Target vehicle for ADAS testing

Abstract

To provide a new target vehicle for mounting an ADAS(Advanced Driver Assistance System) onto a testing platform 3.SOLUTION: A target vehicle, for example, a two-wheeled vehicle 5, comprises one or more sensors and an actuation assembly including an actuator 27. The sensors are arranged to measure a parameter relating to the dynamics of the target vehicle and, for example, comprise accelerometers 29. The actuation assembly adjusts a tilt of the target vehicle on the basis of an output of the sensor(s) by means of a control device 31. Thus, the tilting of the vehicle during cornering can be simulated. The measuring of such a parameter and adjusting the tilt can be conducted remotely from a testing platform 3. The sensors, control device, and actuator assembly can be self-contained within the target vehicle 5.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to targets for use in Advanced Driver Assistance Systems (ADAS) testing. More particularly, but not exclusively, the present invention relates to target vehicles for use in ADAS test platforms and methods for tilting such target vehicles. [Background technology]

[0002] Many modern vehicles now have Advanced Driver Assistance Systems (ADAS). To test ADAS in a vehicle, it is desirable to recreate real-world situations in a consistent and repeatable way and measure how the ADAS reacts.

[0003] To replicate these real-world situations, it is known to use target assemblies (known as guided soft targets (GSTs)) that comprise a thin test platform onto which a target vehicle is mounted. The test platform typically follows a predetermined path (dependent on the situation being modeled). The test platform supports a target vehicle that replicates the appearance of a road vehicle, but is made of soft or flexible materials to minimize damage to the vehicle being tested in the event of a collision.

[0004] In addition to modeling road vehicles such as cars, there is also a need to model what are commonly known as vulnerable road users (VRUs), which typically include pedestrians, cyclists, and motorcyclists.

[0005] In real-world situations, cyclists, motorcyclists, and other single track vehicles tend to undergo relatively complex motion conditions, especially while cornering. In particular, such VRUs often need to lean (i.e., lean) when cornering. It is desirable to replicate this real-world situation as accurately as possible. Summary of the Invention

[0006] According to a first aspect of the present invention, there is provided a target assembly including a test platform and a target vehicle mounted thereon. The target assembly includes a sensor configured to measure a parameter related to a motion state of the target assembly and a drive assembly configured to adjust tilt of the target vehicle based on the output of the sensor. By providing a sensor that senses the motion state of the target assembly, the target vehicle can be tilted based on those motion states. In some embodiments of the present invention, the sensor is within the test platform. In these embodiments, the target assembly can include a communication module for communicating signals between the platform and the target vehicle. The signals communicated by the communication module can include signals for driving the drive assembly of the target vehicle. In embodiments in which the sensor is within the test platform, the sensor is also used for other purposes. For example, the sensor can be a sensor used to control the platform. It is recognized that the output of a sensor (e.g., an existing sensor within the test platform) can also be used to affect the tilt of the target vehicle, and such an arrangement can be beneficial.

[0007] According to a second aspect, the present invention provides a target vehicle for mounting to an ADAS test platform. The target vehicle comprises a sensor configured to measure a parameter related to the target vehicle's motion state and a drive assembly configured to adjust the target vehicle's tilt based on the output of the sensor. It has been recognized that by measuring the parameter related to the target vehicle's motion state, the vehicle's tilt can be adjusted to more accurately model the real-world behavior of such a vehicle. In some embodiments, such measurements of the parameter related to the vehicle's motion state may be obtainable from a sensor within the test platform (the test platform typically already has multiple sensors capable of deriving this measurement). However, preferred embodiments of the present invention provide sensors on the target vehicle, thereby recognizing that the target vehicle can be configured to provide this functionality independently of the test platform. In other words, the test vehicle is largely self-contained and can be configured to tilt during cornering regardless of the platform to which it is mounted. Such an arrangement is beneficial because it avoids the need for communication or other interfaces between the test platform and the target vehicle.

[0008] The target vehicle may be a vulnerable road user (VRU) target vehicle. The target vehicle may represent a single-track vehicle, preferably a two-wheeled vehicle. The target vehicle may represent a bicycle or a motorbike.

