224). The horizontal plate (351) is connected to the limiting slider (362). The impact block (354) is connected to the bottom of the horizontal plate (351) through the third spring (353). The guide rail (352) is also connected between the impact block (354) and the horizontal plate (351).

10. A test method for an EPS steering controller based on the test equipment described in any one of claims 1-9, characterized in that, Includes the following steps: The EPS steering controller (400) to be tested is detachably connected to the sensor (230); The test piece (210) is activated, causing the test piece (210) to generate a first force; Start the EPS steering controller (400) under test, so that the EPS steering controller (400) under test generates a second force; The actual force between the EPS steering controller (400) and the test piece (210) is detected by the sensor (230); The actual force detected by the sensor (230) is compared with the preset value to determine whether the EPS steering controller (400) under test is qualified.

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