Method for collecting data from a vehicle by means of a test circuit, method for evaluating the parameters of vehicles, and computer-readable memory

Abstract

The present invention relates to a method for collecting data from a vehicle (200) by means of a test circuit (100), which is divided into steps "A", "B", "C" and "D", wherein: A. in step "A", a vehicle (200), starting from an initial position, travels forward over a straight length (TR), wherein the straight length (TR) is the same length as the sum of a first length (L1), a second length (L2) and a third length (L3); B. in step "B", the vehicle (200) first performs, in reverse, a curve of radius (R) to a first side and, in a straight line, a second width (W2) and, after travelling in reverse, in a straight line, over the second width (W2), travels forwards, performing a curve of radius (R) to a second side; C. in step "C", the vehicle (200) travels forwards over the second length (L2); and D. in step "D", the vehicle (200) first travels forwards and performs a curve of radius (R) to the first side and, after travelling forward and performing the curve of radius (R), travels in reverse, in a straight line, over the second width (W2) and performs a curve of radius (R) to the second side so as to return to the initial position. The present invention also relates to a method for evaluating the parameters of vehicles (200) and to computer-readable memories.

Description

METHOD FOR COLLECTING VEHICLE DATA THROUGH A TEST CIRCUIT, METHOD FOR EVALUATING VEHICLE PARAMETERS AND COMPUTER-READABLE MEMORY Technical Field

[0001] The present invention belongs to the field of physics, more specifically to digital computing or data processing equipment or methods, specially adapted for specific functions. Introduction

[0002] The present invention relates to a method for collecting vehicle data through a test circuit, a method for evaluating vehicle parameters, and computer-readable memories.

[0003] More specifically, the present invention relates to a method for collecting data from a vehicle, preferably autonomous and off-road, through a test circuit, to a method capable of evaluating the data collected from the vehicle, and to computer-readable memories that execute these methods. Fundamentals

[0004] Vehicle manufacturers need a controlled testing environment to be able to accurately and safely determine vehicle performance.

[0005] Typically, vehicle test tracks are designed to evaluate the performance, stability, and safety of these vehicles in challenging situations. They usually include tests that simulate sharp turns, rapid changes of direction, hard braking, and evasive maneuvers.

[0006] These tracks allow manufacturers to assess how vehicles behave in different driving conditions and how they handle tilt and roll. This is crucial for ensuring the safety of vehicles and their occupants in various driving situations.

[0007] In addition to drivability parameters, several parameters related to the operation of the engine and / or other vehicle systems can also be evaluated during track tests.

[0008] In particular, off-road vehicles, such as agricultural vehicles, due to their size, tend to have a high center of gravity, and this can be a problem on some test circuits.

[0009] The center of gravity represents the point where all the weight of the vehicle is considered concentrated and is essential for calculating aspects such as load distribution, maximum payload, maneuverability, and even a vehicle's fuel consumption.

[0010] An example of a test track for vehicles with a high center of gravity is the "moose test." This test is commonly used to evaluate how a vehicle reacts to an emergency evasive maneuver, simulating the need to swerve around an unexpected obstacle on the road, such as a moose. This test is especially important for vehicles with a "high" center of gravity, such as SUVs and crossovers, as they are more prone to rollovers in situations involving sudden maneuvers. Performing the "moose test" helps ensure that the vehicle has the necessary stability to handle these situations safely. State of the art

[0011] Known state-of-the-art solutions for methods and systems for evaluating the parameters of large vehicles of the nature discussed here can be verified in state-of-the-art documents such as US patent 2023 / 0252828, entitled "Method and system for on-site testing of an off-road vehicle intervention system," which refers to a local test facility and a method for validating an off-road vehicle intervention system on board a utility vehicle, for example, in a mine, using a local test area with a test track and a computer unit configured to emulate a virtual test object by generating and transmitting a radio frequency signal corresponding to the radio frequency signal of a real object at risk of collision with the oversized vehicle when a driver is driving the utility vehicle on the test track.

[0012] The document US 2023 / 0252828, despite presenting a method and a system for conducting on-site tests, is limited to testing an off-road utility vehicle intervention system by conducting simulations that involve creating situations that allow the activation of a vehicle intervention system (VIS) and evaluating the behavior of this vehicle intervention system.

[0013] Thus, document US 2023 / 0252828 does not address a way to evaluate the operational parameters relevant to the steering system of an off-road utility vehicle, limiting itself only to evaluating the behavior of its autonomous vehicle intervention system.