[0009] The target vehicle of the second embodiment is suitable for mounting on an ADAS test platform but does not include the test platform itself. The target vehicle may be separate from the test platform. The sensors and drive assembly may be configured to function independently of the test platform to which the target vehicle may be mounted. The sensors are not part of the test platform. The target vehicle may include legs for removably mounting to the test platform. The target vehicle may not include a self-propelled means. For example, the target vehicle may be a model without a self-propelled means.

[0010] The target vehicle may further include a controller configured to control the drive assembly. The controller may be configured to employ a simulated tilt angle. The magnitude of the simulated tilt angle may depend on the output of the sensor. Providing the controller on the target vehicle further ensures that the functionality of the target vehicle is self-contained and independent of the test platform.

[0011] It will be appreciated that the value of the simulated lean angle is preferably variable rather than fixed. The simulated lean angle may be a lean angle suitable for modeling a real-world lean that the target vehicle would experience. Thus, the simulated lean angle may depend, for example, on the radius of the turn and the speed at which the target vehicle is traveling at any given time. The simulated lean angle may be a target angle.

[0012] The tilt angle will be understood to be the angle at which the target vehicle tilts away from absolute vertical (i.e., the direction in which gravity acts). This is sometimes referred to as the lean angle. The angle is typically measured between absolute vertical and the plane in which the diameter of the wheels of the target vehicle lies.

[0013] Embodiments of the present invention attempt to replicate actual word lean angles as closely as possible. When riding a two-wheeled vehicle such as a motorcycle, the rider necessarily adjusts their center of gravity (of the motorcycle and the rider) to counteract other forces that might otherwise create a tipping moment. These forces can be caused by many factors, such as the slope / camber of the surface being traversed or external forces such as wind. A common situation encountered occurs during cornering of a two-wheeled vehicle such as a motorcycle, where the rider necessarily adjusts their center of gravity (of the motorcycle and the rider) to counteract the tipping moment exerted on the target vehicle while moving through the corner. The rider attempts to ensure that the resultant forces from cornering and gravity are directed through the plane and tilt axis of the wheels. In a preferred embodiment of the present invention, the simulated lean angle is the lean angle required to counteract the tipping moment exerted on the target vehicle. The simulated lean angle is the lean angle required to counteract the tipping moment acting on the target vehicle while moving the platform through the corner. Such an arrangement can closely replicate the lean experienced by a rider performing such a maneuver in the real world. Additionally, by configuring the controller in this manner, the target vehicle tends to respond to any conditions encountered by the platform, such as adjusting for changes in road surface that may affect the forces experienced by the target vehicle.

[0014] The target vehicle may include a base for mounting in a fixed position relative to the platform and a tiltable body for tilting relative to the base. The target vehicle may include a hinge having a hinge axis, and the tiltable portion may rotate about the hinge axis. The hinge axis is preferably located so that it is close to a contact patch between the wheels of the target vehicle and the ground. If the target vehicle is mounted on a test platform, the hinge axis may be close to the platform. Because the platform is typically thin, the axis is also close to the contact patch. By maintaining the hinge axis close to the test platform, one seeks to ensure that the target vehicle tilts around or near the contact patch, thus modeling real-world conditions.

[0015] Preferably, the sensor is located on the tiltable body so that it moves as the target vehicle tilts. Such an arrangement is beneficial because the sensor tends to measure parameters in the same way that they would on the vehicle if tilted. This tends to ensure that realistic tilt angles are achieved because the target vehicle is able to respond to any condition encountered by the tiltable portion of the vehicle.

[0016] The sensor may be an accelerometer. The parameter related to the motion state of the target vehicle may be acceleration. The accelerometer may be configured to measure the lateral acceleration of the target vehicle. The lateral acceleration is acceleration in a lateral direction. The lateral direction is preferably a lateral direction within the reference frame of the target vehicle. In the reference frame of the target vehicle, if the target vehicle is upright, the lateral direction is perpendicular to the vertical direction. For example, if the target vehicle is upright, the lateral direction is preferably horizontal, but if the target vehicle is tilted, the lateral direction may be tilted (from horizontal) at a tilt angle.

[0017] Measuring acceleration, preferably lateral acceleration, has proven particularly useful since tiltable portions of the vehicle tend to react to whatever conditions they are facing. Accelerometers can also be relatively accurate compared to other sensors, such as spatial sensors (e.g., GPS sensors).

