System and method for assisting a driver in a durability test of a motor-vehicle and for providing information on the execution quality of the test
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-04-29
- Publication Date
- 2026-03-18
AI Technical Summary
Durability tests of motor-vehicles are complex, time-consuming, and prone to statistical fluctuations due to variations in driver skill, leading to inconsistent results.
A system comprising sensors, an electronic processing and control unit, and a human-machine interface that monitors and provides real-time feedback on test conditions, ensuring compliance with predetermined stress conditions and evaluating the validity of the test, thereby enhancing the reliability of test results.
The system significantly increases the reliability of test results by providing drivers with immediate feedback and an overall evaluation of test validity, allowing for improved performance and more consistent testing outcomes regardless of driver skill.
Smart Images
Figure IB2024054135_14112024_PF_FP_ABST
Abstract
Description
[0001] “System and method for assisting a driver in a durability test of a motor-vehicle and for providing information on the execution quality of the test”
[0002] ****
[0003] TEXT OF THE DESCRIPTION
[0004] Field of the invention
[0005] The present invention concerns a system for assisting a driver in a durability test of a motor-vehicle in a test circuit, and for providing information on the validity of a test which is to be performed complying under given test conditions.
[0006] Prior art
[0007] In order to verify the durability and resistance of a motor-vehicle or its parts, tests are performed, which subject the motor-vehicle to given stress conditions. These durability tests are based on the repeated exposure of the motor-vehicle to these conditions in order to simulate in a test circuit the wear to which the various components of the motor-vehicle are subjected in their normal life cycle.
[0008] These tests, in addition to being complex, can require a relatively long period of time (even 4 or 5 months, for example) and their result is subject to statistical fluctuations. In fact, to the normal statistical fluctuations are added discrepancies in the results due to the fact that these tests are actually conducted by drivers on the road and can therefore suffer from relatively low repeatability. In fact, the drivers who perform these tests (and their skill) can become important variables capable of influencing the outcome of the tests.
[0009] It would be advantageous to have a method for subjecting the motorvehicles to be tested to conditions that are as homogeneous as possible, and regardless of the skill of the particular driver performing the test, in order to have more statistically significant results.
[0010] Object of the invention
[0011] The object of the invention is to provide a system (and a corresponding method) configured for assisting the driver in performing a given test by providing him / her with information, signals and / or warnings during the execution of the test in the event that given test conditions are not respected. Furthermore, once the test has been completed, the system provides information on the performance together with an overall evaluation of the degree of validity of the test, so that the driver can have feedback on the performance just completed and can improve the next performance.
[0012] Summary of the invention
[0013] In order to achieve said aims, the invention has as its object a system of the type indicated above which comprises:
[0014] - one or more sensors configured for detecting one or more parameters describing the operating conditions of the motor-vehicle or parts thereof during the execution of the test,
[0015] - an electronic processing and control unit configured for receiving data on the parameters detected by said one or more sensors,
[0016] - a human machine interface - “HMI” - configured for receiving said data on the parameters describing the operating conditions of the motorvehicle from the processing and control unit, for processing said data, to verify said test conditions and said test end conditions, and for providing the driver with information on the operating conditions of the motor-vehicle and the degree of validity of the test, wherein said information provided to the driver comprises:
[0017] - information comprising signals or warnings for the driver which are generated during the execution of the test in case the human machine interface detects that said test execution conditions are not respected,
[0018] - information comprising an overall assessment of the degree of validity of the test based on said test end conditions, which are generated after the conclusion of the test.
[0019] Thanks to said features, the reliability of the test results is drastically increased, regardless of the level of experience of the drivers performing the tests.
[0020] Detailed description of the invention
[0021] Further features and advantages of the invention will emerge from the following description with reference to the attached drawings, provided purely by way of non-limiting example, in which:
[0022] - figure 1 is a plan view which exemplifies a test circuit that can be used for durability tests of a motor-vehicle,
[0023] - figure 2 is an enlarged perspective view of the part of figure 1 indicated by arrow II,
[0024] - figure 3 is a schematic illustration of a system according to embodiments of the present description,
[0025] - figure 4 exemplifies a possible screen of a display of an interface forming part of the system in figure 3, and
[0026] - figure 5 is a flow diagram illustrating a process according to embodiments of the present description.