[0014] Furthermore, although this document teaches about a test track, this track only acts as a means of simulating possible risk situations for the vehicle, in order to "force" the intervention of the vehicle intervention system.

[0015] Therefore, there is room for an invention that provides a method for testing parameters relevant to the steering system of large vehicles through data obtained during the monitoring of these vehicles on a pre-determined route. Objectives of the invention

[0016] The objective of the invention is, therefore, to provide a method for collecting data from a vehicle through a test circuit, according to the characteristics of claim 1 of the attached claims.

[0017] Another objective of the present invention is to provide a method for evaluating vehicle parameters through a test circuit, according to the characteristics of claim 13 of the attached claims.

[0018] Another objective of the present invention is to provide a computer-readable memory, according to the characteristics of claim 29 of the attached claims.

[0019] Yet another objective of the present invention is to provide a computer-readable memory, according to the characteristics of claim 30 of the attached claims.

[0020] Other features and details of the features are represented by the dependent claims. Description of the figures

[0021] For a better understanding and visualization of the object of the present invention, it will now be described with reference to the attached figures, representing the technical effect obtained through an exemplary embodiment that is not limiting the scope of the present invention, in which:

[0022] [Fig. 1]: presents a schematic view of a test circuit comprising a vehicle to be analyzed, according to the present invention;

[0023] [Fig. 2]: presents a schematic view of the test circuit of [Fig. 1] with demarcations delimiting stages “A”, “B”, “C” and “D”; and

[0024] [Fig. 3]: presents a graph representing the operational parameters of interest for a vehicle to be analyzed, divided into stages “A”, “B”, “C”, and “D”. Detailed description of the invention

[0025] The following detailed description refers to the accompanying drawings in which embodiments of the present invention are represented, by way of non-limiting illustration. These embodiments are described in such a way as to allow a person skilled in the art to reproduce their results. Other embodiments resulting from structural, mechanical, logical, electrical and electronic changes are possible and can be carried out without departing from the spirit and scope of the present invention. The following detailed description should therefore not be understood in a restrictive or limiting manner. Test circuit

[0026] A test circuit (100), according to the present invention, refers to a circuit that aims to simulate the expected routine and workload of a large vehicle, especially an autonomous off-road vehicle, such as an agricultural combine harvester.

[0027] Preferably, the test circuit (100) has at least one section comprising an unpaved surface covered with obstacles such as rough terrain, uneven surfaces, mud, sand and even flooded areas, in order to simulate challenging conditions that vehicle (200) may encounter in off-road environments.

[0028] In this way, the test circuit (100) allows the autonomous vehicles in question to be tested and improved in a controlled environment before being used in real situations.

[0029] The test circuit (100) comprises a straight length (TR), a first length (L1), a second length (L2), a third length (L3), a fourth length (L4), a fifth length (L5), a sixth length (L6), a seventh length (L7), a first width (W1), a second width (W2) and at least four curves, where each curve has a radius (R).

[0030] The straight line length (TR) is a length that is equivalent to between 25% and 40% of the total length of the test circuit (100) traveled by a vehicle (200).

[0031] The first length (L1) is a length that is equivalent to between 2% and 10% of the total length of the test circuit (100) to be covered by a vehicle (200) on the test circuit (100) in one cycle.

[0032] The second length (L2) is a length that is equivalent to between 12% and 28% of the total length of the test circuit (100) to be covered by a vehicle (200).

[0033] The third length (L3) is a length that is equivalent to between 2% and 10% of the total length of the test circuit (100) to be covered by a vehicle (200).

[0034] The fourth length (L4) is a length that is equivalent to between 1% and 9% of the length of the test circuit (100) traveled by a vehicle (200).

[0035] The fifth length (L5) is a preferred length that is equivalent to between 1% and 8% of the total length of the test circuit (100) to be covered by a vehicle (200).

[0036] The sixth length (L6) is a preferred length that is equivalent to between 1% and 8% of the total length of the test circuit (100) to be covered by a vehicle (200).

[0037] The seventh length (L7) is a length that is equivalent to between 1% and 9% of the length of the test circuit (100) to be covered by a vehicle (200).

[0038] The first width (W1) is a length that is equivalent to between 1% and 5% of the total length of the test circuit (100) to be covered by a vehicle (200).

[0039] The second width (W2) is a length that is equivalent to between 2% and 7% of the length of the test circuit (100) traveled by a vehicle (200). Vehicle

[0040] In the context of the present invention, the element “vehicle (200)” refers to a large vehicle to be analyzed, preferably designed for work on off-road terrain, even more preferably designed for work on off-road terrain with the ability to operate autonomously.

