Test apparatus and test method

Abstract

This invention relates to a testing device and method in the field of vehicle technology. In performance testing scenarios for steering structures, a testing device is needed to simulate the lateral resistance experienced by the steering structure during steering. This application provides a testing device, including a base and a testing component. The testing component includes a sliding component and a first power component. The sliding component is slidably connected to the base. When the steering structure moves along a first direction, the first end of the first power component drives the sliding component to slide along a second direction. The sliding component applies a first force along the second direction to the second end of the steering structure. The first force is the total resistance experienced by the steering structure during movement. The first power component can be understood as a loading motor, avoiding the use of two loading motors to separately simulate lateral resistance, reducing the control difficulty of the testing device, improving the accuracy of the steering structure testing results, and reducing the overall testing cost of the steering structure.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a testing device and testing method. Background Technology

[0002] The steering mechanism is used to achieve lateral control of the vehicle, enabling it to travel along the path expected by the driver or the path planned by the autonomous driving system. It is also one of the core control systems of the vehicle. The goal of lateral control is to keep the vehicle on the desired driving route and to provide good ride comfort under different speeds, loads, wind resistance, and road conditions.

[0003] During or after the development of a vehicle steering structure, it is necessary to test its various performance characteristics. During steering, the steering structure continuously experiences lateral resistance transmitted from the wheels. Therefore, a testing device is needed to simulate the lateral resistance experienced by the steering structure during steering. Summary of the Invention

[0004] This application provides a testing device and method for a steering structure, which can simulate the lateral resistance experienced by the steering structure during the steering process.

[0005] In a first aspect, this application provides a testing apparatus. The testing apparatus includes a base and a testing component. The testing component includes a sliding member and a first power member. The sliding member is slidably connected to the base. The base is fixedly connected to the first power member, and the base is also used to mount a steering structure to be tested. The first power member includes a first end, and the steering structure has a second end; both the first end and the second end are connected to the sliding member. Wherein, when the steering structure moves along a first direction, the first end of the first power member drives the sliding member to slide along a second direction, and the sliding member applies a first force along the second direction to the second end. The first and second directions are opposite, and the first force is the total resistance experienced by the steering structure during its movement.

[0006] During the testing of the steering structure, the force acting on the steering structure is the resultant force of the total resistance experienced by both wheels during steering. The testing device in this application uses a first power component to drive a sliding component to slide along a second direction. This sliding component then applies a first force along the second direction to the second end of the steering structure to simulate the total resistance experienced by the steering structure. By utilizing the first power component, i.e., a single force loading device, the need for two separate force loading devices to simulate lateral resistance is avoided. High-precision synchronous control of the two force loading devices is not required, reducing the control complexity of the testing device and preventing synchronization errors between the two force loading devices, thus improving the accuracy of the steering structure testing results. Furthermore, since the first power component does not require high-precision synchronous control, it can be implemented at a lower cost, reducing the overall testing cost of the steering structure.

[0007] In one possible implementation, the test component further includes a controller connected to the first power component. The controller is used to: acquire a first target value corresponding to the first force; and, based on the first target value, control the first power component to output a first driving force. The first driving force is used to drive the first end component to slide along a second direction, the first end component drives the sliding component to slide along the second direction, and the sliding component applies the first force along the second direction to the second end component.

[0008] In this implementation, the first power component can output a controllable first driving force according to the test conditions, and can dynamically follow the lateral displacement of the steering tie rod to achieve the first action force, thereby meeting the simulation requirements of the lateral resistance of the steering structure under different working conditions during the test.

[0009] In one possible implementation, the test assembly further includes a first sensor disposed between the first end and the second end. The first sensor detects a first value of the first driving force applied by the first power component to the sliding component and sends this value to the controller. The controller is further configured to adjust the first driving force based on a first target value and the first detected value.

[0010] In this implementation, the controller can dynamically adjust the first driving force output by the first power component based on the first target value and the first detection value collected by the first sensor, thereby achieving closed-loop precise control of the first driving force. During the movement of the steering structure, the first target value changes in real time, which in turn ensures that the first force applied by the sliding component always follows the change of the first target value, improving the loading accuracy and consistency of the first force, ensuring that the test conditions of the steering structure are realistically simulated, and that the test results are accurate and reliable.

[0011] In one possible implementation, the sliding component includes a first connecting portion and a second connecting portion. One end of the first connecting portion is fixedly connected to a first end portion, one end of the second connecting portion is fixedly connected to a second end portion, and the other ends of the first connecting portion and the other ends of the second connecting portion are respectively connected to the two ends of the first sensor.

[0012] In this implementation, by connecting the first connecting part and the second connecting part of the sliding component to the first sensor, the first sensor is directly connected in series on the power transmission path. This allows the sensor to collect the actual force value of the first driving force output by the first power component after transmission, thereby achieving closed-loop feedback and precise control of the first driving force. This improves the control accuracy and the realism of the test condition simulation, ensuring the accuracy and reliability of the steering structure bench test results.

[0013] In one possible implementation, the first connecting part and the second connecting part are configured to slide relative to each other.

[0014] In this implementation, the first connecting part and the second connecting part are configured to slide relative to each other. This ensures the transmission of force between the first and second connecting parts, and the force is collected by a first sensor. The sliding degree of freedom between them avoids the additional load caused by a rigid connection, ensuring the accuracy of the first force applied by the sliding component to the second end.

[0015] In one possible implementation, the first connecting part and the second connecting part adopt at least one of the following methods to achieve the purpose of relative sliding configuration: In method a, the first connecting part of the first power component is slidably connected to the base, and the second connecting part of the steering structure is slidably connected to the first connecting part. In this method, the first connecting part connected to the first power component is directly slidably connected to the base, ensuring stable installation reference and high power output accuracy. The second connecting part of the steering structure is nested within the first connecting part and slides, resulting in a compact overall structure. The two-stage sliding pair effectively constrains lateral offset, provides strong resistance to off-center loads, and ensures a direct and efficient force transmission path, guaranteeing smooth motion and stable and reliable test data during steering load simulation.

[0016] In method b, the second connecting part of the steering structure is slidably connected to the base, and the first connecting part of the first power component is slidably connected to the second connecting part. In this method, the second connecting part of the steering structure is directly slidably connected to the base, which can stably maintain the steering structure attitude and accurately simulate the working conditions of a real vehicle. The first connecting part slides relative to the second connecting part, and the steering side load is directly borne by the base, which can reduce the lateral impact of the power component, facilitate disassembly and assembly, and effectively extend the service life of the servo power component.

[0017] In method c, the first connecting part of the first power component is slidably connected to the base, and the second connecting part of the steering structure is also slidably connected to the base. This method allows the first and second connecting parts to be independently slidably connected to the base, ensuring that the movements on both sides do not interfere with each other. This enables differential displacement and asymmetrical loading of the left and right tie rods, accurately replicating the complex road surface stresses experienced by real vehicles. The two sliding structures share the load, resulting in high overall stiffness, good vibration resistance, uniform wear of the sliding pairs, and excellent durability, meeting the reliability requirements of high-frequency reciprocating tests for the steering system.

[0018] In one possible implementation, the number of test components is multiple sets, the steering structure includes a front wheel steering structure and a rear wheel steering structure, and the multiple test components include a first test component and a second test component. The first test component is used to install the front wheel steering structure, and the second test component is used to install the rear wheel steering structure.

[0019] In this implementation, during the performance testing of the front and rear wheel steering structures, the testing components simulate the steering resistance applied to the front wheel steering structure. Simultaneously, the testing components also simulate the steering resistance applied to the rear wheel steering structure, achieving integrated simulation testing of the front and rear wheel steering structures. In some test scenarios, the steering structure of this application can simultaneously include both front and rear wheel steering structures. The testing device of this application can meet the requirements of steering structures with coordinated front and rear wheel steering. The testing device needs to be compatible with various test conditions involving the front and rear wheels, as well as front and rear wheel linkage, accurately simulating the force and motion response characteristics of each steering structure under different driving conditions, thereby completing the comprehensive performance calibration and reliability verification of the four-wheel steering assembly.

[0020] In one possible implementation, the controller is configured to: acquire a second target value and a third target value, wherein the second target value is a target value of a first force corresponding to the first test component, and the third target value is a first target value of the first force corresponding to the second test component; and, based on the second target value, control the first power unit in the first test component to output a corresponding first driving force, the first driving force corresponding to the first test component being used to apply a first force to the second end of the front wheel steering structure; and, based on the third target value, control the first power unit in the second test component to output a corresponding first driving force, the first driving force corresponding to the second test component being used to apply a first force to the second end of the rear wheel steering structure.

[0021] In this implementation, during the simultaneous testing of the combined performance of the front and rear steering structures, the testing component can, on the one hand, simulate the application of the first force corresponding to various steering resistances to the front steering structure, reproducing the load conditions of the front steering structure; on the other hand, it can independently simulate the application of the first force corresponding to the steering resistance under actual vehicle driving conditions to the rear steering structure. By applying independent and coordinated load conditions to the front and rear steering structures through the testing component, synchronous simulation and integrated performance testing of the front and rear steering structures can be achieved, fully simulating the coordinated working logic of the four-wheel steering system and meeting the R&D verification and testing requirements under coupled working conditions of the front and rear steering structures.

[0022] In one possible implementation, the steering structure includes a front-wheel steering structure for the vehicle. The test assembly also includes a second power unit connected to the input shaft of the front-wheel steering structure. A controller is configured to control the second power unit to output a second driving force based on a fourth target value, the second driving force being used to drive the front-wheel steering structure to move in a first direction, the fourth target value representing a target value for the input parameters of the front-wheel steering structure.

[0023] In this implementation, the controller precisely controls the output of the second driving force of the second power component based on the fourth target value corresponding to different working conditions, so as to drive the front wheel steering structure to move in a set first direction, thereby realizing the accurate reproduction of the input action of the steering structure, ensuring the standardization of test conditions, and making parameter adjustment flexible and convenient, thus improving the accuracy and reliability of the test data of the steering structure.

[0024] In one possible implementation, the test assembly further includes a second sensor disposed between the second power unit and the front wheel steering structure. The second sensor detects a second value of the second driving force applied by the second power unit to the front wheel steering structure and sends this value to the controller. The controller further adjusts the second driving force based on the second detection value and a fourth target value.

[0025] In this implementation, the second sensor detects the second driving force applied to the front wheel steering structure by the second power component in real time and feeds back the second detection value to the controller. Based on the second detection value and the fourth target value, the controller dynamically adjusts the second driving force output by the second power component in a closed loop. This allows for real-time compensation for deviations, ensuring that the actual applied second driving force always accurately follows the set fourth target value. This improves the accuracy of the second driving force input to the front wheel steering structure and guarantees the accuracy and reliability of the final test data.

[0026] In one possible implementation, the first power component further includes a third end, the steering structure has a fourth end, the first end and the third end are arranged opposite each other, the second end and the fourth end are arranged opposite each other, the first end is located above or below the third end, and the second end is located above or below the fourth end.

[0027] In this implementation, the first end of the first power component, positioned opposite to the third end, is placed vertically, as are the second and fourth ends of the steering structure. It is understood that the first direction of movement for the first power component is vertical. Compared to a horizontal arrangement, the vertical arrangement of the testing device and steering structure reduces the footprint of the testing device, significantly improving its space utilization. Compared to the traditional horizontal parallel arrangement, it fully utilizes the vertical space of the equipment, eliminating the need for large areas and redundant space in the horizontal plane, thus better suiting the limited installation space of the laboratory. Furthermore, the vertical arrangement of the testing device and steering structure allows gravity to be used as part of the primary driving force in some testing conditions, reducing the load on the first power component and minimizing energy consumption during the testing process.

[0028] In one possible implementation, the first force is the resultant force of the first driving force and the gravity of the sliding component, whereby the first driving force represents the force applied to the sliding component by the first power component.

[0029] In this implementation, with the testing device and steering structure arranged vertically, the first force is set as the resultant force of the first driving force output by the first power component and the weight of the sliding component itself. By changing the first driving force output by the first power component, the influence of the weight of the sliding component is offset, eliminating the need for an additional auxiliary loading mechanism to offset the weight of the sliding component, thus simplifying the overall mechanical structure. Simultaneously, the controller can precisely adjust the first driving force to directly compensate for the fixed offset load caused by the weight of the sliding component, ensuring that the first force ultimately applied to the steering structure retains only the steering resistance component to be simulated. This eliminates the interference of the self-weight caused by the vertical layout on the applied first force, reduces the error of the first force, improves the accuracy and stability of the first force, and meets the high-precision loading test requirements of the testing device in a vertical layout.

[0030] In one possible implementation, the steering structure has at least three operating states: leftward steering, no steering, and rightward steering. For these three operating states of the steering structure, the sliding member applying a first force along a second direction to the second end also has three states. The first force has at least one of the following states: In state a, when the steering structure moves in the direction from the second end to the fourth end, the direction of the first force is from the fourth end to the second end. In this state, when the second end moves in the direction pointing to the opposite fourth end, the direction of the first force is from the fourth end to the second end. When the second end is the left end of the steering structure, the first force can be the lateral resistance experienced by the steering structure when the vehicle turns right. When the second end is the right end of the steering structure, the first force can be the lateral resistance experienced by the steering structure when the vehicle turns left.

[0031] In state b, with the steering structure in a neutral position, the first force is zero. Neutral position indicates that the steering structure has not moved. In this state, the first force can be considered as the lateral resistance experienced by the steering structure when the vehicle is not steering.

[0032] In state c, when the steering structure moves in the direction from the fourth end to the second end, the direction of the first force is the direction from the second end to the fourth end. In this state, when the second end moves in the direction away from the fourth end on the opposite side, the direction of the first force is the direction from the second end to the fourth end. When the second end is the left end of the steering structure, the first force can be the lateral resistance experienced by the steering structure when the vehicle turns left. When the second end is the right end of the steering structure, the first force can be the lateral resistance experienced by the steering structure when the vehicle turns right.

[0033] In one possible implementation, the first end is connected to a first position of the sliding member, and the second end is connected to a second sliding position, with the first and second positions located on the same side of the sliding member.

[0034] In this implementation, the first end and the second end are respectively connected to a first position on the same side of the sliding component. The first power component and the steering structure are located on the same side of the sliding component. The drive shaft of the first power component and the drive shaft of the steering structure are located at different positions, forming a spatial layout with opposite axes. This reduces the lateral length of the testing device along the steering structure and makes full use of the longitudinal space along the steering structure, significantly improving the space utilization of the testing device and facilitating miniaturization design. It eliminates the need to reserve a large space in the lateral direction of the steering structure, making full use of the limited installation space in the laboratory.

[0035] In one possible implementation, the testing device further includes a cabinet. A base is located inside the cabinet. The space inside the cabinet located on one side of the base includes a first space, a second space, and a third space. A first power component is located in the first space, a steering structure is located in the second space, and a sliding component, a first end of the first power component, and a second end of the steering structure are located in the third space. The third space is adjacent to the first space and the second space, respectively.