[0027] Figure 1 exemplifies a test circuit C that can be used to perform tests aimed at testing the durability of a motor-vehicle. As mentioned, these tests are based on the repetition of a given test such as to subject the motorvehicle to given “stress” conditions in order to verify its reliability, resistance and durability.
[0028] The circuit C of figure 1 can comprise, as illustrated, a series of curves (c1 ,..,c5) having different curvature radii (r1 , ... ,r5 respectively) useful for testing, for example, the resistance / durability of the suspensions of a motor-vehicle when subjected to stress (lateral acceleration).
[0029] Circuit C can also comprise parts characterized by an uneven road surface for the purposes of testing the resistance of the motor-vehicle (or parts of it) to stresses due to the unevenness of the road surface. In the three parts of the circuit included between the pairs of points Ai and Bi (i=1 ,2,3) the roadway can, for example, be divided into two lanes characterized by an even road surface (lane R) and by an uneven road surface (lane I), for example of the so-called “Belgian pave” type.
[0030] As mentioned, durability tests consist of the repetition of a given test aimed at subjecting the motor-vehicle to certain stress conditions, in order to evaluate its resistance. In order to have significant results from such a test, it would be advantageous if the various executions (or repetitions) of the test satisfy some test validity criteria.
[0031] In solutions as described here, a test evaluation system is installed in the motor-vehicle in order to validate and evaluate the execution of the test. Figure 3 schematizes a system 10 for assisting a driver in a durability test of a motor-vehicle. This system can comprise a first part which is already present in the motor-vehicle, i.e. which is part of it as commonly marketed, and a second part (indicated in figure 3 by a dotted box) which is mounted in the motor-vehicle only for purposes of the test.
[0032] The system 10 illustrated in figure 3 comprises an electronic processing and control unit 11 (hereinafter, electronic unit) which is installed in the motor-vehicle that is to be tested. This electronic unit 11 is configured for receiving and processing signals received from sensors located in the motor-vehicle, configured for detecting parameters describing the operating conditions of the motor-vehicle or parts thereof during the execution of the test. The sensors forming part of system 10 can be divided into two sets: a first set of sensors 14 are placed in the motor-vehicle only for the purposes of the test (enclosed by a dotted box in figure 3) and can comprise, for example, accelerometers capable of measuring the vertical acceleration of the motor-vehicle or sensors for detecting the temperature (thermocouples, for example) or the pressure of the fluid in the master cylinder during braking, and a second set of sensors 15 which are normally installed in the motorvehicle, such as for example sensors for detecting the motor-vehicle speed, which can be configured for communicating with the electronic unit 11 via the control unit 13 of the motor-vehicle.
[0033] In the following, generic reference will be made to sensors present in the motor-vehicle, it being clear for the person skilled in the art whether this sensor is already present in the motor-vehicle (and therefore communicates with the electronic unit 11 via the control unit 13 of the motor-vehicle) or whether the sensor is to be installed in the motor-vehicle for testing purposes.
[0034] The electronic unit 11 is also configured for communicating with a human machine interface (HMI), hereinafter interface, 12 which is also part of the system 10. The interface 12 can be, for example, a tablet on which a software (application) is installed, facilitating implementing the system (and related method) described here. The Interface 12 is mounted in the passenger compartment of the motor-vehicle, so that it is easily visible to the driver who is performing the test. In fact, as will be further described below, the interface 12 is configured for giving information regarding the test to the driver even during the test itself, thus facilitating the execution of a valid test (i.e. one that complies with given / predetermined test conditions) by the driver.
[0035] The electronic unit 11 can also be configured for transmitting data relating to a test to an “off-board” unit 16 external to the motor-vehicle, thus facilitating further data processing (“post-processing”), which can also be performed after the test itself.
[0036] Furthermore, the electronic unit 11 can comprise a memory (not shown in the figure) which allows saving the data received from the sensors 14, 15 during the execution of a test.
[0037] All communications between the various elements of the system can be implemented via “wireless” connection, or in any other way known to experts in the field.
[0038] Some examples of durability tests which can advantageously be performed using the system 10 described here will be described below. These examples are reported here for the sole purpose of giving a more detailed description of the system (and the corresponding method) described here and are not to be construed in a limiting way.