[0018] In embodiments in which lateral acceleration is measured, the controller may be configured to adjust lean in a manner that attempts to maintain the measured lateral acceleration below a threshold. The controller may be configured to adjust lean in a manner that attempts to maintain the measured lateral acceleration at a minimum. The minimum lateral acceleration (e.g., substantially zero lateral acceleration) is achieved when the resultant force is directed through the hinge axis. This resultant force can be directed by the plane of the wheels. This is also the lean that vehicle occupants tend to naturally adopt in real-world situations.

[0019] The drive assembly can include a rotary actuator. Rotation of the rotary actuator preferably affects tilt of the target vehicle. It has been found that the use of a rotary actuator facilitates the construction of a relatively small actuator assembly (drive assembly), e.g., allowing the actuator assembly to be mounted inside the target. This tends to be particularly beneficial for target vehicles, as it allows the overall shape / radar signature of the target vehicle to be closely matched to a corresponding real-world vehicle (thus ensuring accurate ADAS testing).

[0020] The drive assembly can include a pinion engaging the rack. The pinion can be configured to be driven by an actuator such that rotation of the pinion moves the pinion along the rack to tilt the target vehicle. The rack can be mounted to a base portion of the target vehicle. Such an arrangement has been found to facilitate a relatively compact actuator assembly, which can facilitate a relatively accurate radar signature of the target vehicle because it tends to have relatively little structure protruding from the modeled shape of the target.

[0021] The rack can be a toothed belt. Belts can be advantageous because they tend not to be easily damaged in a collision. Alternatively or additionally, belts can be advantageous because they are easily attachable / detachable from the base of the target vehicle.

[0022] According to a further aspect of the present invention, there is provided a two-wheeled target vehicle for mounting to an ADAS test platform, the two-wheeled target vehicle being arranged and configured to simulate lean of the two-wheeled vehicle during cornering, the two-wheeled target vehicle comprising: sensors arranged to measure parameters of a motion state of the target vehicle as the target vehicle is moved by the test platform; a drive assembly arranged to adjust the lean of the target vehicle; and a controller configured to control the drive assembly to adopt a simulated lean angle, the magnitude of the simulated lean angle being based on an output of the sensors; wherein the sensor, controller, and actuator assembly are self-contained within the target vehicle and are independent of the platform on which the target vehicle is mounted.

[0023] According to a further aspect of the present invention, there is provided a target assembly comprising a test platform having mounted thereon a target vehicle of the above aspect.

[0024] According to a further aspect of the present invention, there is provided an assembly for tilting a target vehicle comprising: a sensor for mounting on a target vehicle for measuring a parameter related to a motion state of the target vehicle; a drive assembly arranged and configured to adjust the tilt of the target vehicle based on an output of the sensor; and a controller configured to control the drive assembly to adopt a simulated tilt angle, the magnitude of the simulated tilt angle being dependent on the output of the sensor.

[0025] According to a further aspect of the present invention, there is provided a method for modeling a VRU for ADAS testing using a target vehicle mounted on a movable test platform, the method including measuring parameters related to the motion state of the target vehicle and adjusting the tilt of the target vehicle based on the output of the sensors, the measuring and adjusting steps being performed remotely from the test platform. The measuring and adjusting steps are preferably all performed within the target vehicle. Such a method is advantageous because it allows the target vehicle to be self-contained relative to the test platform.

[0026] It will be understood that features described in relation to one aspect of the invention may be incorporated in other aspects of the invention, for example, a method of the invention may incorporate any of the features described in relation to an apparatus of the invention, and vice versa.

[0027] Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying schematic drawings in which: [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a perspective view of a target assembly incorporating a target vehicle according to a first embodiment of the present invention; [Figure 2] FIG. 2 is a front view of the target assembly of FIG. 1 in an upright position. [Figure 3]FIG. 2 is a front view of the target assembly of FIG. 1 when tilted. [Figure 4] FIG. 2 shows the target vehicle of the first embodiment, but with the soft body removed. [Figure 5] FIG. 5 is a front view of the target vehicle of FIG. 4 in an upright position and with the tires removed. [Figure 6] FIG. 5 is a front view of the target vehicle of FIG. 4 with the tire removed, when tilted. [Figure 7] 1 is a schematic diagram showing a control device for a target vehicle according to a first embodiment. [Figure 8] 5 is a cross-sectional view through AA of FIG. 4 showing a portion of the drive assembly. [Figure 9] 5 is a cross-sectional view through AA of FIG. 4 showing a portion of the drive assembly. DETAILED DESCRIPTION OF THE INVENTION

[0029] 1 is a perspective view of a target assembly (also called a guided soft target (GST)) 1. The GST 1 comprises a low-profile test platform 3 on which a target vehicle 5 is mounted, according to a first embodiment of the present invention.