[0036] In this implementation, test components can be integrated into a cabinet, resulting in a compact test setup. This achieves a neat layout and efficient use of three-dimensional space, while the cabinet's enclosed structure provides dustproof, moisture-proof, impact-proof, and electromagnetic shielding protection, improving equipment reliability and lifespan. The cabinet's interior allows for standardized and organized wiring of both high-voltage and low-voltage cables, reducing cable clutter and signal crosstalk.

[0037] In one possible implementation, the cabinet is equipped with a moving component that is used to move the cabinet.

[0038] In this implementation, the test components are integrated into a cabinet with movable components, which greatly improves the mobility and space utilization of the test equipment. The movable components can move the test components to the target location, facilitating close-range networking with other test equipment such as braking systems, chassis, and frames, reducing communication latency, lowering measurement data deviations, and improving the accuracy of test results.

[0039] In one possible implementation, the test assembly further includes a fixing device, which is fixedly connected to the base and to the steering structure. The fixing device includes multiple adjustment parts for adjusting the installation position of the fixing device and the steering structure.

[0040] In this implementation, the installation position of the fixing device and the steering structure can be adjusted through multiple adjustment parts to adapt to steering structures of different sizes. There is no need to customize a special fixing device for each steering structure, which improves the efficiency of fixing the steering structure before testing and the versatility of the fixing device. This alleviates problems such as long test preparation cycle, high cost and inability to meet the testing needs of short cycle and multiple varieties.

[0041] Secondly, this application provides a testing method for the testing apparatus of the first aspect. The testing method includes: acquiring a first target value corresponding to a first force; and controlling a first power component to output a first driving force based on the first target value. The first driving force is used to drive a first end portion to slide along a second direction, the first end portion is used to drive a sliding component to slide along the second direction, and the sliding component is used to apply resistance along the second direction to the second end portion.

[0042] In one possible implementation, the testing method further includes: acquiring a first detection value from a first sensor, the first detection value being a detection value of a first driving force applied by a first power component to a sliding component; and adjusting the first driving force based on a first target value and the first detection value.

[0043] In one possible implementation, the sliding component includes a first connecting portion and a second connecting portion. The first connecting portion is fixedly connected to a first end, and the second connecting portion is fixedly connected to a second end. The first connecting portion and the second connecting portion are respectively connected to both ends of the first sensor.

[0044] In one possible implementation, the first connecting part and the second connecting part are configured to slide relative to each other.

[0045] In one possible implementation, the number of test components is multiple sets, the steering structure includes a front wheel steering structure and a rear wheel steering structure, and the multiple test components include a first test component and a second test component. The first test component is used to install the front wheel steering structure, and the second test component is used to install the rear wheel steering structure.

[0046] In one possible implementation, the testing method further includes: acquiring a second target value and a third target value, wherein the second target value is a target value of the first force corresponding to the first testing component, and the third target value is a target value of the first force corresponding to the second testing component. Furthermore, based on the second target value, controlling the first power unit in the first testing component to output a corresponding first driving force, the first driving force corresponding to the first testing component being used to apply a first force to the second end of the front wheel steering structure. Also, based on the third target value, controlling the first power unit in the second testing component to output a corresponding first driving force, the first driving force corresponding to the second testing component being used to apply a first force to the second end of the rear wheel steering structure.

[0047] In one possible implementation, the steering structure includes a front-wheel steering structure for the vehicle. The test assembly also includes a second power unit connected to the input shaft of the front-wheel steering structure. The test method further includes controlling the second power unit to output a second driving force based on a fourth target value, the second driving force being used to drive the front-wheel steering structure to move in a first direction, the fourth target value representing a target value of the input parameters of the front-wheel steering structure.

[0048] In one possible implementation, the testing method further includes: acquiring a second detection value from a second sensor, the second detection value being a detection value of a second driving force applied to the front wheel steering structure by the second power component; and adjusting the second driving force based on the second detection value and a fourth target value.

[0049] In one possible implementation, the first power component further includes a third end, the steering structure has a fourth end, the first end and the third end are arranged opposite each other, the second end and the fourth end are arranged opposite each other, the first end is located above or below the third end, and the second end is located above or below the fourth end.

[0050] In one possible implementation, the testing method further includes determining a first driving force based on a first target value and the gravity of the sliding component.

[0051] In one possible implementation, the testing device further includes a cabinet. A base is located inside the cabinet. The space inside the cabinet located on one side of the base includes a first space, a second space, and a third space. A first power component is disposed in the first space. A steering structure is disposed in the second space. A sliding component is located in the third space. The third space is adjacent to both the first and second spaces. The testing method further includes moving the testing device to a target location.

[0052] Thirdly, this application provides a control device, which includes: a memory for storing programs, instructions or code; and a processor for executing the programs, instructions or code in the memory to complete the test method as described in the second aspect.

[0053] Fourthly, this application provides a vehicle. The vehicle includes a steering structure. The steering structure is subjected to performance testing using one or more of the testing apparatus of the first aspect, the testing method of the second aspect, and the control device of the third aspect. Attached Figure Description

[0054] Figure 1 A schematic diagram showing the arrangement of the electric power steering structure provided in this application embodiment in a vehicle; Figure 2 This is a schematic diagram of the composition of the testing apparatus provided in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of the first power component provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the sliding component provided in the embodiments of this application; Figure 5 A schematic diagram of a test scenario for performing performance testing on the front wheel steering structure provided in the embodiments of this application; Figure 6 A schematic diagram of a test scenario for performance testing of the rear wheel steering structure provided in the embodiments of this application; Figure 7 A schematic diagram of a test scenario for performance testing of a front-wheel steering structure and a rear-wheel steering structure, provided in an embodiment of this application; Figure 8 A simplified schematic diagram of the test device corresponding to the front wheel steering structure provided in the embodiments of this application; Figure 9 A simplified schematic diagram of the test device corresponding to the rear wheel steering structure provided in the embodiments of this application; Figure 10This is a schematic diagram showing the leftward movement of the steering structure, in which the sliding component is connected to the left side of the steering structure according to an embodiment of this application. Figure 11 This is a schematic diagram showing the sliding component connected to the left side of the steering structure to maintain the steering structure in a neutral position, as provided in an embodiment of this application. Figure 12 This is a schematic diagram showing the sliding component connected to the left side of the steering structure in an embodiment of this application moving to the right. Figure 13 This is a schematic diagram showing the rightward movement of the steering structure, in which the sliding component is connected to the right side of the steering structure according to an embodiment of this application. Figure 14 A schematic diagram showing the steering structure maintaining its neutral position with the sliding component connected to the right side of the steering structure, as provided in an embodiment of this application. Figure 15 A schematic diagram of the steering structure moving to the left, where the sliding component is connected to the right side of the steering structure according to an embodiment of this application; Figure 16 A schematic diagram showing the first power component and the steering structure located on opposite sides of the sliding component, as provided in the embodiments of this application; Figure 17 A schematic diagram of the cabinet of the integrated testing device provided in the embodiments of this application; Figure 18 A schematic diagram of the structure of one side of the installation and testing components in the base inside the cabinet provided in an embodiment of this application; Figure 19 A schematic diagram illustrating the installation of a first power component, a sliding component, and a steering structure in different spaces within a cabinet, as provided in an embodiment of this application. Figure 20 A schematic diagram of the opposite side of the base in the cabinet where the test components are installed, provided in an embodiment of this application; Figure 21 A simplified structural diagram of the first fixing device corresponding to the front wheel steering structure and the second fixing device corresponding to the rear wheel steering structure provided in the embodiments of this application; Figure 22 A schematic diagram illustrating the application scenarios of the first and second fixing devices provided in the embodiments of this application; Figure 23 This is a schematic diagram of the structure of the first fixing device provided in an embodiment of this application; Figure 24 This is a schematic diagram of the structure of the mounting base in the first fixing device provided in the embodiments of this application; Figure 25 This is a schematic diagram of the structure of the U-shaped component in the first fixing device provided in the embodiments of this application; Figure 26A schematic diagram of the first adjusting part and the second adjusting part in the first fixing device provided in the embodiments of this application; Figure 27 A schematic diagram of the vertical mounting plate in the first fixing device provided in the embodiments of this application; Figure 28 A schematic diagram of the structure of the third adjusting part in the first fixing device provided in the embodiments of this application; Figure 29 A schematic diagram of the rotating mounting plate in the first fixing device provided in the embodiments of this application; Figure 30 A schematic diagram of the structure of the limiting rod in the first fixing device provided in the embodiments of this application; Figure 31 A schematic diagram of the structure of the fourth adjusting part in the first fixing device provided in the embodiments of this application; Figure 32 A schematic diagram of the second mounting hole in the front wheel steering structure provided in the embodiments of this application; Figure 33 This is a schematic diagram of the structure of the second fixing device provided in the embodiments of this application; Figure 34 A schematic diagram of the structure of the vertical base in the second fixing device provided in the embodiments of this application; Figure 35 This is a schematic diagram of the structure of the transverse mounting plate in the second fixing device provided in the embodiments of this application; Figure 36 A schematic diagram of the first adjusting part and the second adjusting part in the second fixing device provided in the embodiments of this application; Figure 37 A schematic diagram of the cylindrical base in the second fixing device provided in the embodiments of this application; Figure 38 This is a schematic diagram of the structure of the third adjusting part in the second fixing device provided in the embodiments of this application; Figure 39 A schematic diagram of the second mounting hole in the rear wheel steering structure provided in the embodiments of this application; Figure 40 A schematic flowchart of a measurement method provided in an embodiment of this application; Figure 41 A schematic flowchart illustrating an example of a test method executed by a controller, provided in an embodiment of this application; Figure 42 This is a schematic diagram illustrating the architectural composition of a testing device provided in an embodiment of this application; Figure 43 A schematic diagram of the control device provided in the embodiments of this application.

[0055] Figure label: 1-Vehicle; 11-Steering wheel; 12-First steering shaft; 13-Second steering shaft; 14-Third steering shaft; 15-Housing; 16-Steering rod; 17-Power steering mechanism; 2-Testing device; 21-Base; 22-Testing assembly; 221-First power component; 2211-First end; 2212-Screw and nut pair; 2213-Motor; 2214-Third end; 222-Sliding component; 2221-First sensor; 2222-First connecting part; 2222-1-First connecting end; 2222-2-First slide groove; 2223-Second Connecting part; 2223-1-Second connecting end; 2223-2-Second slide groove; 2224-First guide rail; 2225-First slider; 2226-Second guide rail; 2227-Second slider; 223-Second power component; 224-Second sensor; 23-Cabinet; 231-Moving component; 3-Steering structure; 3a-Front wheel steering structure; 3b-Rear wheel steering structure; 31-Second end; 32-Fourth end; 33-First through hole; 34-Second through hole; 4-Fixing device; 4a-First fixing device; 4b-Second fixing device; 41-Mounting base; 411-First slot; 412-Second threaded hole; 413-First guide hole; 414-First guide groove; 42-U-shaped part; 421-Second slot; 422-Third threaded hole; 423-First side; 424-First boss; 43-Vertical mounting plate; 431-Third slot; 432-Arc-shaped slot; 433-First shaft hole; 434-First limiting mounting hole; 435-Third guide groove; 44-Rotating mounting plate; 441-Fourth threaded hole; 442-Second shaft hole; 443-First... Eight threaded holes; 45-Limit rod; 451-Second limit mounting hole; 452-Third limit mounting hole; 46-Vertical base; 461-Fourth slot; 462-Fifth slot; 463-Second guide groove; 47-Horizontal mounting plate; 471-Sixth threaded hole; 472-Seventh threaded hole; 473-Second side; 474-Fourth guide groove; 48-Cylindrical base; 481-Sixth slot; 482-Ninth threaded hole; 483-Third side; 4300-Control device; 4301-Processor; 4302-Memory. Detailed Implementation

[0056] The steering mechanism is used to achieve lateral control of the vehicle, enabling it to travel along the path expected by the driver or the path planned by the autonomous driving system. It is also one of the core control systems of the vehicle. The goal of lateral control is to keep the vehicle on the desired driving route and to provide good ride comfort under different speeds, loads, wind resistance, and road conditions.

[0057] The types of steering structures are not limited in the embodiments of this application. For example, the steering structures in the embodiments of this application include, but are not limited to, mechanical steering structures, hydraulic power steering (HPS), electric hydraulic power steering (EHPS), electric power steering (EPS), redundant electric power steering (R-EPS), and steering by wire (SWB) systems.

[0058] The steering structure is also known as the steering system, steering mechanism, vehicle steering device, etc., and this application does not limit the specific terms used in the embodiments. The steering structure is a core component of the vehicle chassis, and its core function is to control the vehicle's direction of travel. It is mainly composed of key components such as the steering column, intermediate shaft, steering gear, steering tie rod, and wheels.

[0059] The following is combined with Figure 1 This paper introduces the arrangement and operating principle of an electric power steering (EPS) system in a vehicle. The vehicle 1 is equipped with a steering system, which may include, for example, a front-wheel steering system and a rear-wheel steering system. This steering system can be driven by a human or an autonomous driving system. For example, the driver controls the steering system by controlling the steering wheel 11 of the vehicle 1; or, the steering system responds to control signals from the autonomous driving system to perform steering operations.

[0060] The front wheel steering mechanism can be connected to the steering wheel 11 via a mechanical structure; for example, via a steering shaft. The steering shaft may include multiple segments for ease of installation. For example, it may include a first steering shaft 12, a second steering shaft 13, and a third steering shaft 14. One end of the first steering shaft 12 is connected to the steering wheel 11, and the other end is connected to the second steering shaft 13; both ends of the second steering shaft 13 are connected to one end of the first steering shaft 12 and one end of the third steering shaft 14, respectively.

[0061] In one implementation, a universal joint connection can be used to allow the first steering shaft 12, second steering shaft 13, and third steering shaft 14 to bypass relevant components within the vehicle 1 for ease of installation. One end of the third steering shaft 14 is connected to the second steering shaft 13, and the other end extends into the housing 15 of the front wheel steering structure, with a gear positioned at a corresponding location on the steering lever 16. The front wheel steering structure includes a housing 15 disposed within the vehicle 1, and a steering lever 16 disposed within the housing 15, with both ends of the steering lever 16 extending from both ends of the housing 15 and connecting to the corresponding two front wheels. A power assist mechanism 17 is also provided on the housing 15, which can drive the steering lever 16 to reduce the force required for the driver to turn the steering wheel 11. Taking the front-wheel steering structure as an example, its working principle is as follows: The rotational motion of the steering wheel 11 is transmitted to the gears through the steering shaft. The meshing of the gears and rack converts the rotational motion of the gears into the linear motion of the rack, pulling the steering lever 16 and causing the wheels to rotate by a specified angle. The power assist mechanism 17 can further assist the movement of the steering lever 16, or the power assist mechanism 17 can drive the movement of the steering lever 16 according to the control commands of the autonomous driving system. The rear-wheel steering structure is similar to the front-wheel steering structure, except that its driving source is the power assist mechanism 17. For example, when the driver turns the steering wheel 11 to control the front wheel steering, the power assist mechanism 17 can drive the movement of the steering lever 16 to drive the rear wheel steering; or, the power assist mechanism 17 can drive the rear wheel steering according to the control commands of the autonomous driving system.