[0039] As will be clear from the following description, in these tests the system 10 is configured essentially for verifying three types of conditions:
[0040] - Test start conditions, where it is verified that the execution has been correctly started by the driver,
[0041] - Execution conditions, evaluated throughout the test, and
[0042] - Test end conditions, evaluated taking into account the parameters of the entire execution of the test.
[0043] A first example of durability test aims to test the resistance of the motor-vehicle (and its parts) when traveling along stretches of road characterized by an uneven road surface (such as the Belgian pave I illustrated in figure 2, for example). In these tests the driver must drive the motor-vehicle along a section of circuit C with an uneven road surface, such as for example the parts of the circuit identified by the pairs of points Aj, Bi (i=1 ,2,3). In order to have a valid test, the driver should, throughout the test, keep the motor-vehicle on the lane with an uneven road surface and travel the section at a given test speed. In fact, traveling along the section at a too low speed, for example, the motor-vehicle’s suspensions would not be stressed enough, thus making the outcome of the test non-significant.
[0044] In order to help the driver to perform a valid test, a system 10 can be installed as illustrated in figure 3 where the sensors 14, 15 can comprise a GPS and a vertical accelerometer, while the control unit 13 will provide information relating to the speed obtained through sensors that are part of the motor-vehicle 15.
[0045] The test start conditions can be the passage of the motor-vehicle through a given control point of the test circuit C, such as for example point A_1 illustrated in figures 1 and 2 which identifies the beginning of a section with an uneven surface I. The actual passage of the motor-vehicle through this point can be verified using the coordinates provided by the GPS sensor mounted on board and the coordinates of the control point (Ai) possibly saved in the application / software installed in the interface 12.
[0046] Once the actual start of the test has been verified, the interface 12 is configured for evaluating the test execution conditions. In this test it is required that the motor-vehicle speed remains in a given range around a selected target value Vtrg.
[0047] Two velocities VR,IOWand VR.high can therefore be determined within which to maintain the velocity V of the motor-vehicle during the test. The system 10 then verifies that the condition is satisfied during the execution of the test. The interface 12 can be configured for signaling to the driver, via “pop-up” and / or sound signal, for example, if the motor-vehicle velocity is not within the range identified by the VR.IOW, VR.high values during the execution of the test.
[0048] Two further velocity values Vy ow and Vy.high can be determined to indicate a preferential range (therefore narrower than that determined by VR ow / VR’high i.s. VRJOW Vyjow Vy.high VR.high) which contains the given test velocity Vtrgat which the test should be conducted. These values can be shown, together with the instantaneous motor-vehicle speed, by the interface 12 to the driver so that the driver can evaluate the progress of the test in real time and, if necessary, correct the speed accordingly.
[0049] Figure 4 exemplifies the type of information that can be shown by the interface 12 in such a test: the values VR OW, VY OW, Vy.high and VR.high are reported on the display of the interface 12 together with the actual motorvehicle speed. The ranges identified by the pairs of values VR.IOW, Vp.high and VY.IOW, Vy.high can advantageously be highlighted with different colors for quick consultation by the driver.
[0050] As mentioned, in this test it is also useful to check that the motorvehicle is actually on the lane characterized by an uneven surface during the test. To this end, the vertical acceleration of the motor-vehicle can be evaluated using an execution condition of the type RMS(Az)ls
[0051] > Th.rrunvls where Az is the vertical acceleration (measured by a suitable sensor 14 installed in the motor-vehicle), RMS(Az)isits root mean square evaluated over a time of one second, Vis the average motor-vehicle velocity in the same time and Thrrun a given threshold value.
[0052] Also in this case, if during the test the above condition is not satisfied, interface 12 can be configured for signaling this to the driver via interface 12 with a “pop-up” and / or a sound signal.
[0053] The end of the test can therefore be verified, for example by verifying the passage of the motor-vehicle through an end-of-test control point (for example, Bi) via the position of the motor-vehicle detected with a GPS sensor.
[0054] The test can then be further validated according to the test end conditions, thus evaluating its execution in its entirety. In the durability test described, these test end conditions can be set on the average velocity (averaged over the entire test) Vmed and on the root mean square (over the entire test) of the vertical acceleration where Vmin and Vmax are given limit values for the average velocity and Thrtot is a threshold value for the entire test.