[0030] In a first embodiment of the present invention, the target vehicle 5 is intended to replicate a moped, a target type often referred to as a vulnerable road user (VRU). The target vehicle 5 includes a sacrificial soft body 7 (made from closed-cell polyethylene foam) that closely resembles a real-world moped. The soft body 7 surrounds a framework 9 and a tilt assembly 11 (discussed in more detail in Figures 4-6 below). In the first embodiment, a dummy rider 13 is seated in the target vehicle 5.

[0031] 2 and 3 show front views of the GST 1 in two different situations. In FIG. 2, the test platform 3 is moving straight across flat ground. Thus, the moped is upright, with the center of gravity of the moped above the wheels 15. In FIG. 3, the test platform 3 is at the same level as the ground, but is moving along a curved path, for example, around a road corner. In a first embodiment of the present invention, the target vehicle 5 is configured to tilt (i.e., lean from an upright orientation) as the test platform 3 moves along the curved path. This allows the target vehicle 5 to closely replicate the real-world behavior exhibited by a moped. Features of the target vehicle 5 that enable this functionality will now be described with reference to FIGS. 4-7.

[0032] Referring first to Figure 4, this shows the structure of the target vehicle 5 below the soft body 7. The structure includes a framework 9 consisting of tubes to which the soft body 7 (not shown in Figures 4-6) will be attached. The tubes connect the front wheels 15a and rear wheels 15b. The structure includes a base portion 17 having four magnetic fixtures 19 for attaching the target vehicle 5 to the test platform 3. The magnetic fixtures 19 allow the target vehicle 5 to be easily removed from the test platform 3 in the event of a crash during ADAS testing.

[0033] The hinge axis 21 passes through two coaxial hinges 23 that are located below the target vehicle 5 and connect the base portion 17 to the upper tubular framework 9. The upper framework 9 of the base portion 17 is tiltable about the hinges 23 under the action of a tilt assembly 25.

[0034] The tilt assembly 25 includes an actuator 27, two accelerometers 29, and a controller 31 (see FIGS. 5-7). The accelerometers 29 and controller 31 are disposed in a housing attached to the framework 9. The accelerometers 29 are shown schematically in FIGS. 5 and 6. The accelerometers 29 are mounted to the frame 9 such that when the target vehicle is upright, the accelerometers 29 lie along the vertical axis of the absolute frame (Z) and the local frame (Zc) relative to the target vehicle. In other embodiments (not shown), the accelerometers may be positioned away from the vertical axis, and the controller is configured to compensate for that offset when processing the output from the accelerometers.

[0035] Each accelerometer 29 is arranged to measure lateral acceleration a_Xc, i.e., acceleration along the lateral direction Xc relative to the target vehicle 5. Two accelerometers are provided to average out noise in the signal and to average out any offset between the two sensors. In use, once the target vehicle 5 is mounted on the moving test platform 3, the outputs of the accelerometers 29 are sent to the controller 31. As the test platform 3 begins to move along a curved path, the accelerometers 29 begin to experience an increasing lateral acceleration a_Xc. The controller 31 is arranged to control the rotational actuator 27 to adjust the tilt of the test vehicle 5 (i.e., the tilt of the tiltable framework 9 of the test vehicle 5) so as to minimize the lateral acceleration a_Xc.

[0036] Controller 31 implements the control process shown in FIG. 7, to which reference is now made. Controller 31 receives a signal from the accelerometer (via Kalman filter 35 to reduce signal noise). Controller 31 also receives a target lateral acceleration threshold of 0G. PID controller 37 receives a difference measurement between this target value and the measurement from sensor 29. PID controller 37 generates an output signal indicating maintaining the target lateral acceleration threshold of 0G, which is sent to actuator 27 to adjust lean in a manner that reduces lateral acceleration a_Xc to the threshold. Thus, controller 31 includes a control loop that attempts to maintain the simulated lean angle θ of the target vehicle at a value such that no lateral acceleration is measured by accelerometer 29.