[0062] The steering structure is a crucial component of a vehicle. During or after the development of the vehicle's steering structure, various performance parameters need to be tested. These tests include, but are not limited to, key indicators such as steering free travel, steering effort, self-centering performance, lane departure, stability under high and low temperature conditions, durability on bumpy roads, sealing and rust prevention, and the accuracy of electronic power steering control.

[0063] In related technologies, during bench testing of steering structures, two loading motors are used to simulate the resistance experienced by the left and right wheels of a vehicle during steering. This technology requires the two loading motors to apply opposing load torques synchronously to simulate steering resistance. Achieving high-precision synchronous control of the two loading motors is very difficult, and the existence of a certain synchronization error between them hinders further improvement in the accuracy of the steering structure testing results.

[0064] In view of this, please refer to Figure 2This application provides a testing device 2. The testing device 2 includes a base 21 and a testing component 22. The testing component 22 includes a first power component 221 and a sliding component 222. The sliding component 222 is slidably connected to the base 21. The base 21 is fixedly connected to the first power component 221. The base 21 is also used to mount a steering structure 3 to be tested. The steering structure 3 is not a component of the testing device 2, but rather the object to be tested; therefore, the steering structure 3 is represented by a dashed line in the figure. The first power component 221 includes a first end 2211. The steering structure 3 has a second end 31. Both the first end 2211 and the second end 31 are connected to the sliding component 222.

[0065] When the steering structure 3 moves in the first direction, the first end 2211 of the first power component 221 drives the sliding component 222 to slide in the second direction. The sliding component 222 applies a first force in the second direction to the second end 31. The first direction and the second direction are opposite, and the first force is the total resistance encountered by the steering structure 3 during its movement. The first direction is shown by the arrow in the figure.

[0066] During the testing of the steering structure 3, the force acting on the steering structure 3 is the resultant force of the total resistance experienced by both wheels during steering. In this embodiment, the testing device 2 drives the sliding component 222 to slide along the second direction via the first power component 221. The sliding component 222 then applies a first force along the second direction to the second end 31 to simulate the total resistance experienced by the steering structure 3. The first power component 221 can be understood as a loading motor, avoiding the use of two loading motors to simulate the resistance experienced by the left and right wheels of the vehicle during steering. This eliminates the need for high-precision synchronous control of the two loading motors, reduces the control difficulty of the testing device, avoids synchronization errors between the two loading motors, and improves the accuracy of the steering structure testing results.

[0067] In addition, since the first power component 221 does not need to have a high-precision synchronous control function, the cost of the first power component 221 is low, which reduces the testing cost of the steering structure.

[0068] In this embodiment of the application, the first power component 221 includes a first end 2211, which represents any output end of the first power component 221. The first end 2211 shown in the figure is only an exemplary illustration. The steering structure 3 has a second end 31, which represents any one of the two ends of the steering structure 3. The second end 31 shown in the figure is only an exemplary illustration.

[0069] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0070] In one possible implementation, the test component 22 further includes a controller. The controller is electrically connected to the first power component 221. The controller acquires a first target value corresponding to the first force. Based on the first target value, the controller controls the first power component 221 to output a first driving force. The first driving force is used to drive the first end component 2211 to slide along a second direction, the first end component 2211 drives the sliding component 222 to slide along the second direction, and the sliding component 222 applies the first force along the second direction to the second end component 31.

[0071] The structure of the first power component 221 will be described exemplarily.

[0072] The first power component 221 refers to any drive loading structure that can be used to apply simulated driving resistance to the steering structure 3; this embodiment does not limit this. The first power component 221 can output a controllable driving force according to the test conditions, and can dynamically follow the lateral displacement of the steering tie rod to achieve the first loading force, thus meeting the simulation requirements of the lateral resistance of the steering structure 3 under different load amplitudes, response speeds, and durability conditions during testing. For example, the first power component 221 may include, but is not limited to: servo motors, torque motors, linear motors, electro-hydraulic servo actuators, pneumatic servo cylinders, magnetic powder loading devices, and spring-damped loading mechanisms, etc.

[0073] like Figure 3 As shown in the two examples, the first power component 221 can be a motor module. The motor module includes a first end 2211, a lead screw and nut pair 2212, and a motor 2213. The motor 2213 is the output source of the first driving force. The lead screw and nut pair 2212 is a sliding structure for linear motion, which can realize the displacement of the first end 2211 along the second direction.

[0074] Understandably, the first target value is the theoretical value of the lateral resistance applied to the second end 31 of the steering structure 3, which is generally determined by a relevant algorithm based on the input parameters of the steering wheel. For example, the software model can receive the real-time steering angle signal fed back by the rotary motor, and calculate the first target value of the lateral resistance that needs to be applied to the steering structure 3 by combining it with the preset resistance characteristic curve.

[0075] The controller can control the first power component 221 to output a first driving force based on a first target value. The first target value can be understood as the target value of the first force output by the sliding component 222. Combining the structural parameters and efficiency losses of the transmission chain between the first power component 221 and the sliding component 222, the first driving force that the first power component 221 needs to output can be calculated by reverse calculation.

[0076] For example, refer to Figure 3The controller first divides the first target value by the total mechanical efficiency of each transmission link, such as the ball screw, linear guide, and coupling, to obtain the theoretical input force after considering friction and loss. Then, combined with transmission parameters such as screw lead and reduction ratio, the controller converts the linear force into the equivalent torque on the motor shaft, which is the driving torque that the first power component 221 needs to output. This ensures that after the transmission chain loss, the sliding component 222 can accurately output the set steering resistance.

[0077] In one possible implementation, refer to Figure 4 The test assembly 22 also includes a first sensor 2221. The first sensor 2221 is disposed between the first end 2211 and the second end 31. The first sensor 2221 is used to detect a first detection value of the first driving force applied by the first power component 221 to the sliding component 222, and sends it to the controller. The controller is also used to adjust the first driving force according to the first target value and the first detection value.

[0078] In this implementation, the controller can dynamically adjust the first driving force output by the first power component by comparing the deviation between the first target value and the first detection value collected by the first sensor in real time. This allows for real-time compensation for errors caused by frictional losses and structural gaps during transmission, achieving closed-loop precise control of the first driving force. Consequently, the first force applied by the sliding component 222 always follows the first target value, improving the loading accuracy and consistency of the first force, ensuring realistic simulation of the steering structure's test conditions, and providing accurate and reliable test results.

[0079] It is understood that the first sensor 2221 is an optional configuration, meaning that the test component 22 may not include the first sensor 2221. For example, a force sensor can be installed inside the first power component 221 to detect the output first driving force and calculate the value of the first driving force applied to the sliding component 222 by the first end 2211 of the first power component 221 based on the speed conversion and losses of the transmission chain. The controller then adjusts the first driving force based on the first target value and the calculated value of the first driving force.

[0080] In one possible implementation, the sliding component 222 includes a first sensor 2221, a first connecting portion 2222, and a second connecting portion 2223. One end of the first connecting portion 2222 is fixedly connected to a first end portion 2211, one end of the second connecting portion 2223 is fixedly connected to a second end portion 31, and the other ends of the first connecting portion 2222 and the second connecting portion 2223 are respectively connected to the two ends of the first sensor 2221.

[0081] In this implementation, by connecting the first connecting part 2222 and the second connecting part 2223 of the sliding component 222 to both ends of the first sensor 2221, the sensor is directly connected in series on the power transmission path. This enables real-time and accurate acquisition of the actual force value of the first driving force output by the first power component after being transmitted through the sliding component. This eliminates measurement errors caused by transmission chain gaps, friction losses, and structural deformation, achieving closed-loop feedback and precise control of the driving force. It also improves the accuracy of loading force control and the realism of test condition simulation, ensuring the accuracy and reliability of the steering structure bench test results.

[0082] In one possible implementation, the first connecting portion 2222 and the second connecting portion 2223 are configured to slide relative to each other.

[0083] In this implementation, the first connecting part 2222 and the second connecting part 2223 are configured to slide relative to each other. On the one hand, this ensures that the force is transmitted between the first connecting part 2222 and the second connecting part 2223, and that the force is collected by the first sensor 2221. On the other hand, the sliding degree of freedom between them avoids the additional load caused by the rigid connection, ensuring the accuracy of the first force applied by the sliding part 222 to the second end 31.

[0084] It is understood that the first connecting part 2222 and the second connecting part 2223 can be configured to slide relative to each other using any mechanical structure, and this application embodiment does not limit this. For example, the first connecting part 2222 is slidably connected to the base 21, and the second connecting part 2223 is slidably connected to the first connecting part 2222. Another example is that the second connecting part 2223 is slidably connected to the base 21, and the first connecting part 2222 is slidably connected to the second connecting part 2223. Yet another example is that the first connecting part 2222 is slidably connected to the base 21, and the second connecting part 2223 is slidably connected to the base 21.

[0085] refer to Figure 4 For example, the first connecting part 2222 is slidably connected to the base 21, and the second connecting part 2223 is slidably connected to the first connecting part 2222. The sliding component 222 includes a first sensor 2221, a first connecting part 2222, a second connecting part 2223, a first guide rail 2224, a first slider 2225, a second guide rail 2226, and a second slider 2227. The number of the first guide rail 2224, the first slider 2225, the second guide rail 2226, and the second slider 222 can be one or more.

[0086] The first guide rail 2224 is fixedly connected to the base 21. The first slider 2225 is slidably connected to the first guide rail 2224. The first slider 2225 is fixedly connected to the first connecting part 2222. The first connecting part 2222 is slidably connected to the base 21 through the first guide rail 2224, the first slider 2225, and the first connecting part 2222.

[0087] The second guide rail 2226 is fixedly connected to the first connecting part 2222. The second slider 2227 is slidably connected to the second guide rail 2226. The second slider 2227 is fixedly connected to the second connecting part 2223. Through the second guide rail 2226 and the second slider 2227, the second connecting part 2223 is slidably connected to the first connecting part 2222.

[0088] Continue to refer to Figure 4 The first connecting portion 2222 is provided with a first connecting end 2222-1, which is used for fixed connection with the first end 2211. The second connecting portion 2223 is provided with a second connecting end 2223-1, which is used for fixed connection with the second end 31. The first connecting portion 2222 is connected to one force-receiving end of the first sensor 2221. The second connecting portion 2223 is connected to the other force-receiving end of the first sensor 2221.

[0089] Optionally, the first connecting part 2222 is further provided with a first sliding groove 2222-2, and the first connecting end 2222-1 can slide along the first sliding groove 2222-2 to the target position and then be fixed, thereby adapting to the first end 2211 of different heights. The second connecting part 2223 is further provided with a second sliding groove 2223-2, and the second connecting end 2223-1 can slide along the second sliding groove 2223-2 to the target position and then be fixed, thereby adapting to the second connecting part 2223 of different heights. It can be understood that the testing device 2 can adapt to different models of the first power component 221 and the steering structure 3, thereby improving the applicability of the testing device 2. Through the relatively sliding assembly freedom, the machining errors and assembly errors of different parts can be compensated, reducing the assembly requirements of the testing device 2.

[0090] It should be noted that in some test scenarios, the steering structure of this application embodiment can be a front wheel steering structure. In testing the performance of the front wheel steering structure, the test component 22 is used to simulate the steering resistance (i.e., the first force) applied to the front wheel steering structure and / or the second driving force input to the front wheel steering structure through the steering wheel.

[0091] For example, refer to Figure 5In the process of conducting performance tests on the front wheel steering structure 3a, the test component 22 can accurately simulate various steering resistances generated by the road surface on the wheel during vehicle driving, such as road adhesion, rolling, and wheel return, and apply the first force to the front wheel steering structure 3a; it can also simulate the operation behavior of the driver or the autonomous driving system to operate the steering wheel and input the corresponding second driving force to the front wheel steering structure 3a, thereby reproducing the steering input and load force state under different driving conditions and meeting the test requirements of the front wheel steering structure 3a for individual performance, response characteristics, and durability.

[0092] In other test scenarios, the steering structure of this application embodiment can be a rear-wheel steering structure. In testing the performance of the rear-wheel steering structure, test component 22 is used to simulate the steering resistance (i.e., the first force) applied to the rear-wheel steering structure.

[0093] For example, refer to Figure 6 When conducting performance tests on the rear wheel steering structure 3b, the test component 22 can simulate various steering resistance loads such as road resistance, lateral impact load, and mechanism motion damping acting on the rear wheel steering structure 3b under different vehicle driving conditions, and apply a first force to the rear wheel steering structure 3b that conforms to the actual vehicle conditions, thereby meeting the test requirements for the transmission performance, load-bearing capacity, smoothness of motion, and reliability of the rear wheel steering structure 3b under different conditions.

[0094] In some test scenarios, the steering structure of this application embodiment may simultaneously include a front-wheel steering structure and a rear-wheel steering structure. In testing the performance of the front-wheel and rear-wheel steering structures, the test component 22 is used to simulate the steering resistance (i.e., the first force) applied to the front-wheel steering structure and / or the second driving force input to the front-wheel steering structure via the steering wheel; simultaneously, the test component 22 is also used to simulate the steering resistance (i.e., the first force) applied to the rear-wheel steering structure, achieving integrated simulation testing of the front-wheel and rear-wheel steering structures.

[0095] In some vehicles, during steering wheel rotation, not only does the front wheel steering mechanism 3a rotate, but the rear wheel steering mechanism 3b also steers, resulting in a smaller turning radius and better cornering performance. For example, when the vehicle is traveling at low speeds, the rear wheels typically deflect in the opposite direction to the front wheels, effectively reducing the overall turning radius and improving steering agility and parking convenience in tight spaces; when the vehicle is traveling at high speeds, the rear wheels deflect in the same direction as the front wheels, reducing body yaw and optimizing driving stability during lane changes.

[0096] Therefore, four-wheel steering can balance low-speed maneuverability and high-speed stability, offering superior handling performance compared to traditional single-front-wheel steering. For this type of front-and-rear coordinated steering structure, the testing equipment needs to be compatible with various test conditions involving the front wheels, rear wheels, and front-and-rear wheel linkage, accurately simulating the force and motion response characteristics of each steering mechanism under different driving conditions, thereby completing the comprehensive performance calibration and reliability verification of the four-wheel steering assembly.