[0055] We therefore obtain conditions that the test must satisfy in order to be considered valid. In the event of a positive outcome, i.e. in the case of a valid test, a score can be assigned to the execution of the test, for example, giving a rating from 1 to 5 based on how close the driver remained to the specified target velocity Vtrgfor the test. The driver thus has an evaluation of the execution just completed which can be useful for improving the next execution.
[0056] A method similar to the above can also be adopted if it is desired to test the motor-vehicle during acceleration (or deceleration), possibly on uneven ground, such as the Belgian pave illustrated in Figure 2.
[0057] To monitor the progress of the test one can proceed in a similar way to what is explained in the case of constant speed test by assigning timedependent limit ranges and threshold values. In other words, the execution conditions to be controlled during the test can be expressed as where the explicit dependence on the time variable is made explicit only for the limit values VR,IOW, Vp.high and the initial instant can be assumed as the time in which the test begins (i.e. the motor-vehicle passes through the test start control point).
[0058] The test end conditions already described for the constant speed test can be integrated by further conditions on the initial and final velocity and on the average acceleration where Accmin and Accmax are given threshold values for the acceleration, T is the duration of the test and VMAX II and VMAX,^ are threshold values for the initial velocity Vjnand final velocity Vnn respectively.
[0059] Also in this case, an evaluation of the test can be given at its conclusion so that the driver has feedback on the test just performed and can possibly improve the performance of the next test.
[0060] Another durability test to which motor-vehicles can be subjected are tests in which the motor-vehicle is subjected to a given lateral acceleration by executing a curve at a corresponding speed. These tests therefore consist of a series of curves (such as the curves indicated with c1 ,...,c5 of circuit C illustrated in figure 1 ) to be travelled at a speed sufficiently high to impart a given lateral acceleration to the motor-vehicle. A lateral acceleration value frequently used in these types of tests is Acci = 0.6 g where g « 9.8 m / s2is the gravitational acceleration; in the following, reference will be made to this value, being understood that other values can also be used.
[0061] The start of the test can be verified via the passage of the motorvehicle through a test start control point (via GPS coordinates, for example) located at the beginning of each curve. In the following, reference will be made to a generic curve Ci (i=1 , ... ,5 in the circuit C exemplified in figure 1 ) characterized by a curvature radius n.
[0062] During the test, it is checked that the motor-vehicle speed is such as to cause a sufficiently high lateral acceleration, evaluating, for example, that the execution condition is satisfied.
[0063] Also in this case, it can be envisaged that interface 12 gives information on the actual speed together with the minimum speed (given by the expression above) at which the curve must be executed; if the driver takes the curve at lower speeds, the interface 12 can report it via pop-up and / or sound signal so that the driver can correct himself during the test itself.
[0064] Once the test has been completed (i.e. following the passage of the motor-vehicle through a control point located at the end of a route comprising a series of curves), it will be possible to evaluate the degree of validity of the test and therefore give a score to the test. By way of example, a test end condition may be requiring that in at least one moment, and for a sufficient number of curves in the series, the motor-vehicle has actually been subjected to an acceleration of at least 0.6g, i.e. that the condition where VMAX(I) is the maximum speed reached in the execution of curve , is satisfied for a minimum number of curves in the series.
[0065] A further test end condition may comprise verifying that the lateral acceleration of the motor-vehicle (for example calculated starting from the motor-vehicle speed and the curvature radii of the curves) averaged over all the curves in the series is greater than a given threshold value (for example 0.6g).
[0066] The test score can be given (in case of a valid test according to the test end conditions) at the end of the series of curves and can be based, for example, on the lateral acceleration averaged over all the curves performed, giving a higher score in the case of higher lateral accelerations.
[0067] A further durability test aims to test the resistance of the motorvehicle and its parts to intense braking. These tests are based on the repeated execution of a section of the circuit to be covered while braking and causing a strong deceleration of the motor-vehicle. A validity criterion for such tests may be, for example, that the braking performed by the driver is carried out in a sufficiently vigorous manner.
[0068] The start of the test is controlled via the passage of the motor-vehicle through a test start control point (verified via GPS coordinates, for example). Once the test has started, the driver begins to brake; interface 12 can be used in this case to indicate to the driver when the test has actually started and when to start braking.