[0037] In the first embodiment of the present invention, the controller 31 also includes an intermediate actuator protection module 38 for protecting the actuator 27 from overcurrent, although it will be understood that this protection module 38 is optional and may not be required in other embodiments. The controller 31 also includes an endstop control module 39 arranged to prevent the actuator assembly 27 from being driven beyond an endstop position of the actuator assembly 27. Again, it will be understood that this endstop control module 39 is optional and may not be required in other embodiments of the present invention.

[0038] Referring back to Figures 5 and 6, these show the accelerometer 29 and other parts of the target vehicle 5 in upright and leaned configurations, respectively. As shown in Figure 6, lateral acceleration is minimized when the resultant force Rf due to cornering and gravity is directed along the target vehicle's local vertical axis Zc (which is the same as the direction through the plane of the wheels). This is the lean angle θ required to counteract the overturning moment applied to the target vehicle during movement of the platform 3 around the corner, and therefore accurately represents the actual lean a rider tends to adopt when cornering a moped. In the context of the illustrated embodiment, the lean angle θ (also called the lean angle) is measured between the vehicle's vertical axis Zc and the vertical axis Z in the absolute reference frame.

[0039] 8 and 9 show the drive assembly 25 in more detail, and are cross-sectional views taken along line AA in FIG. 4. The assembly 25 includes a rotary actuator 27 oriented along the bottom of the frame and substantially along the longitudinal direction (Yc) of the test vehicle 5. The use of a rotary actuator 27 and its orientation in this manner readily allows for a relatively compact arrangement that does not need to protrude from the soft body 7.

[0040] A pinion gear 43 is attached to the output shaft of the rotary actuator 27. The pinion gear 43 meshes with a rack in the form of a toothed belt 45. The toothed belt 45 is fixed at both ends 45a, 45b to the base portion 17 of the target vehicle 5 and passes through an idler gear 46 attached to a lateral arm 48. To adjust the tilt of the target vehicle 5, the pinion 43 is rotated, which causes the pinion and the remainder of the tiltable portion 9 of the target vehicle 5 to be pulled along the toothed belt 45 in a direction and magnitude specified by the controller 31 to tilt the pinion and the remainder of the tiltable portion 9 of the target vehicle 5 about the hinge axis 21 of the hinge 23.

[0041] The first embodiment of the present invention offers several advantages over known VRU target vehicles. First, the equipment required to obtain the target vehicle's tilt is self-contained in the target vehicle; it is independent of the platform on which it is mounted. This allows the target vehicle to be easily used on a variety of different platforms and avoids the need for communications or other interfaces between the platform and the test vehicle. Second, the arrangement used in this embodiment of the present invention has been found to provide particularly realistic tilt behavior because it measures real-time parameters indicative of the tilt adopted by the rider (i.e., measures parameters related to the vehicle's motion state (e.g., lateral acceleration) as the target vehicle's tilt portion is subjected to it). Finally, the actuator assembly of the first embodiment is compact and has a relatively low radar signature outside the moped's soft body, making it particularly beneficial for ADAS testing.

[0042] While the present invention has been described and illustrated with reference to specific embodiments, those skilled in the art will understand that the present invention lends itself to many different variations not specifically illustrated herein. By way of example, different sensors can be used. In a further embodiment (not shown), the target vehicle can include a GPS sensor for measuring the spatial motion of the target vehicle. From that measurement of spatial motion, e.g., from measuring the yaw of the target vehicle, an appropriate tilt behavior can be calculated and the actuator assembly commanded accordingly. As another example, the target vehicle can model a different single-track VRU, such as a pushbike (bicycle) or a differently configured motorcycle. In another embodiment of one of the aspects of the present invention, the sensor can be an existing sensor (e.g., a GPS sensor) on the test platform already used to control the test platform. In this embodiment, a communications module is provided for relaying the output of the sensor and / or controller to the drive assembly of the target vehicle to provide the tilt drive signal.