[0097] In one possible implementation, refer to Figure 7 The number of test components 22 is multiple. The steering structure 3 includes a front wheel steering structure 3a and a rear wheel steering structure 3b. The multiple test components 22 include a first test component 22a and a second test component 22b. The first test component 22a and the second test component 22b represent two test components 22, which are used to test different steering structures respectively. Assume that the first test component 22a is used to install the front wheel steering structure 3a, and the second test component 22b is used to install the rear wheel steering structure 3b.

[0098] In related technologies, test benches typically only support independent testing of a single steering structure (such as a front-wheel steering structure or a rear-wheel steering structure), and cannot achieve synchronous loading testing of the front-wheel steering structure and the rear-wheel steering structure. This results in long test cycles and low efficiency, making it difficult to meet the testing requirements of modern intelligent steering structures (such as steer-by-wire and rear-wheel active steering).

[0099] In this embodiment, during the simultaneous testing of the comprehensive performance of the front wheel steering structure 3a and the rear wheel steering structure 3b, the test component 22 can, on the one hand, simulate the application of the first force corresponding to various steering resistances to the front wheel steering structure 3a, and simultaneously simulate the second driving force of the steering wheel input as needed, thus restoring the input and load conditions of the front wheel steering; on the other hand, it can also independently simulate the application of the first force corresponding to the steering resistance under actual vehicle driving conditions to the rear wheel steering structure 3b. By applying independent and coordinated working conditions to the front and rear wheel steering structures 3b respectively through the test component, synchronous working condition simulation and integrated performance testing of the front wheel steering structure 3a and the rear wheel steering structure 3b can be achieved, completely replicating the four-wheel steering vehicle linkage working logic and meeting the R&D verification and testing needs under multi-structure coupling working conditions.

[0100] In one possible implementation, for a scenario where the front wheel steering structure 3a and the rear wheel steering structure 3b are simultaneously detected, the controller is used to acquire a second target value and a third target value. The second target value is a target value of the steering resistance (i.e., the first force) corresponding to the first test component 22a, and the third target value is a first target value of the steering resistance (i.e., the first force) corresponding to the second test component 22b. The controller is also used to control the first power unit in the first test component 22a to output a corresponding first driving force based on the second target value. This first driving force is used to apply a first force to the second end 31 of the front wheel steering structure 3a. The controller is also used to control the first power unit in the second test component 22b to output a corresponding first driving force based on the third target value. This first driving force is used to apply a first force to the second end 31 of the rear wheel steering structure 3b.

[0101] It should be noted that during the simulation of steering resistance, the mechanical structure and testing principle of the first test component 22a and the second test component 22b are similar or the same. The difference lies in the adaptive adjustment of their interfaces with different steering structures 3. Therefore, the first test component 22a and the second test component 22b are no longer distinguished, and the relevant content of the embodiments of this application can be applied to one or more of the first test component 22a and the second test component 22b.

[0102] In one possible implementation, refer to Figure 5 or Figure 7 In the test scenario where the steering structure 3 includes the front wheel steering structure 3a of the vehicle, the test assembly 22 also includes a second power unit 223. The second power unit 223 is connected to the input shaft of the front wheel steering structure 3a. The controller is used to control the second power unit 223 to output a second driving force according to a fourth target value. This second driving force is used to drive the front wheel steering structure 3a to move along a first direction. The fourth target value represents the target value of the input parameters of the front wheel steering structure 3a under different operating conditions. The input parameters can be parameters such as the steering wheel angle, angular velocity, and torque. The first direction is shown by the arrow in the figure.

[0103] The second power unit 223 can be any structure capable of simulating the input parameters of a steering wheel, and this application embodiment does not limit this. For example, the second power unit 223 may include, but is not limited to: a drive form where a servo motor, a reducer, and a universal joint drive shaft are used; a direct-drive form where a direct-drive torque motor is directly connected to the input end of the steering column; or a transmission form where a servo motor is coupled to the steering shaft via a synchronous pulley or gear transmission mechanism. The second power unit 223 can output a second driving force according to a preset steering angle, angular velocity, and torque curve to simulate the operation of the steering wheel, ultimately outputting a first driving force that accurately simulates different driving conditions.

[0104] In this implementation, the controller precisely controls the output of the second power component to drive the front wheel steering structure to move in a set first direction based on the fourth target value corresponding to different working conditions. This enables the precise reproduction of the input action of the steering structure 3, ensures standardized test conditions, allows for flexible and convenient parameter adjustment, and improves the accuracy and reliability of the test data of the steering structure 3.

[0105] In one possible implementation, the test assembly 22 further includes a second sensor 224 disposed between the second power unit 223 and the front wheel steering structure 3a. The second sensor 224 detects a second value of the second driving force applied by the second power unit 223 to the front wheel steering structure 3a and sends this value to the controller. The controller further adjusts the second driving force based on the second detection value and a fourth target value.

[0106] It is understandable that the second sensor 224 is an optional configuration, meaning that the test component 22 may not include the second sensor 224. For example, a force sensor can also be installed inside the second power component 223 to detect the output second driving force, and calculate the value of the second driving force output by the second power component 223 based on the speed conversion and losses of the transmission chain. The controller then adjusts the output second driving force based on the fourth target value and the calculated value of the second driving force.

[0107] In this implementation, the second sensor 224 detects the second driving force applied to the front wheel steering structure 3a by the second power component 223 in real time and feeds back the second detection value to the controller. The controller performs real-time comparison and calculation based on the second detection value and the fourth target value, and dynamically adjusts the second driving force output by the second power component 223 in a closed loop. This can compensate for deviations in real time, ensuring that the actual applied second driving force always accurately follows the fourth target value of the set input parameters such as steering wheel angle, angular velocity, and torque. This improves the accuracy of the second driving force input to the front wheel steering structure 3a and ensures that the final test data is accurate and reliable.

[0108] In one possible implementation, refer to Figure 3 The first power component 221 also includes a third end 2214, with the first end 2211 and the third end 2214 of the first power component 221 being disposed opposite to each other. The steering structure 3 also has a fourth end 32, with the second end 31 and the fourth end 32 of the steering structure 3 being disposed opposite to each other. The first end 2211 is located above or below the third end 2214, and the second end 31 is located above or below the fourth end 32.

[0109] In this implementation, the first end 2211 of the first power component 221 is positioned vertically at the third end 2214, and the second end 31 and fourth end 32 of the steering structure 3 are also positioned vertically. It is understood that the first direction of movement of the first power component 221 is vertical. The vertical arrangement of the testing device 2 and the steering structure 3, compared to a horizontal arrangement, reduces the footprint of the testing device 2, significantly improving its space utilization, economy, and testing efficiency. It also facilitates networking with other test benches, reducing communication delays. Compared to the traditional horizontal parallel arrangement, it fully utilizes the vertical space of the equipment, eliminating the need for large areas and redundant space on the horizontal plane, better meeting the characteristics of limited installation space in the laboratory. Simultaneously, the vertical arrangement of the testing device 2 and the steering structure 3 allows gravity to be used as part of the primary driving force in some testing conditions, reducing the load on the first power component 221 and reducing energy consumption during the testing process.

[0110] For example, arranging the test device 2 and the steering structure 3 vertically can significantly reduce the projected area of ​​the test bench to about 2m². For instance, the size of the test device 2 can be reduced to about 1.6m x 1.2m x 2m, which greatly improves the space utilization of the test device 2, facilitates networking with other test benches nearby, and reduces communication delay.

[0111] In one possible implementation, with the test device 2 and the steering structure 3 arranged vertically, the first force is the resultant force of the first driving force and the gravity of the sliding member 222. The first driving force represents the force applied by the first power member 221 to the sliding member 222.

[0112] In this implementation, with the test device 2 and steering structure 3 arranged vertically, the first force is set as the resultant force of the first driving force output by the first power component 221 and the weight of the sliding component 222 itself. By changing the first driving force output by the first power component 221, the influence of the weight of the sliding component 222 is offset, eliminating the need for an additional auxiliary loading mechanism to offset the weight of the sliding component 222, thus simplifying the overall mechanical structure. Simultaneously, the controller can precisely adjust the first driving force to directly compensate for the fixed offset load caused by the weight of the sliding component 222, ensuring that the first force ultimately applied to the steering structure 3 retains only the steering resistance component to be simulated. This eliminates the interference of the self-weight caused by the vertical layout on the applied first force, reduces the error of the first force, improves the accuracy and stability of the first force, and meets the high-precision loading test requirements of the test device 2 under a vertical layout.

[0113] The test apparatus 2 of the embodiments of this application will be described in a simplified manner so as to provide an exemplary description of the different working states of the test apparatus 2.

[0114] refer to Figure 8 In the case where the steering structure 3 includes a front wheel steering structure 3a, the first end 2211 of the first power unit 221 is connected to the sliding member 222. The second end 31 of the front wheel steering structure 3a is connected to the sliding member 222. The second power unit 223 is connected to the input shaft of the front wheel steering structure 3a to simulate the input drive of the steering wheel.

[0115] refer to Figure 9 In the case where the steering structure 3 includes a rear wheel steering structure 3b, the first end 2211 of the first power component 221 is connected to the sliding component 222. The second end 31 of the rear wheel steering structure 3b is connected to the sliding component 222.

[0116] It should be noted that, generally, for the rear-wheel steering structure 3b, there is no external drive mechanism similar to a steering wheel. Therefore, when the steering structure 3 includes the rear-wheel steering structure 3b, there is no connection between the second power unit 223 and the input shaft of the rear-wheel steering structure 3b to simulate external input drive. However, in some application scenarios, if the rear-wheel steering structure 3b has an external drive mechanism similar to a steering wheel, then for the steering structure 3 including the rear-wheel steering structure 3b, it is necessary to connect the second power unit 223 to the input shaft of the rear-wheel steering structure 3b to simulate external input drive.

[0117] It is understood that the steering structure 3 has at least three operating states: turning left, no steering, and turning right. For these three operating states of the steering structure 3, the sliding component 222 also applies a first force along the second direction to the second end 31 in three states. An example is given using the front wheel steering structure 3a.

[0118] refer to Figure 10 or Figure 15 In the first operating state, the steering structure 3 turns to the left, and the second end 31 of the steering structure 3 (e.g., the steering rod 16) moves in a first direction, which is the lateral leftward direction of the steering structure 3. The sliding member 222 applies a first force to the second end 31 in a second direction, which is the lateral rightward direction of the steering structure 3, to apply a total lateral rightward resistance to the steering structure 3.

[0119] refer to Figure 11 or Figure 14 In the second operating state, the steering structure 3 remains in the neutral position, i.e., it does not steer. The first force applied by the sliding member 222 to the second end 31 is zero, and the sliding member 222 does not apply resistance to the steering structure 3.

[0120] refer to Figure 12 or Figure 13 In the third operating state, the steering structure 3 turns to the right, and the second end 31 of the steering structure 3 (e.g., the steering rod 16) moves in a first direction, which is the lateral rightward direction of the steering structure 3. The sliding member 222 applies a first force in a second direction to the second end 31, which is the lateral leftward direction of the steering structure 3, to apply a total leftward resistance to the steering structure 3.

[0121] In one possible implementation, with the test device 2 and steering structure 3 arranged vertically, in the first operating state, the steering structure 3 turns left, which can be simulated by moving the steering structure 3 vertically downwards. In the third operating state, the steering structure 3 turns right, which can be simulated by moving the steering structure 3 vertically upwards. Alternatively, in the first operating state, the steering structure 3 turns left, which can be simulated by moving the steering structure 3 vertically upwards. In the third operating state, the steering structure 3 turns right, which can be simulated by moving the steering structure 3 vertically downwards. The following discussion ignores transmission ratios, losses, etc., in the transmission chain and provides examples corresponding to different states of the first force.

[0122] In the first state of the first force, when the steering structure 3 moves in the direction from the second end 31 to the fourth end 32, the direction of the first force is from the fourth end 32 to the second end 31.

[0123] Furthermore, when the second end 31 is located below the fourth end 32, refer to Figure 12 The steering structure 3 moves vertically upwards, and the direction of the first force is vertically downwards. When the weight of the sliding component 222 is greater than the first force, the value of the first force is the weight of the sliding component 222 minus the value of the first driving force. When the weight of the sliding component 222 is less than the first force, the value of the first force is the sum of the weight of the sliding component 222 and the first driving force.

[0124] Furthermore, when the second end 31 is located above the fourth end 32, refer to Figure 15 The steering structure 3 moves vertically downwards, and the direction of the first force is vertically upwards. The value of the first force is the first driving force minus the weight of the sliding component 222.

[0125] In the second state of the first force, with the steering structure 3 remaining in the neutral position, reference Figure 11 or Figure 14The first force is zero, and the neutral position indicates that the steering structure 3 has not moved. The value of the first force is zero. The weight of the sliding component 222 is equal to the first driving force.

[0126] In the third state of the first force, when the steering structure 3 moves in the direction from the fourth end 32 to the second end 31, the direction of the first force is from the second end 31 to the fourth end 32.

[0127] Furthermore, when the second end 31 is located below the fourth end 32, refer to Figure 10 The steering structure 3 moves vertically downwards, and the direction of the first force is vertically upwards. The value of the first force is the first driving force minus the weight of the sliding component 222.

[0128] Furthermore, when the second end 31 is located above the fourth end 32, refer to Figure 13 The steering structure 3 moves vertically upwards, and the direction of the first force is vertically downwards. When the weight of the sliding component 222 is greater than the first force, the value of the first force is the weight of the sliding component 222 minus the value of the first driving force. When the weight of the sliding component 222 is less than the first force, the value of the first force is the sum of the weight of the sliding component 222 and the first driving force.

[0129] In one possible implementation, the first power component 221 and the steering structure 3 are located on the same side of the sliding component 222. A first end 2211 is connected to a first position of the sliding component 222. For example, the first position may be a first groove 2222-2 provided in the first connecting portion 2222. A second end 31 is connected to a second position of the sliding component 222. For example, the second position may be a second groove 2223-2 provided in the second connecting portion 2223. The first and second positions are different and are located on the same side of the sliding component 222.

[0130] In this implementation, the first end 2211 is connected to the first position of the sliding component 222. The second end 31 is connected to the second position of the sliding component 222. The first and second positions are located on the same side of the sliding component 222. Thus, the first power component 221 and the steering structure 3 are located on the same side of the sliding component 222. The drive shaft of the first power component 221 and the drive shaft of the steering structure 3 are located at different positions, forming an off-axis spatial layout. This reduces the transverse length of the testing device 2 along the steering structure 3, fully utilizes the longitudinal space along the steering structure 3, significantly improves the space utilization of the testing device 2, and facilitates miniaturization design of the testing device 2. It eliminates the need to reserve a large space in the transverse direction of the steering structure 3, better meeting the characteristics of limited installation space in the laboratory.