[0069] The test is then monitored by the system in order to verify that the braking performed by the driver is sufficiently intense. For example, it can be verified that the execution condition
[0070] 1P me >1P min is satisfied, where Pmc is the master cylinder pressure which is measured by a suitable sensor 15 typically installed in the motor-vehicle and Pmin (for example, Pmin =20 Bar) is a given threshold value. Interface 12 can be used to give information to the driver on the start of the execution of the test, for example by indicating the value of the master cylinder pressure on a scale on which the threshold value is shown; also in this case, pop-ups and / or sound signals can be provided in case the above condition is not satisfied so that the driver can possibly correct the braking intensity.
[0071] The test can end once a given speed has been reached. Once the test is completed it can be validated for example by comparing the average acceleration module Accmed with a given threshold acceleration Accmin lAccmecil > Accmin
[0072] Alternatively, for the test to be considered valid, it may be required that the braking was such as to activate the “Anti Blocking System” (ABS).
[0073] If the test end condition is satisfied and the test can be considered valid, the system assigns a score to the test (for example, based on the difference between average and threshold acceleration) so that the driver has feedback on the test just performed.
[0074] The various tests described previously are examples of durability tests to which a motor-vehicle can be subjected. The method described here (and the related system as illustrated in figure 2) can, however, also be applied to other durability tests in order to evaluate their validity.
[0075] Figure 5 illustrates a flowchart describing the general aspects of the method in the tests described above.
[0076] In summary, the driver selects (block 100) a test to perform via, for example, a specific command given to interface 12.
[0077] The test start conditions are verified (block 102), for example that the motor-vehicle passes the test start control point. In the negative case (N) the reading of the data obtained from the GPS continues and in the positive case (Y) the test begins (block 103); the data received from the sensors 14, 15 are processed and the instructions and information relating to the test are shown on the display of the interface 12.
[0078] The execution conditions are then evaluated (block 104). In the negative case (N) the driver is invited (block 105) with a pop-up and / or a sound signal given via interface 12 to correct the execution of the test. In the positive case (Y) the execution conditions continue to be evaluated (104) until the end of the test occurs (block 106), for example by passing through a test end control point.
[0079] Once the test is ended (106 -> Y), the test end conditions are evaluated (block 107) and, if the test is valid, a score is assigned to the performance just completed.
[0080] The test can then continue (108), for example by repeating the test just completed.
[0081] It is noted that the test validation and evaluation method can essentially be divided into three phases:
[0082] - Test start (blocks 100, 101 and 102) where the actual start of the test is verified with related test start conditions,
[0083] - Execution of the test (blocks 103, 104, 105 and 106) where the information obtained from the sensors 14, 15 are processed by the interface 12 and evaluated according to the test execution conditions, providing indications to the driver via the interface 12 on how to improve the execution of the test, and - End of test (blocks 107 and 108) where the just concluded test is evaluated according to test end conditions and an evaluation of the just concluded test is communicated to the driver.
[0084] The driver therefore receives assistance during the execution of the test (via interface 12), like a sort of electronic co-pilot that warns him when the execution of the test does not comply with the execution conditions.
[0085] Furthermore, the driver receives feedback on the performance just completed by receiving information on the degree of validity (in other words, to what extent he was able to comply with the conditions on the test) so that he can possibly correct and improve himself / herself in the next performance.
[0086] Once the test is ended, all the data relating to its execution can be transmitted from the electronic unit 11 on board the motor-vehicle to an “off- board” unit 16 as schematized in figure 3. The “off-board” unit 16 can be configured for storing the parameters measured by the sensors 14, 15 during the execution of the test and the degree of quality of the test (for example, the score received by the driver at the end of the test) for each repetition / execution of the test done on a given motor-vehicle. In this way, each vehicle will be associated with a series of executions of the same test together with the respective evaluations and measured parameters, thus facilitating a more accurate statistical analysis of the durability tests.
[0087] Of course, notwithstanding the principle of the invention, the embodiments and the construction details may vary widely with respect to what is described and illustrated purely by way of example, without thereby departing from the scope of the present invention, as defined in the attached claims.