[0043] Where the foregoing description refers to integers or elements that have known, obvious, or foreseeable equivalents, such equivalents are incorporated herein as if individually set forth. Reference should be made to the claims to determine the true scope of the invention, which should be construed to encompass such equivalents. The reader will also understand that any integers or features of the invention described as preferred, advantageous, convenient, or the like are optional and do not limit the scope of the independent claims. Furthermore, it should be understood that while such optional integers or features may be beneficial in some embodiments of the invention, they may be undesirable in other embodiments and therefore may not be present. [Explanation of symbols]

[0044] 1...Target assembly, 3...Test platform, 5...Target vehicle, test vehicle, 7...Body, 9...Framework, 11...Tilt assembly, 13...Rider, 15...Wheels, 15a...Front wheel, 15b...Rear wheel, 17...Base portion, 19...Magnetic fixture, 21...Hinge axis, 23...Hinge, 25...Drive assembly, 27...Actuator, 29...Accelerometer, 31...Controller, 35...Kalman filter, 37...PID controller, 38...Actuator protection module, 39...End stop control module, 43...Pinion gear, 45...Toothed belt, 45a...End, 45b...End, 46...Idler gear, 48...Lateral arm

Claims

1. 1. A target vehicle for attachment to an Advanced Driver Assistance Systems (ADAS) test platform, comprising: a base for mounting the target vehicle in a fixed position relative to the ADAS test platform; a sensor arranged to measure a parameter related to the motion state of the target vehicle; a tiltable body for tilting relative to the base; a drive assembly configured to adjust the tilt of the target vehicle based on the output of the sensor; and A target vehicle comprising:

2. 10. The target vehicle of claim 1, further comprising: a controller configured to control the drive assembly to adopt a simulated lean angle, the magnitude of the simulated lean angle being based on the output of the sensor.

3. 3. The target vehicle of claim 2, wherein the simulated lean angle is a lean angle required to counteract an overturning moment acting on the target vehicle during movement of the ADAS test platform around a corner.

4. A target vehicle according to any one of claims 1 to 3, wherein the sensor is arranged on the tiltable body such that the sensor moves during tilting of the target vehicle.

5. A target vehicle according to any preceding claim, wherein the sensor is an accelerometer configured to measure lateral acceleration of the target vehicle.

6. 6. A target vehicle according to claim 5 when dependent on claim 2 or 3, wherein the controller is configured to maintain a simulated lean angle at which lateral acceleration measured by the accelerometer is minimized.

7. A target vehicle according to any preceding claim, wherein the drive assembly comprises a rotary actuator, rotation of the rotary actuator affecting tilt of the target vehicle.

8. 8. The target vehicle of claim 7, wherein the drive assembly includes a pinion engaging a rack, the pinion driven by the rotary actuator such that rotation of the pinion moves the pinion along the rack to tilt the target vehicle.

9. The target vehicle of claim 8 , wherein the rack is a toothed belt.

10. 1. A two-wheeled target vehicle for mounting on an Advanced Driver Assistance Systems (ADAS) test platform, comprising: the target vehicle is configured to simulate leaning of a two-wheeled vehicle during cornering; The target vehicle: a base for mounting in a fixed position relative to the test platform; a tiltable body for tilting relative to the base; a sensor configured to measure a motion parameter of the target vehicle as it is moved by the ADAS test platform; a drive assembly configured to adjust the tilt of the target vehicle; a controller configured to control the drive assembly to adopt a simulated tilt angle, the magnitude of the simulated tilt angle being based on the output of the sensor; and Equipped with A two-wheeled target vehicle, wherein the sensors, controller, and drive assembly are self-contained in the target vehicle and independent of the ADAS test platform to which the target vehicle is mounted.

11. A target assembly comprising an ADAS test platform to which a target vehicle according to any one of claims 1 to 10 is mounted.

12. 1. A method for modeling a VRU for testing advanced driver assistance systems using a target vehicle mounted on a movable test platform, comprising: The target vehicle: a base for mounting in a fixed position relative to the test platform; a tiltable body for tilting relative to the base; Equipped with The method comprises: a measuring step of measuring a parameter related to a motion state of the target vehicle; an adjusting step of adjusting the inclination of the target vehicle based on the output of the sensor; Including, The method, wherein the measuring and adjusting steps are performed remotely from the test platform.

13. The method of claim 12 , wherein the measuring and adjusting steps are all performed within the target vehicle.

14. 1. A target assembly comprising: a test platform; and a target vehicle for mounting to the test platform, a sensor within the test platform configured to measure a parameter related to a state of motion of the target assembly; a drive assembly configured to adjust the tilt of the target vehicle based on the output of the sensor; a communication module for communicating signals between the test platform and the target vehicle; A target assembly comprising:

15. The target assembly of claim 14 , wherein the output of the sensor is also used to control the test platform.

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