[0131] Among other possible implementations, see [reference]. Figure 16 The first power component 221 and the steering structure 3 are located on opposite sides of the sliding component 222. The first end 2211 is connected to a first position of the sliding component 222. The second end 31 is connected to a second position of the sliding component 222. The first and second positions are different; they are located on opposite sides of the sliding component 222. The drive shaft of the first power component 221 and the drive shaft of the steering structure 3 are coaxially or parallel, resulting in better power transmission.

[0132] In one possible implementation, refer to Figure 17 The test device 2 also includes a cabinet 23. (See reference) Figure 18 Base 21 is located inside rack 23. (See reference) Figure 19 The space inside the cabinet 23 located on one side of the base 21 includes a first space, a second space, and a third space. The first power component 221 is located in the first space, the steering structure 3 is located in the second space, and the sliding component 222, the first end 2211 of the first power component 221, and the second end 31 of the steering structure 3 are located in the third space. The third space is adjacent to the first space and the second space, respectively.

[0133] In this implementation, the test component 22 can be integrated into the cabinet 23. This allows for a compact structure for the test device 2. It enables a neat layout and efficient use of three-dimensional space, while the cabinet's enclosed structure provides dustproof, moisture-proof, impact-proof, and electromagnetic shielding protection, improving equipment reliability and lifespan. The cabinet's internal wiring can be standardized and organized, reducing cable clutter and signal crosstalk, and creating a systematic ventilation and heat dissipation environment to ensure stable overall cooling. Furthermore, the integrated cabinet facilitates centralized installation, commissioning, daily inspection and maintenance, and module expansion and upgrades. Security control can be achieved through the cabinet's locking structure. The overall structure is highly standardized and modular, facilitating complete machine transport, batch deployment, and future system expansion, significantly reducing installation and maintenance costs.

[0134] In one possible implementation, refer to Figures 17 to 19 The cabinet 23 is equipped with a moving component 231. The moving component 231 is used to move the cabinet 23.

[0135] In the field of automotive testing, in addition to steering structure testing, there is a widespread need for performance testing of key vehicle structures such as the frame and chassis. Furthermore, joint testing of the steering structure with other structures like the chassis is often required. In related testing solutions, the various measurement and control units are dispersed, requiring excessively long transmission cables between devices. This easily leads to delays in control signal transmission and introduces measurement data deviations, severely reducing the accuracy of test control and the consistency of operational condition reproduction. Moreover, the separate deployment of multiple sets of testing equipment results in complex wiring. Conducting parallel joint testing requires a large laboratory space, leading to low space utilization, limited workstation layout, and long equipment debugging and test rotation cycles, significantly hindering overall testing efficiency and R&D iteration progress.

[0136] In this implementation, the test component 22 is integrated into the cabinet 23 with the movable component 231, which greatly improves the mobility and space utilization of the test device 2. The movable component 231 can move the test component 22 to the target location, facilitating close-range networking with other test equipment such as the braking system, chassis, and frame, reducing communication delay, lowering measurement data deviation, and improving the accuracy of test results.

[0137] refer to Figure 20 The cabinet 23 can also integrate a controller. The controller can include any one or more of the following modules: host computer, programmable logic controller, embedded industrial controller, or motion control card. The controller can independently complete the setting of working condition parameters, the issuance of target commands, the acquisition of sensor signals, the data processing and analysis, and the closed-loop regulation and control. It can also communicate and interact with the test equipment to realize multi-device collaborative timing control, linkage working condition simulation, and real-time storage, display, and traceability of test data. It is suitable for various application scenarios such as individual testing of steering structure and joint linkage testing of multiple chassis structures.

[0138] In one possible implementation, the test assembly 22 further includes a fixing device 4. The fixing device 4 is fixedly connected to the base 21. The fixing device 4 is fixedly connected to the steering structure 3. The fixing device 4 includes multiple adjustment parts for adjusting the installation position of the fixing device 4 and the steering structure 3.

[0139] It should be noted that the frame and main housing of the steering structure 3 are fixed support structures, clamped and positioned by the fixing device 4 and kept stationary. The steering tie rod is assembled at both ends of the rack inside the housing of the steering structure 3 and extends outward, allowing for lateral telescoping and sliding relative to the frame and main housing of the steering structure 3.

[0140] During the test, the housing or intermediate base of the steering structure 3 is firmly clamped by the fixing device 4 to ensure that the overall position remains unchanged and does not wobble. When the steering wheel is turned, the rack inside the housing of the steering structure 3 drives the steering tie rod to move in the first direction (left or right), generating the lateral displacement when the wheels of a real vehicle deflect. At the same time, the test device 2 of this embodiment synchronously applies a first force to the steering tie rod of the steering structure 3 in the opposite first direction to simulate the real resistance experienced by the tires on the ground, thereby continuously applying real resistance to the steering structure 3 during the sliding process.

[0141] In related technologies, to meet the requirement of fixing the steering structure 3 during the testing process, a dedicated fixing device is usually customized for a specific model of steering structure to achieve the positioning and fixation of the steering structure 3. Due to the differences in the size and mounting hole positions of steering structures of different vehicle models, a separate fixing device needs to be customized for each steering structure, resulting in a long test preparation cycle and high cost, which cannot meet the needs of short-cycle and multi-variety testing. The manufacturing of the fixing device is time-consuming and lacks universality, making it impossible to achieve the purpose of rapid switching between different steering structures for testing.

[0142] In this embodiment, the installation positions of the fixing device 4 and the steering structure 3 can be adjusted by multiple adjustment parts to adapt to steering structures 3 of different sizes. There is no need to customize a special fixing device for each steering structure 3, which improves the efficiency of fixing the steering structure 3 before testing and the versatility of the fixing device 4.

[0143] In other words, for steering structures 3 with different installation positions, multiple adjustment parts can be used to adjust the installation position of the fixing device and the steering structure 3, so that the fixing device can adapt to the differences in the mounting hole positions of steering structures of different models or types. This eliminates the need to customize the fixing device for each steering structure individually, avoiding problems such as long test preparation cycle, high cost, and inability to meet the test requirements of short cycle and multiple varieties in related technologies.

[0144] In one possible implementation, the multiple adjustment parts include a first adjustment part, a second adjustment part, and a mounting part. The mounting part is used to mount the steering mechanism to be tested. The first adjustment part is used to adjust the position of the mounting part in a first direction, and the second adjustment part is used to adjust the position of the mounting part in a second direction. The first direction and the second direction are perpendicular to each other.

[0145] In this implementation, for any steering structure 3 to be tested, the installation positions of the steering structure 3 and the mounting part can be determined. Based on this installation position, the position of the mounting part in the first direction is adjusted by the first adjustment part, and the position of the mounting part in the second direction is adjusted by the second adjustment part, ultimately achieving mutual matching between the steering structure 3 and the mounting part, and then installing the steering structure 3 onto the mounting part.

[0146] For example, see reference. Figures 5 to 7 When the steering structure 3 is a front-wheel steering structure 3a, the fixing device 4 is a first fixing device 4a. When the steering structure 3 is a rear-wheel steering structure 3b, the fixing device 4 is a second fixing device 4b. (Reference) Figure 21 and Figure 22 When the steering structure 3 includes both a front wheel steering structure 3a and a rear wheel steering structure 3b, the fixing devices 4 are a first fixing device 4a and a second fixing device 4b. The first fixing device 4a is used to fix the front wheel steering structure 3a, and the second fixing device 4b is used to fix the rear wheel steering structure 3b.

[0147] For example, there can be two first fixing devices 4a and two second fixing devices 4b. The number of first fixing devices 4a and second fixing devices 4b can be one or more, and this application embodiment does not limit this.

[0148] In one possible implementation, the plurality of adjustment parts further include a first adjustment structure and a second adjustment structure; the first adjustment part is formed between the base 21 and the first adjustment structure, and the second adjustment part is formed between the first adjustment structure and the second adjustment structure.

[0149] Taking the first fixing device 4a as an example, refer to Figure 23 The first adjustment structure is, for example, a mounting base 41, and the second adjustment structure is, for example, a U-shaped component 42. A first adjustment portion is formed between the base 21 and the mounting base 41, and a second adjustment portion is formed between the mounting base 41 and the U-shaped component 42.

[0150] For example, see reference. Figure 24 The base 21 is provided with a first threaded hole (not shown), and the mounting base 41 includes a first slot 411 and a second threaded hole 412. (Reference) Figure 25 The U-shaped part 42 includes a second slot 421.

[0151] refer to Figure 26 In one example of the first adjustment section, the mounting base 41 can be moved to a suitable position along the extension direction of the first slot 411, and then fixedly connected to the base 21 using fasteners passing through the first slot 411 and the first threaded hole. In one example of the second adjustment section, the U-shaped member 42 can be moved to a suitable position along the extension direction of the second slot 421, and then fixedly connected to the mounting base 41 using fasteners passing through the second slot 421 and the second threaded hole 412.

[0152] In an alternative design, the mounting base 41 further includes a first guide hole 413. A guide rod passes through the first guide hole 413 and is fixedly connected to the base 21. As the mounting base 41 moves along the extension direction of the first slot 411, the first guide hole 413 slides along the guide rod to provide guidance.

[0153] In an alternative design, the mounting base 41 further includes a first guide groove 414. The U-shaped member 42 also includes opposing first side surfaces 423. As the U-shaped member 42 moves along the extension direction of the second slot 421, the opposing first side surfaces 423 slide along the first guide groove 414 to provide guidance.

[0154] Taking the second fixing device 4b as an example, refer to Figure 33 The first adjustment structure is, for example, a vertical base 46, and the second adjustment structure is, for example, a horizontal mounting plate 47. A first adjustment portion is formed between the base 21 and the vertical base 46, and a second adjustment portion is formed between the vertical base 46 and the horizontal mounting plate 47. Optionally, two symmetrical vertical bases 46 can be provided, and this embodiment of the application does not limit this.

[0155] For example, see reference. Figure 34 The base 21 is provided with a fifth threaded hole (not shown), and the vertical base 46 includes a fourth slot 461 and a fifth slot 462. (Reference) Figure 35 The horizontal mounting plate 47 includes a sixth threaded hole 471.

[0156] refer to Figure 36 In another example of the first adjustment unit, the vertical base 46 can be moved to the appropriate position along the extension direction of the fourth slot 461, and then fixedly connected to the base 21 using fasteners passing through the fourth slot 461 and the fifth threaded hole. In another example of the second adjustment unit, the horizontal mounting plate 47 can be moved to the appropriate position along the extension direction of the fifth slot 462, and then fixedly connected to the vertical base 46 using fasteners passing through the fifth slot 462 and the sixth threaded hole 471.

[0157] In an alternative design, the vertical base 46 further includes a second guide groove 463. The horizontal mounting plate 47 also includes opposing second side surfaces 473. As the horizontal mounting plate 47 can move along the extension direction of the fifth slot 462, the opposing second side surfaces 473 slide along the second guide groove 463 to provide a guiding function.

[0158] In one possible implementation, the plurality of adjustment parts further includes a third adjustment part, which is used to adjust the position of the mounting part in a third direction, wherein the first direction, the second direction, and the third direction are mutually perpendicular.

[0159] In some applications, the mounting device 4 needs to have two-dimensional adjustment capabilities to accommodate different models and sizes of steering structures 3. In other applications, the mounting device 4 needs to have three-dimensional adjustment capabilities to accommodate different models and sizes of steering structures 3. Therefore, a third adjustment part can also be provided, which is used to adjust the position of the mounting part in a third direction, with the first direction, second direction, and third direction being mutually perpendicular. This makes the mounting device 4 need to have three-dimensional adjustment capabilities, thereby accommodating more steering structures 3 and expanding the range of compatibility of the mounting device 4 with different models and sizes of steering structures 3.

[0160] In one possible implementation, the fixing device further includes a third adjustment structure, with a third adjustment section formed between the second and third adjustment structures. The third adjustment section is used to adjust the position of the mounting part in a third direction, wherein the first direction, the second direction, and the third direction are mutually perpendicular.

[0161] Taking the first fixing device 4a as an example, refer to Figure 23 The second adjustment structure is, for example, a U-shaped member 42, and the third adjustment structure is, for example, a vertical mounting plate 43. A third adjustment portion is formed between the U-shaped member 42 and the vertical mounting plate 43. Optionally, two vertical mounting plates 43 may be provided symmetrically, and this embodiment of the application does not limit this.

[0162] For example, see reference. Figure 25 The U-shaped part 42 also includes a third threaded hole 422. (See reference) Figure 26 The vertical mounting plate 43 includes a third slot 431. (See reference) Figure 28 In one example of the third adjustment section, the vertical mounting plate 43 can be moved to the fitting position along the extension direction of the third slot 431, and then fasteners are used to pass through the third slot 431 and the third threaded hole 422 for fixed connection. Finally, the vertical mounting plate 43 is fixedly connected to the U-shaped piece 42.

[0163] In an alternative design, the U-shaped member 42 further includes a first boss 424. The vertical mounting plate 43 also includes a third guide groove 435. As the vertical mounting plate 43 can move along the extension direction of the third slot 431, the first boss 424 slides along the third guide groove 435 to provide guidance.

[0164] Taking the second fixing device 4b as an example, refer to Figure 33 The second adjustment structure is, for example, a lateral mounting plate 47, and the third adjustment structure is, for example, a cylindrical base 48. A third adjustment section is formed between the lateral mounting plate 47 and the cylindrical base 48. The number of cylindrical bases 48 can be adapted to the number of mounting holes in the rear wheel steering structure 3b, and this embodiment does not limit this.

[0165] For example, see reference. Figure 35 The horizontal mounting plate 47 includes a seventh threaded hole 472. (See reference) Figure 37 The cylindrical base 48 includes a sixth slot 481. (See reference) Figure 38 In another example of the third adjustment section, the cylindrical base 48 can be moved to the fitting position along the extension direction of the sixth slot 481, and then fixedly connected by fasteners through the sixth slot 481 and the seventh threaded hole 472, and the cylindrical base 48 is fixedly connected to the base 21.

[0166] In an optional design, to achieve the position adjustment function of the third adjustment unit, the number of seventh threaded holes 472 in the transverse mounting plate 47 can be multiple sets. These multiple sets of threaded holes are spaced apart along a preset arrangement direction, and fasteners are installed and fixed by passing through the sixth slot 481 and engaging with a set of threaded holes at different positions. Thus, a two-stage position adjustment function, including multiple sets of seventh threaded holes 472 and the sixth slot 481, can be achieved, increasing the position adjustment range of the third adjustment unit and meeting the position adaptation requirements under different assembly conditions.

[0167] In an alternative design, the transverse mounting plate 47 further includes a fourth guide groove 474. The cylindrical base 48 also includes opposing third side surfaces 483. As the cylindrical base 48 moves along the extension direction of the sixth slot 481, the opposing third side surfaces 483 slide along the fourth guide groove 474 to provide guidance.