Claims
CLAIMS1. System (10) configured for assisting a driver in a durability test of a motor-vehicle in a test circuit (C), and for providing information on the validity of the test, wherein the test is to be performed under certain test execution conditions and certain test end conditions, said system (10) comprising:- one or more sensors (14, 15) configured for detecting one or more parameters describing the operating conditions of the motor-vehicle or parts thereof during the execution of the test,- an electronic processing and control unit (11 ) configured for receiving data on the parameters detected by said one or more sensors (14, 15),- a human machine interface, HMI, (12) configured for receiving said data on the parameters describing the operating conditions of the motorvehicle from the processing and control unit (11 ), for processing said data to verify said test execution conditions and said test end conditions and for providing information on the operating conditions of the motor-vehicle and the degree of validity of the test to the driver, wherein said information provided to the driver comprises:- information comprising signals or warnings for the driver which are generated during the execution of the test in case the human machine interface (12) detects that said test execution conditions are not respected,- information comprising an overall assessment of the degree of validity of the test based on said test end conditions, which are generated after the conclusion of the test.
2. The system (10) of claim 1 , characterized in that said sensors (14, 15) comprise a first set of sensors (14) which can be installed in the motorvehicle for testing purposes only and a second set of sensors (15) which are part of the motor-vehicle.
3. The system (10) of claim 1 or 2, characterized in that said human machine interface (12) is associated with a memory containing information on the configuration of the test circuit and said one or more sensors (14, 15) comprise a GPS sensor configured for detecting the position of the motorvehicle.
4. Method for assisting a driver in a durability test of a motor-vehicle in a test circuit (C), and for providing information on the validity of the test, wherein the test is to be performed under certain test execution conditions and certain test end conditions, said method comprising:- providing one or more sensors (14, 15) which detect one or more parameters describing the operating conditions of the motor-vehicle or parts thereof during the execution of the test,- providing an electronic processing and control unit (11 ) which receives data on the parameters detected by said one or more sensors (14, 15),- providing a human machine interface - “HMI” - (12) which receives said data on the parameters describing the operating conditions of the motor-vehicle from the processing and control unit (11 ), processes said data to verify said test conditions and said test end conditions and provides the driver with information on the operating conditions of the motor-vehicle and the degree of validity of the test, wherein said information provided to the driver includes:- information comprising signals or warnings for the driver which are generated during the execution of the test in case the human machine interface (12) detects that said test execution conditions are not respected,- information comprising an overall assessment of the degree of validity of the test based on said test end conditions, which are generated after the conclusion of the test.
5. The method of claim 4, wherein the durability test comprises traveling along a part of the circuit with an uneven surface at a given test speed, and the method is characterized in that said one or more sensors (14, 15) comprise an accelerometer for measuring the vertical acceleration of the motor-vehicle and a sensor for measuring the motor-vehicle speed, and in that: said verifying the test execution conditions comprises verifying that the ratio between a value indicative of the vertical acceleration and the motor-vehicle speed is higher than a first threshold value and that the motorvehicle speed is included in a first speed range comprising said given test speed, and said verifying the test end conditions comprises verifying that the ratiobetween the root mean square of the vertical acceleration and the average value of the motor-vehicle speed is higher than a second threshold value and that the average speed of the execution of the test is included in a second speed range comprising said given test speed.
6. The method of claim 5, characterized in that said given test speed and said first speed range vary over time.
7. The method of claim 4, wherein the test comprises performing a series of curves, each characterized by a corresponding radius of curvature, and the method is characterized in that the sensors (14, 15) include a sensor for measuring the speed of the motor-vehicle and in that: said verifying the test execution conditions comprises verifying that the motor-vehicle speed is higher than a first threshold speed depending on the radius of curvature of the curve, and said verifying the test end conditions comprises verifying that the maximum value of the motor-vehicle speed reached during the execution of a curve is, for at least a given number of curves in the series, higher than a second threshold speed depending on the radius of curvature of the curve, and / or that the lateral acceleration of the motor-vehicle averaged over all the curves of the series is greater than a threshold acceleration.
8. The method of claim 4, wherein the test comprises performing a brake, and the method is characterized in that the sensors (14,15) comprise a pressure sensor configured for measuring the pressure in the master cylinder and in that: said verifying the test execution conditions comprises verifying that the pressure in the master cylinder is higher than a threshold pressure, and said verifying the test end conditions comprises verifying that the absolute value of the average acceleration calculated over the entire test is greater than a given threshold acceleration.