[0168] In one possible implementation, the plurality of adjustment units further includes a fourth adjustment unit for adjusting the rotation angle of the mounting unit relative to the first axis, the first axis being parallel to the axis of the steering rod in the steering mechanism.

[0169] In some application scenarios, the mounting holes reserved in the steering structure 3 may not be limited to conventional angles such as vertical and horizontal, but may be arranged in unconventional ways, such as tilting, offsetting, or arbitrary angles. If the mounting part of the fixing device 4 only has two-dimensional and three-dimensional position adjustment functions, problems such as hole misalignment, misalignment, fastener inability to be assembled, and unstable installation are likely to occur, seriously affecting installation efficiency and assembly reliability. To this end, in this embodiment, the fixing device 4 can also be provided with a fourth adjustment part. Through the fourth adjustment part, the mounting part can be adjusted in angle rotation and attitude deflection, flexibly changing the spatial orientation and installation angle of the mounting part, so that it can adaptively match the mounting holes of various unconventional angle equipment, and achieve precise hole alignment and fit. Without the need for on-site drilling, grinding modification, or the addition of adapter accessories, it can adapt to various irregular angle installation conditions, greatly reducing the difficulty of assembly alignment and improving the versatility, adaptability, and on-site installation fault tolerance of the fixing device.

[0170] In one possible implementation, for example, in a scenario where the steering structure 3 includes the front wheel steering structure 3a of the vehicle, the multiple adjustment units also include a fourth adjustment structure, with the third adjustment structure and the fourth adjustment structure forming a fourth adjustment unit, and the fourth adjustment structure being fixedly connected to the front wheel steering mechanism.

[0171] Taking a first fixing device 4a as an example, refer to Figure 23 The third adjustment structure is, for example, a vertical mounting plate 43, and the fourth adjustment structure is, for example, a rotary mounting plate 44. A fourth adjustment section is formed between the rotary mounting plate 44 and the vertical mounting plate 43.

[0172] For example, see reference. Figure 26 The vertical mounting plate 43 includes an arc-shaped slot 432 and a first shaft hole 433. (Reference) Figure 29 The rotating mounting plate 44 includes a fourth threaded hole 441 and a second shaft hole 442. One of the first shaft hole 433 and the second shaft hole 442 is a threaded hole, and the other is a through hole. In the figure, the first shaft hole 433 is a through hole and the second shaft hole 442 is a threaded hole, which is only an illustrative example.

[0173] refer to Figure 31 In one example of the fourth adjustment section, a fastener is fixedly connected to one of the first shaft hole 433 and the second shaft hole 442, and the fastener is clearance-fitted to the other of the first shaft hole 433 and the second shaft hole 442. The rotating mounting plate 44 can rotate along the rotation axis, which is the central axis of the first shaft hole 433 and the second shaft hole 442. This rotation axis is parallel to the axis of the steering rod in the second end 31 of the steering structure 3. The rotating mounting plate 44 can be rotated along the rotation axis to the appropriate position, and then fixedly connected by a fastener passing through the arc-shaped slot 432 and the fourth threaded hole 441. Finally, the rotating mounting plate 44 is fixedly connected to the vertical mounting plate 43.

[0174] In one alternative design, refer to Figure 23 The fixing device 4 also includes a limiting rod 45. (See reference) Figure 27 The vertical mounting plate 43 also includes a first limiting mounting hole 434. (See reference) Figure 30 The limiting rod 45 includes a second limiting mounting hole 451. The first limiting mounting hole 434 and the second limiting mounting hole 451 are fixedly connected by fasteners, and the limiting rod 45 is fixedly installed on the vertical mounting plate 43. The number of limiting rods 45 can be one or more, and this embodiment does not limit this. For example, there can be two limiting rods 45, used to limit the maximum and minimum rotation angles of the rotating mounting plate 44 along the rotation axis.

[0175] In an alternative design, the limiting rod 45 includes a third limiting mounting hole 452. The third limiting mounting hole 452 can be used to install fasteners (such as set screws) and adjust the values ​​of the maximum and minimum rotation angles of the rotating mounting plate 44 along the rotation axis.

[0176] In one possible implementation, the mounting part includes a first mounting hole, the steering structure 3 includes a second mounting hole, and the connection between the first mounting hole and the second mounting hole is a fastening connection.

[0177] In some application scenarios, the steering structure 3 may include a second mounting hole, which can be any mounting hole in the steering structure 3. For example, the second mounting hole can be a mounting hole for mounting the steering structure 3 to the vehicle, or it can be a reserved mounting hole for testing. This application embodiment does not limit this. The connection between the first mounting hole and the second mounting hole is a fastening connection, which can form a positive locking constraint. This avoids the problems and risks that exist in clamping and fixing schemes such as surface contact, such as limited lateral resistance (i.e., the first force), risk of slippage, contact surface damage, and deformation of the steering structure under test. This significantly improves the reliability and safety of the fixed connection between the steering structure 3 and the fixing device 4.

[0178] Taking the first fixing device 4a as an example, refer to Figure 29 The rotating mounting plate 44 includes an eighth threaded hole 443. The first mounting hole, for example, is the eighth threaded hole 443. (See reference...) Figure 32 The front wheel steering structure 3a includes a first through hole 33. A second mounting hole is, for example, the first through hole 33.

[0179] It should be noted that the number of first fixing devices 4a can be adapted to the number of second mounting holes, and this application embodiment does not limit this. For example, the front wheel steering structure 3a includes two sets of first through holes 33. The first fixing devices 4a can be configured as two sets, one set of first fixing devices 4a being adapted and installed with the first set of first through holes 33, and the other set of first fixing devices 4a being adapted and installed with the second set of first through holes 33.

[0180] Taking the second fixing device 4b as an example, refer to Figure 37 The cylindrical base 48 includes a ninth threaded hole 482. The first mounting hole is, for example, the ninth threaded hole 482. (See reference) Figure 39 The rear wheel steering structure 3b also includes a second through hole 34. The second mounting hole is, for example, a second through hole 34.

[0181] It should be noted that the number of second fixing devices 4b can be adapted to the number of second mounting holes, and this application embodiment does not limit this. For example, the rear wheel steering structure 3b includes two sets of second through holes 34. The second fixing devices 4b can be configured as two sets, one set of second fixing devices 4b being adapted and installed with the first set of second through holes 34, and the other set of second fixing devices 4b being adapted and installed with the second set of second through holes 34.

[0182] In this embodiment, the first mounting hole and the second mounting hole can be either a through hole or a threaded hole, or both can be either through holes or threaded holes. For example, the first mounting hole is an eighth threaded hole 443 and the second mounting hole is a first through hole 33; or, the first mounting hole is a ninth threaded hole 482 and the second mounting hole is a second through hole 34, which are merely illustrative examples.

[0183] In one possible implementation, the adjustment direction of the first adjusting unit is one of the longitudinal, lateral, or vertical directions of the steering mechanism. The adjustment direction of the second adjusting unit is another of the longitudinal, lateral, or vertical directions of the steering mechanism.

[0184] In a vehicle's steering mechanism, longitudinal refers to the vehicle's forward and backward direction, lateral refers to the vehicle's left and right lateral direction, and vertical is the direction perpendicular to the ground. The adjustment direction of the first adjustment unit is one of the longitudinal, lateral, or vertical directions of the steering mechanism. The adjustment direction of the second adjustment unit is another one of the longitudinal, lateral, or vertical directions of the steering mechanism. In this way, the adjustment displacement of the first or second adjustment unit can be determined by the dimensional changes of the steering structure 3 in these three dimensions, thereby improving the efficiency of the position adjustment and fixed installation of the steering structure 3.

[0185] In one possible implementation, the first adjustment part and / or the second adjustment part includes at least one of the following: an elongated slot, multiple sets of mounting holes, and a slide rail assembly.

[0186] The first adjustment section and / or the second adjustment section include at least one of the following structural forms: long slot hole, multiple sets of mounting holes (such as multiple sets of threaded holes, multiple sets of through holes), and slide rail assembly. They can respectively realize the position fine adjustment of the steering mechanism. They can also meet the usage requirements of the steering structure 3 for multi-dimensional flexible adaptation, precise assembly and position fine adjustment by combining or setting multiple sets of different adjustment methods.

[0187] In the embodiments of this application, unless otherwise specified or in case of logical conflict, the terms and / or descriptions of the various implementations, examples, and embodiments are consistent and can be referenced by each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0188] Based on the same concept, this application provides a measurement method that can be executed by a controller and implemented using the aforementioned testing device 2. (See also...) Figure 40 As shown, Figure 40 This is a schematic diagram of the steps of a testing method, which may include: Step S4010: Obtain the first target value corresponding to the first action force.

[0189] Step S4020: According to the first target value, control the first power component to output the first driving force. The first driving force is used to drive the first end to slide along the second direction. The first end is used to drive the sliding component to slide along the second direction. The sliding component is used to apply resistance along the second direction to the second end.

[0190] In one possible implementation, the method further includes: acquiring a first detection value from a first sensor, the first detection value being a detection value of a first driving force applied by a first power component to a sliding component; and adjusting the first driving force based on a first target value and the first detection value.

[0191] In one possible implementation, the sliding component includes a first connecting portion and a second connecting portion; the first connecting portion is fixedly connected to a first end, the second connecting portion is fixedly connected to a second end, and the first connecting portion and the second connecting portion are respectively connected to both ends of the first sensor.

[0192] In one possible implementation, the first connecting part and the second connecting part are configured to slide relative to each other.

[0193] In one possible implementation, the number of test components is multiple sets, the steering structure includes a front wheel steering structure and a rear wheel steering structure, and the multiple test components include a first test component and a second test component. The first test component is used to install the front wheel steering structure, and the second test component is used to install the rear wheel steering structure.

[0194] In one possible implementation, the method further includes: obtaining a second target value and a third target value, wherein the second target value is a target value of a first force corresponding to a first test component, and the third target value is a target value of a first force corresponding to a second test component; according to the second target value, controlling a first power unit in the first test component to output a corresponding first driving force, wherein the first driving force corresponding to the first test component is used to apply a first force to the second end of the front wheel steering structure; and according to the third target value, controlling a first power unit in the second test component to output a corresponding first driving force, wherein the first driving force corresponding to the second test component is used to apply a first force to the second end of the rear wheel steering structure.

[0195] In one possible implementation, the steering structure includes a front-wheel steering structure for the vehicle; the test assembly also includes a second power unit connected to the input shaft of the front-wheel steering structure. The method further includes: controlling the second power unit to output a second driving force based on a fourth target value, the second driving force being used to drive the front-wheel steering structure to move along a first direction, the fourth target value representing a target value of the input parameters of the front-wheel steering structure.

[0196] In one possible implementation, the method further includes: acquiring a second detection value from a second sensor, the second detection value being a detection value of a second driving force applied by a second power component to the front wheel steering structure; and adjusting the second driving force based on the second detection value and a fourth target value.

[0197] In one possible implementation, the first power component further includes a third end, the steering structure has a fourth end, the first end and the third end are arranged opposite each other, the second end and the fourth end are arranged opposite each other, the first end is located above or below the third end, and the second end is located above or below the fourth end.

[0198] In one possible implementation, the method further includes: determining a first driving force based on a first target value and the gravity of the sliding component.

[0199] In one possible implementation, the testing device further includes a cabinet, with a base located inside the cabinet. The space inside the cabinet located on one side of the base includes a first space, a second space, and a third space. A first power component is disposed in the first space, a steering structure is disposed in the second space, and a sliding component is disposed in the third space. The third space is adjacent to both the first and second spaces. The method further includes moving the testing device to a target location.

[0200] refer to Figure 41 In one example, the test method is executed by a controller, which implements the test method of this application embodiment by communicating and interacting with the software model, the first power component, the first sensor, and the second power component. In this example, the test method may include the following steps: Step S411: The controller requests initialization parameters from the software model.

[0201] In step S412, the software model returns calibration data to the controller.

[0202] In step S413, the second power component reports the fourth target value to the software model.

[0203] In step S414, the software model sends the first target value to the controller.

[0204] In step S415, the software model controls the first power component to output the first driving force.

[0205] Step S416: The first sensor feeds back the first detection value to the controller.

[0206] In step S417, the controller sends a command to the software model to correct the first target value. For example, the software model uses a feedforward and feedback control structure. The feedforward part predicts the drag demand based on the kinematic model. The feedback part corrects the value based on actual sensor data.

[0207] refer to Figure 42 In one example, in one embodiment of the test device 2, the test device 2 mainly includes a control and data processing module, a sensor measurement module, a drive and loading module, and a mechanical structure module.

[0208] The control and data processing module mainly includes a power supply, a software model, and a controller. The software model is an abstract model based on vehicle dynamics algorithms, used for input parameters from the steering wheel to determine the first target value corresponding to the lateral resistance. The power supply provides power to the controller, the first power component, and the second power component.

[0209] The controller, for example, can be any of a Programmable Logic Controller (PLC), Microcontroller Unit (MCU), microcontroller, industrial controller, or motion controller. It receives sensor signals and commands from a host computer, processes them according to preset control logic, and outputs control signals to drive the steering mechanism, testing components, and other actuators, achieving mechanism posture adjustment, lateral resistance closed-loop control, and operational status monitoring. The controller receives sensor data, runs control algorithms, and sends control commands to the first and second power components to achieve precise force or position control.

[0210] The sensor measurement module includes a first sensor and a second sensor. The first sensor detects a first value of the first driving force applied by the first power component to the sliding component and sends it to the controller. The second sensor detects a second value of the second driving force applied by the second power component to the front wheel steering structure and sends it to the controller. The first and second sensors transmit the measurement signals to the controller via cables. Based on the calculation results of the software model and the feedback data from the first and second sensors, the controller controls the operation of the first and second power components through the drive circuit.

[0211] For example, the first sensor, such as a force sensor integrated into the sliding assembly, measures the force applied to one end of the steering structure by the first power component, which originates from the total resistance experienced by the steering system during steering. The second sensor, such as a torque sensor, measures the input torque from the first power component to the steering structure, simulating the input torque from the steering wheel or autonomous driving technology.

[0212] The drive and loading module includes a first power component and a second power component. On one hand, the controller controls the first power component to output a first driving force based on a first target value. Optionally, the controller can also adjust the first driving force based on the first target value and a first detected value. On the other hand, the controller controls the second power component to output a second driving force based on a fourth target value, where the fourth target value represents a target value for the input parameters of the front wheel steering structure. Optionally, the controller can also adjust the second driving force based on a second detected value and the fourth target value. The second power component is connected to the input shaft of the front wheel steering structure. The second driving force is used to drive the front wheel steering structure to move along a first direction.

[0213] The mechanical structure module includes a sliding component and a base. The sliding component and the base are slidably connected. The sliding component is fixedly connected to the steering structure and the first power component, respectively. The first power component outputs a first driving force, which can drive a first end component in the first power component to slide along a second direction. The first end component drives the sliding component to slide along the second direction, and the sliding component applies a first force along the second direction to the second end component.

[0214] In some optional designs, the steering structure is fixedly connected to the base via a fixing device. The fixing device is adjustable in multiple directions to accommodate steering structures with different installation positions due to variations in model size and other factors.

[0215] In some optional designs, the base and the test components mounted on the base are integrated into a movable cabinet, which greatly improves the mobility and space utilization of the test bench, facilitates networking with other test benches nearby, and reduces communication delays.

[0216] In some optional designs, the first power component and steering structure are arranged vertically, which significantly improves the space utilization, economy and testing efficiency of the equipment while ensuring testing accuracy.

[0217] Related technologies suffer from significant space requirements and poor deployment flexibility. For instance, testing equipment for steering structures in these technologies typically employs a horizontal layout, requiring separate configurations for front-wheel steering test benches and rear-wheel steering test benches. This results in a large overall footprint, often exceeding 10 to 40 square meters. It necessitates dedicated laboratory space and is difficult to network flexibly with other test benches (such as braking and suspension test benches). Long-distance communication cabling introduces substantial latency, impacting collaborative testing effectiveness.

[0218] The related technologies suffer from high costs and low testing economics. For example, traditional test benches rely on imported high dynamic response motors, and each tested steering structure requires two loading motors for bidirectional loading, resulting in high costs for core components and consequently, high industry prices for the entire system.

[0219] In related technologies, there are technical problems such as limited testing capabilities and low efficiency. For example, test benches in related technologies usually only support the independent testing of a single steering structure (such as a front-wheel steering structure or a rear-wheel steering structure), and cannot achieve synchronous loading testing of front and rear wheel steering structures. This results in long testing cycles and low efficiency, making it difficult to meet the testing requirements of modern intelligent steering structures (such as steer-by-wire and rear-wheel active steering).

[0220] In related technologies, there are problems such as poor fixture versatility and low testing efficiency. For example, for steering structures of different models and sizes, special fixing fixtures need to be customized. The fixtures are time-consuming to manufacture and lack versatility, making it impossible to quickly switch between different steering structure products for testing.

[0221] This application addresses the aforementioned technical problems by proposing a highly integrated, modular, and intelligent steering structure testing solution through innovative mechatronics design. While ensuring testing accuracy, it significantly improves the space utilization, economy, and testing efficiency of the equipment.

[0222] In some possible implementations, embodiments of this application provide a three-dimensional arrangement structure. For example, a compact structure is proposed in which the steering structure 3 under test and the first power component are arranged vertically and off-axis. For example, the projected area of ​​the test device 2 is significantly reduced to approximately 2m², and the external dimensions of the test device 2 are approximately 1.6m x 1.2m x 2m. The test device 2 can be integrated into a mobile cabinet, greatly improving the mobility and space utilization of the test bench, facilitating networking with other test benches nearby, and reducing communication latency.

[0223] Among some possible implementations, embodiments of this application provide a low-cost unidirectional loading technology. A single first power component is used for unidirectional loading to simulate bidirectional dynamic resistance during steering. By optimizing the control algorithm, the bidirectional loading effect of two traditional loading motors can be achieved by switching between forward and reverse rotation using a single motor (an example of the first power component). Since high-precision synchronous operation of two loading motors is not required, a lower-cost electric cylinder (an example of the first power component) can be used instead of the high-dynamic motor, significantly reducing hardware costs and control complexity.

[0224] In some possible implementations, embodiments of this application provide an adjustable fixing device. Exemplarily, embodiments of this application design a universal fixing device capable of dimensional adjustment in two or three directions. For example, the first fixing device 4a has an adjustment range of 180 mm to 320 mm in the X direction and ±25 mm in the Y direction. The second fixing device 4b has an adjustment range of 150 mm to 500 mm in the X direction and 80 mm to 450 mm in the Y direction. This adapts to different sizes of front and rear wheel steering structures, eliminating the need for customized tooling for each tested steering structure, significantly improving test preparation efficiency and the versatility of the test bench.

[0225] It should be noted that in the vehicle steering mechanism, the longitudinal direction corresponds to the vehicle's X-axis, which is the vehicle's forward and backward movement direction; the lateral direction corresponds to the vehicle's Y-axis, which is the vehicle's left and right lateral movement direction; and the vertical direction corresponds to the vehicle's Z-axis, which is the vertical height direction perpendicular to the ground. The three axes are perpendicular to each other, and respectively realize the position adjustment and installation compensation of the steering mechanism in the three dimensions of forward and backward, left and right, and up and down.

[0226] In one example, the technical solution of this application embodiment can be applied to an automotive R&D laboratory environment. It is specifically designed for collaborative performance testing of high-end vehicles equipped with both front-wheel and rear-wheel steering structures. During the development of automotive chassis systems, it is necessary to fully verify the coordinated working capability of the front and rear steering structures to ensure the vehicle's steering stability and handling performance under various operating conditions. Traditional test benches are often large in size, expensive, and fixed in installation, making them unsuitable for the rapidly iterative needs of R&D. This embodiment, through innovative structural design and control strategies, achieves miniaturization, mobility, and low cost of the test bench, meeting the dual requirements of modern automotive R&D laboratories for testing efficiency and economy.

[0227] In this example, the laboratory environment is typically space-constrained, requiring the test equipment to be highly mobile to allow for rapid layout adjustments based on different project needs. The test setup needs to be adaptable to steering structures of different sizes, supporting quick replacement of the steering structure under test to reduce equipment setup time. Simultaneously, the test setup needs sufficient structural rigidity and stability to ensure the accuracy and reliability of test data under dynamic loads. In this scenario, test engineers need to perform simultaneous testing of the front and rear steering structures within a limited space to verify the system's response characteristics, durability, and fault tolerance under various input conditions.

[0228] In this example, a vertical arrangement is adopted. This example proposes a test device arrangement where the steering structure under test is arranged vertically, which can greatly save the space occupied by the test device during steering testing. It improves the mobility of the test device and allows for flexible networking with other test equipment. The steering structure under test and the first power component are arranged vertically, with the first power component and the steering structure under test placed off-axis. The total length of the test device is approximately 1.6m, and the base is vertically placed and fixed inside the cabinet.

[0229] This example illustrates the assembly scheme of the base and cabinet frame. The base platform is made of 18mm thick aluminum alloy 6061 (AL6061), which is high-strength and does not deform under tensile force, ensuring structural strength. The cabinet frame is made of aluminum alloy. The four vertical beams of the base and cabinet frame are connected by bolts, with 14 bolts connected to each beam to ensure the stability of the platform.

[0230] This example illustrates the configuration and connection of the first power component. The first power component is fixed to the test bench base by two right-angle fixing fixtures to ensure its stability during force application. The first power component uses a loading motor with dimensions of 115×178×330mm and a total weight of 20kg to reduce the impact of the motor's weight on the test bench.

[0231] In this example, a sliding component connects the first power component and the steering structure under test. The sliding component consists of two parts: the upper part connects to the output shaft of the first power component, and the lower part connects to a section of the steering structure under test. The two sliding parts are connected by a tension / compression sensor. The entire sliding component is fixed within a slide rail and can move up and down.

[0232] In this example, the first power component is mounted on the base at a position opposite to the input axis of the steering structure using a right-angle fixing fixture, ensuring that the motor output shaft remains parallel to the input shaft of the steering structure under test.

[0233] In this example, the sliding component is divided into upper and lower parts. The upper part is connected to the motor output shaft via a keyway, and the lower part is connected to the steering structure being measured via a force sensor (an example of the first sensor). The entire transmission system is housed within a precision slide rail to ensure the accuracy of the applied force direction. The force sensor is a strain gauge type with a range of ±20000N and an accuracy class of 0.1% of full scale (FS). It monitors the load force applied by the first power component in real time. The slide rail system uses a linear guide structure with a friction coefficient of less than 0.001 to ensure the accuracy of force transmission. The core of this step is to achieve the effect of simulating bidirectional resistance with a single motor and unidirectional loading. Through clever mechanical layout and control strategies, a single motor replaces the traditional dual-motor system, significantly reducing cost and complexity. The right-angle fixing fixture is made of 45 steel with a hardened surface treatment to ensure sufficient strength and wear resistance.

[0234] This example illustrates the process of test system execution and data acquisition. The main execution components are the controller and software model. The physical components include the industrial controller, sensor system, and data acquisition card. The controller first performs a system self-test to confirm that all sensor signals are normal and the motor driver is ready.

[0235] The software model generates control commands according to a preset test procedure, controlling the second drive component (such as a rotary motor) to simulate the driver's steering input. Simultaneously, it controls the first power component to switch between forward and reverse rotation to apply resistance based on the direction of movement. When the steering structure moves upward, the first power component outputs downward resistance; when moving downward, it outputs upward resistance; and in the neutral position, it outputs an upward force to counteract the effects of gravity.

[0236] For example, the formula for calculating the lateral resistance corresponding to the first force is: First force = Second driving force output by the second driving component + Driving force of the steering motor assist - All gravity forces that need to be offset, including those of the sliding component. The gravity component can be obtained through pre-calibration. The data acquisition system records data from sensors such as force sensors, displacement sensors, and angle sensors in real time at a sampling frequency of 1kHz, and transmits it to a host computer via Ethernet for analysis and processing.

[0237] During testing, the controller monitors various parameters in real time and immediately activates the safety protection mechanism when an anomaly occurs. This step enables coordinated testing of the steering structure, verifies its performance under various operating conditions, and provides reliable data support for design optimization.

[0238] Another example illustrates the load simulation aspect of steering structure testing. It addresses the technical challenge of simulating dynamic resistance under constraints of limited budget and control complexity. In the development and testing of vehicle steering structures, it is necessary to simulate various resistances experienced by the steering structure during vehicle operation, including road feedback forces and tire-road friction. Traditional solutions use dual motors to simulate bidirectional resistance separately, but this approach suffers from high cost, complex control, and large space requirements. This solution, through innovative control algorithms and mechanical design, achieves the effect of simulating bidirectional resistance with a single motor in one direction, significantly reducing the complexity and cost of the testing system.

[0239] In this example, the technical solution of this application embodiment can be applied to various testing environments for steering structures. The testing process requires simulating the force conditions of the steering structure in a real vehicle environment, including steering assist characteristics, self-centering performance, and road feel feedback. The system needs to have good dynamic response characteristics, accurately track the preset resistance curve, and ensure the repeatability and reliability of the test.

[0240] In this example, simulating bidirectional resistance using a single motor not only reduces hardware costs but also simplifies the control system structure and improves system reliability and maintainability. A vertical unidirectional load force is applied, driven by a single motor mounted on one side of the steering structure under test. The sum of the load forces on both sides is simulated by unidirectional loading on one side of the steering structure, with the load direction achieved by switching the motor's forward and reverse rotation. When the steering structure under test moves upward, the first power component applies downward resistance, hindering its movement; conversely, when the steering structure under test moves downward, the first power component applies upward resistance, hindering its movement. "Single motor" or "one motor" refers to the fact that the first power component can be implemented using a single motor.

[0241] This example illustrates the initialization and parameter calibration process of the test system. The execution entity is the system controller, and the physical components include an industrial PLC, motor driver, force sensor, and encoder. After power-on, the controller first executes a self-test program to check the working status of each hardware module. The initial position calibration of the first power component is achieved through encoder feedback. The first power component slowly moves to the mechanical limit position, and the zero-point offset is recorded. The zero-point calibration of the force sensor is performed under no-load conditions, and 100 samples are continuously collected, with the average value taken as the reference value. The steering input range of the second drive component is set according to the specifications of the steering structure under test, typically ±540 degrees.

[0242] The controller simultaneously monitors the tightness of each connected component to ensure the reliability of the mechanical transmission. During initialization, safety parameters must be set, including maximum permissible load, speed limits, and emergency stop conditions. This step is fundamental to ensuring test accuracy and safety, eliminating systematic errors through a comprehensive calibration process and providing a reliable benchmark for subsequent tests. Parameter calibration data is stored in non-volatile memory, supporting rapid recovery and parameter traceability.

[0243] This example provides a illustrative explanation of dynamic resistance calculation and target value generation. The execution entity is a software model running on a host computer or embedded controller. The software model receives real-time steering angle signals from the second drive component and, combined with a preset resistance characteristic curve, calculates the currently required target resistance value (an example of the first target value). The resistance calculation uses a physical model of "motor resistance = driver's hand force + steering motor assist - gravity". Here, the driver's hand force is simulated based on the steering angle and speed, the steering motor assist is calculated based on the EPS control strategy, and the gravity component is obtained through a pre-calibrated tooling weight.

[0244] The software model employs a feedforward and feedback control structure. The feedforward component predicts drag demand based on a kinematic model, while the feedback component makes corrections based on actual sensor data.

[0245] The drag characteristic curve can be generated based on real vehicle test data or simulation results, supporting simulation of various road conditions and driving modes. The calculation cycle is 1ms, ensuring matching with the dynamic response of the mechanical system. The core of this step is to accurately simulate the force characteristics of the steering structure in a real environment, providing precise target values ​​for load simulation. The software model adopts a modular design, supporting rapid configuration and switching of parameters for different vehicle models.

[0246] This example illustrates the execution of bidirectional resistance control for a single motor. The execution entity is the motor controller, and the physical components include a servo motor, a reducer, and a brake. The controller generates corresponding control commands based on the target resistance value calculated by the software model, combined with the current state and direction of motion of the motor in the first power component. When the steering structure moves upward, the controller commands the motor to output downward resistance; when moving downward, it outputs upward resistance. In the transition region between directions of motion, a smoothing algorithm is used to avoid sudden force changes. The motor control employs vector control technology to achieve precise torque control with an accuracy of ±0.5%. Gravity compensation is a crucial step; by calculating the gravity component in real time and subtracting it from the target value, the accuracy of the resistance simulation is ensured.

[0247] In this example, the motor overload protection function monitors current and temperature in real time, automatically derating or shutting down when they exceed safe limits. The innovation of this step lies in achieving bidirectional resistance simulation—a function traditionally requiring two motors—through the forward and reverse control of a single motor combined with an intelligent algorithm, significantly improving the system's economy and reliability. The control algorithm includes an adaptive component, automatically adjusting control parameters based on load characteristics to ensure control performance under different operating conditions.

[0248] This example provides a illustrative description of data acquisition and closed-loop feedback control. The execution entity is the data acquisition system, whose physical components include high-precision sensors, signal conditioning circuits, and a data acquisition card. The system acquires signals from force sensors, displacement sensors, angle sensors, and motor current in real time at a sampling frequency of 1 kHz. The acquired data, after digital filtering, is used for feedback calculations in the closed-loop control algorithm. The closed-loop control employs a proportional-integral-derivative (PID) algorithm, adjusting the motor output in real time based on the deviation between the target resistance value and the actual measured value.

[0249] The data logging system stores complete test process data, including timestamps, control commands, sensor readings, and system status. The real-time monitoring system detects anomalies during testing, such as signal loss and over-limit alarms, and triggers corresponding protective actions. After testing, the system automatically generates a test report, including key parameter statistics, graphs, and performance evaluation results. This step ensures precise control and reliable execution of the testing process, providing comprehensive data support for steering structure performance evaluation. The data acquisition system employs synchronous sampling technology to guarantee the temporal consistency of multi-channel data, providing accurate foundational data for subsequent analysis.

[0250] In another example, an illustrative description of the application scenario is provided. The fixture for the test setup requires customized design, primarily due to the diversity of the steering structures under test (e.g., different vehicle models, sizes, and mounting interfaces), stringent testing standards (high dynamic loads, accuracy requirements), and bench compatibility limitations. The industry-standard approach is to design and manufacture fixtures based on the positioning hole dimensions and steering structure shape of the steering structure under test. However, fixture fabrication is time-consuming and lacks versatility, failing to meet the requirements for rapid switching tests between different steering structure products.

[0251] In this example, this solution proposes a universal fixing device for the steering structure under test. The installation position can be adjusted according to different steering structures under test, eliminating the need for separately customized fixing fixtures and improving testing efficiency. The fixing device mainly consists of a first fixing device for the front wheel steering structure and a second fixing device for the rear wheel steering structure.

[0252] In this example, the first fixing device for securing the front wheel steering structure is bolted to the base. The mounting position of the device connected to the front wheel steering structure is adjustable to accommodate different sizes of front wheel steering structures. The second fixing device for the rear wheel steering structure is bolted to the base. The spatial position of the positioning hole connected to the rear wheel steering structure is adjustable to accommodate different sizes of rear wheel steering structures.

[0253] In this example, the physical components include a fixing device, a front-wheel steering structure, and a rear-wheel steering structure. First, the clamping range of the fixing device is adjusted according to the model and size of the steering structure being tested. The X-axis adjustment range for the front-wheel steering structure is 180 mm - 320 mm, and the Y-axis adjustment range is ±25 mm; the X-axis adjustment range for the rear-wheel steering structure is 150 mm - 500 mm, and the Y-axis adjustment range is 80 - 450 mm.

[0254] In this example, the fixing device employs a three-jaw self-centering structure, achieving precise radial adjustment through a worm gear mechanism to ensure the coaxiality of the steering structure under test. During installation, the front wheel steering structure is first placed in the designated position on the base platform for initial fixation. Then, the rear wheel steering structure is installed, ensuring the relative position between the two conforms to the actual vehicle layout requirements. The locking force of the fixing device is controlled by a hydraulic system, with a pressure set at 5-8 MPa, ensuring secure fixation while preventing damage to the steering structure under test. The key to this step is achieving rapid and precise positioning and clamping, supporting quick switching between different steering structure models. The fixing device adopts a modular design; by replacing different jaw adapters to lift the steering structure, it can adapt to various irregularly shaped steering structures, greatly improving the versatility of the test platform.

[0255] It is understood that the embodiments of this application propose a low-cost, mobile testing device for steering systems, which solves the problems of large footprint, high cost, and insufficient testing capacity of traditional steering test benches.

[0256] In some possible implementations, the steering structure under test is arranged vertically or off-axis with the first power component. For example, the footprint of the steering test bench is greatly optimized, reduced from 10~40m2 to 2m2, achieving lightweight and high mobility of the bench, enabling it to be flexibly networked with other test benches (such as braking and suspension benches), and reducing the delay problem caused by long-distance communication harnesses.

[0257] In some possible implementations, a single-motor, unidirectional loading method for lateral resistance is achieved through an independent first power component. This significantly reduces the hardware cost and control complexity of the test bench while meeting the performance requirements for functional testing of the steering structure.

[0258] Among some possible implementations, a multi-directional adjustable universal test fixture for the steering structure is used. This improves the versatility and efficiency of the testing device, supports the rapid installation and switching of different models and sizes of front and rear wheel steering structures, and avoids the time and cost of customizing fixtures for each type of steering structure under test.

[0259] It is understood that the basic principle of the embodiments of this application, namely, to build a miniaturized and low-cost performance testing system by optimizing the mechanical layout and loading method, has the potential to be transferred to other fields.

[0260] For example, the technical solutions of this application embodiment can be applied to the testing of other chassis systems. For instance, the concept of this technology can be directly transferred to the development of test benches for braking and suspension systems. These systems also face the problems of large, expensive, and difficult-to-integrate test benches. Braking or suspension test benches based on a similar vertical arrangement and single-point loading concept can be developed and integrated with this steering test bench into a mobile cabinet to form a complete "chassis system testing unit," achieving truly efficient collaborative testing.

[0261] For example, the technical solutions of this application embodiment can be applied to the testing of industrial robot joints. For instance, the joints of industrial robots (such as servo motors and reducers) need to undergo accuracy, lifespan, and dynamic response testing under high loads. Traditional testing equipment is also costly and space-consuming. By drawing on the off-axis arrangement and unidirectional loading concept of this solution, a compact joint test bench can be designed for factory inspection or R&D verification of the robot body or core components, meeting the demand for low-cost, high-efficiency testing in the field of intelligent manufacturing.

[0262] For example, the technical solution of this application can be applied to aerospace actuator testing. For instance, various control surface actuators and door actuators on aircraft and spacecraft also require rigorous performance testing. These testing environments may have strict space limitations (such as hangars or assembly plants). The highly integrated nature of this solution can be used to develop mobile actuator testing stations, providing support for on-site maintenance and rapid testing.

[0263] Figure 43 This is a schematic block diagram of the control device provided in the embodiments of this application. Figure 43 The control device 4300 shown may include a processor 4301 and a memory 4302. The processor and memory are connected via an internal connection path. The memory stores instructions, and the processor executes the instructions stored in the memory to implement the methods described in the above embodiments. Optionally, the memory may be coupled to the processor via an interface or integrated with the processor.

[0264] The memory can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes various forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0265] This application also provides a vehicle that includes the steering structure or the control device 4300 described in the above embodiments. During the testing of the steering mechanism, the steering mechanism is fixedly installed using the aforementioned fixing device, and / or the steering mechanism is tested using the aforementioned testing device, control device, or testing method.

[0266] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0267] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0268] This application also provides a chip, including circuitry, for executing the methods described in the foregoing embodiments of this application. Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0269] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0270] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0271] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0272] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0273] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0274] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0275] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0276] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A testing device, characterized in that, Includes base and test components; The test assembly includes a sliding component and a first power component; The sliding component is slidably connected to the base; The base is fixedly connected to the first power component, and the base is also used to install the steering structure to be tested; The first power component includes a first end, and the steering structure has a second end, both the first end and the second end being connected to the sliding component; When the steering structure moves along a first direction, the first end of the first power component drives the sliding component to slide along a second direction, and the sliding component applies a first force along the second direction to the second end. The first direction and the second direction are opposite, and the first force is the total resistance encountered by the steering structure during its movement.

2. The apparatus according to claim 1, characterized in that, The test component also includes a controller connected to the first power component; The controller is configured to acquire a first target value corresponding to the first force, and control the first power component to output a first driving force according to the first target value. The first driving force is used to drive the first end component to slide along the second direction. The first end component drives the sliding component to slide along the second direction. The sliding component applies the first force along the second direction to the second end component.

3. The apparatus according to claim 2, characterized in that, The test assembly also includes a first sensor, which is disposed between the first end and the second end; The first sensor is used to detect a first value of the first driving force applied by the first power component to the sliding component, and send it to the controller; The controller is further configured to adjust the first driving force based on the first target value and the first detection value.

4. The apparatus according to claim 3, characterized in that, The sliding component includes a first connecting part and a second connecting part; One end of the first connecting part is fixedly connected to the first end, one end of the second connecting part is fixedly connected to the second end, and the other ends of the first connecting part and the second connecting part are respectively connected to the two ends of the first sensor.

5. The apparatus according to claim 4, characterized in that, The first connecting portion and the second connecting portion are slidably configured relative to each other.

6. The apparatus according to claim 4 or 5, characterized in that, The first connecting portion is slidably connected to the base, and the second connecting portion is slidably connected to the first connecting portion; or... The second connecting part is slidably connected to the base, and the first connecting part is slidably connected to the second connecting part; or, The first connecting part is slidably connected to the base, and the second connecting part is slidably connected to the base.

7. The apparatus according to any one of claims 2 to 6, characterized in that, The number of test components is multiple sets, and the steering structure includes a front wheel steering structure and a rear wheel steering structure. The multiple sets of test components include a first test component and a second test component. The first test component is used to install the front wheel steering structure, and the second test component is used to install the rear wheel steering structure.

8. The apparatus according to claim 7, characterized in that, The controller is used for: Obtain a second target value and a third target value, wherein the second target value is the target value of the first force corresponding to the first test component, and the third target value is the first target value of the first force corresponding to the second test component; According to the second target value, the first power unit in the first test component is controlled to output the corresponding first driving force, and the first driving force corresponding to the first test component is used to apply the first force to the second end of the front wheel steering structure. Based on the third target value, the first power unit in the second test component is controlled to output the corresponding first driving force, and the first driving force corresponding to the second test component is used to apply the first force to the second end of the rear wheel steering structure.

9. The apparatus according to any one of claims 2-8, characterized in that, The steering structure includes the vehicle's front wheel steering structure; The test assembly also includes a second power unit, which is connected to the input shaft of the front wheel steering structure. The controller is configured to control the second power component to output a second driving force according to a fourth target value. The second driving force is used to drive the front wheel steering structure to move along the first direction. The fourth target value represents the target value of the input parameters of the front wheel steering structure.

10. The apparatus according to claim 9, characterized in that, The test assembly also includes a second sensor, which is disposed between the second power component and the front wheel steering structure; The second sensor is used to detect a second value of the second driving force applied by the second power component to the front wheel steering structure, and send it to the controller; The controller is further configured to adjust the second driving force based on the second detected value and the fourth target value.

11. The apparatus according to any one of claims 1-10, characterized in that, The first power component further includes a third end, and the steering structure has a fourth end. The first end and the third end are disposed opposite to each other, and the second end and the fourth end are disposed opposite to each other. The first end is located above or below the third end, and the second end is located above or below the fourth end.

12. The apparatus according to claim 11, characterized in that, The first force is the resultant force of the first driving force and the gravity of the sliding component, and the first driving force represents the force applied to the sliding component by the first power component.

13. The apparatus according to claim 12, characterized in that, The first force has at least one of the following states: When the steering structure moves in the direction from the second end to the fourth end, the direction of the first force is the direction from the fourth end to the second end. When the steering structure remains in the neutral position, the first force is zero, and the neutral position indicates that the steering structure has not moved; When the steering structure moves in the direction from the fourth end to the second end, the direction of the first force is the direction from the second end to the fourth end.

14. The apparatus according to any one of claims 1-13, characterized in that, The first end is connected to a first position of the sliding component, and the second end is connected to a second sliding position. The first position and the second position are located on the same side of the sliding component.

15. The apparatus according to any one of claims 1-14, characterized in that, The device also includes a cabinet, the base is located inside the cabinet, and the space inside the cabinet located on one side of the base includes a first space, a second space and a third space. The first power component is disposed in the first space, the steering structure is disposed in the second space, and the sliding component, the first end of the first power component and the second end of the steering structure are located in the third space. The third space is adjacent to the first space and the second space, respectively.

16. The apparatus according to claim 15, characterized in that, The cabinet is equipped with a moving component, which is used to move the cabinet.

17. The apparatus according to any one of claims 1 to 16, characterized in that, The test assembly also includes a fixing device, which is fixedly connected to the base and the steering structure. The fixing device includes multiple adjustment parts for adjusting the installation position of the fixing device and the steering structure.

18. A testing method, characterized in that, The method, used in any of the test apparatuses as described in claims 1-17, comprises: Obtain the first target value corresponding to the first force; Based on the first target value, the first power component is controlled to output a first driving force. The first driving force is used to drive the first end to slide along the second direction. The first end is used to drive the sliding component to slide along the second direction. The sliding component is used to apply resistance along the second direction to the second end.

19. The method according to claim 18, characterized in that, The method further includes: Acquire a first detection value from the first sensor, wherein the first detection value is the detection value of the first driving force applied by the first power component to the sliding component; The first driving force is adjusted based on the first target value and the first detection value.

20. The method according to claim 19, characterized in that, The sliding component includes a first connecting part and a second connecting part; The first connecting part is fixedly connected to the first end, the second connecting part is fixedly connected to the second end, and the first connecting part and the second connecting part are respectively connected to the two ends of the first sensor.

21. The method according to claim 20, characterized in that, The first connecting portion and the second connecting portion are slidably configured relative to each other.

22. The method according to any one of claims 1 to 21, characterized in that, The number of test components is multiple sets, and the steering structure includes a front wheel steering structure and a rear wheel steering structure. The multiple sets of test components include a first test component and a second test component. The first test component is used to install the front wheel steering structure, and the second test component is used to install the rear wheel steering structure.

23. The method according to claim 22, characterized in that, The method further includes: Obtain a second target value and a third target value, wherein the second target value is the target value of the first force corresponding to the first test component, and the third target value is the target value of the first force corresponding to the second test component; According to the second target value, the first power unit in the first test component is controlled to output the corresponding first driving force, and the first driving force corresponding to the first test component is used to apply the first force to the second end of the front wheel steering structure. Based on the third target value, the first power unit in the second test component is controlled to output the corresponding first driving force, and the first driving force corresponding to the second test component is used to apply the first force to the second end of the rear wheel steering structure.

24. The method according to any one of claims 18-23, characterized in that, The steering structure includes a front-wheel steering structure for the vehicle; the test assembly also includes a second power unit connected to the input shaft of the front-wheel steering structure. The method further includes: Based on the fourth target value, the second power component is controlled to output a second driving force, which is used to drive the front wheel steering structure to move along the first direction. The fourth target value represents the target value of the input parameters of the front wheel steering structure.

25. The method according to claim 24, characterized in that, The method further includes: Acquire a second detection value from the second sensor, the second detection value being the detection value of the second driving force applied by the second power component to the front wheel steering structure; The second driving force is adjusted based on the second detected value and the fourth target value.

26. The method according to any one of claims 18-25, characterized in that, The first power component further includes a third end, and the steering structure has a fourth end. The first end and the third end are disposed opposite to each other, and the second end and the fourth end are disposed opposite to each other. The first end is located above or below the third end, and the second end is located above or below the fourth end.

27. The method according to claim 26, characterized in that, The method further includes: The first driving force is determined based on the first target value and the gravity of the sliding component.

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