[0041] In the context of the present invention, a "large vehicle" is, in a broader sense, any type of land vehicle designed to transport bulky or heavy loads, or to accommodate a large number of passengers, generally characterized by its dimensions exceeding those of light vehicles; some examples include, but are not limited to: trucks, buses, and heavy machinery, including articulated vehicles, tandem axle trucks, vehicles with trailers and / or semi-trailers, and other similar vehicles.

[0042] In the context of the present invention, an off-road vehicle is, in a broader sense, any type of vehicle designed to be driven in off-road conditions, i.e., on unpaved surfaces such as dirt tracks, sand, mud, snow, rocks and rough terrain, and, in a narrower sense, any truck or vehicle comprising a trailer and / or semi-trailer and / or the like for off-road use.

[0043] In the context of the present invention, the term "servo-assisted system" refers to systems that aim to assist in the steering of the vehicle (200), that is, to facilitate steering, making it lighter and easier to drive.

[0044] Preferably, the servo-assisted system comprises: at least one servo motor; at least one controller; at least one electric, hydraulic or pneumatic power amplifier; at least one sensor, e.g., encoders, potentiometers, gyroscopes, accelerometers; at least one feedback device to provide information to the controller about the current state of the system; and at least one power supply.

[0045] It is worth noting that the power-assisted system can be used to reduce the effort required to turn a vehicle's steering wheel, and can also be used in power-assisted braking systems, e.g., ABS and / or ESP.

[0046] The vehicle (200) comprises: at least one torque and angle sensor on the vehicle's steering wheel (200); at least one working pressure sensor for the vehicle's steering box (200); at least one temperature sensor in the oil reservoir of the vehicle's steering system (200); at least one temperature sensor in the external environment; at least one ignition sensor capable of identifying whether the vehicle (200) is on or off; at least one sensor capable of detecting the status of the vehicle's braking system (200); and at least one vehicle speed sensor to be used in the “Method for evaluating vehicle parameters (200)” described below.

[0047] Additionally, optionally, the vehicle (200) may further comprise at least one of: at least one wheel angle sensor; at least one draglink force sensor for the vehicle (200); and at least one GPS to be used in the “Method for evaluating vehicle parameters (200)” described below.

[0048] Method for collecting data from a vehicle (200) through a test circuit (100)

[0049] A method for collecting data from a vehicle (200) through a test circuit (100), according to the present invention, refers to a method for collecting various vehicle (200) parameters in real time while the vehicles (200) perform specific maneuvers that simulate the expected work cycles of these vehicles (200) in the test circuit (100).

[0050] As illustrated in Figure 2, the method for collecting data from a vehicle (200) through a test circuit (100) is divided into stages “A”, “B”, “C” and “D” where:

[0051] As illustrated in Figure 2, the test circuit (100) can be divided into stages “A”, “B”, “C” and “D” for carrying out steps iii and iv, wherein: Stage “A” is the initial section of the course which the vehicle (200), from an initial position, travels forward along the straight length (TR), where the straight length (TR) is equal to the sum of the first length (L1), the second length (L2) and the third length (L3); Stage “B” is the section of the course in which the vehicle (200) first performs, in reverse, the curve of radius (R) to one side, where the steering wheel of the vehicle (200) is turned to the left, then continues, in a straight line, along the second width (W2);and, after reversing in a straight line along the second width (W2), it moves forward, making a curve with radius (R) to a second side, where the vehicle's steering wheel (200) is turned to the right, then travels, preferably and partially, in a straight line along the fifth length (L5); Stage “C” refers to the section of the route in which the vehicle (200) travels forward along the second length (L2); and Stage “D” refers to the section of the route in which the vehicle (200) first travels forward, preferably and partially, in a straight line along the sixth length (L6), and makes a curve with radius (R) to the first side, where the vehicle's steering wheel (200) is turned to the left;and, after moving forward and completing the radius turn (R), it moves backward, in a straight line, the second width (W2) and completes the radius turn (R) to the second side, where the vehicle's steering wheel (200) is turned to the right, so as to return the vehicle (200) to the initial position, before the start of stage “A”.

[0052] It should be noted that after completing all stages “A”, “B”, “C” and “D”, a cycle of the method for collecting data from a vehicle (200) through a test circuit (100) is completed.

[0053] Furthermore, in order for the collected data to have sufficient accuracy and to adequately simulate the normal working cycle of the vehicles (200), it is necessary that the method cycle be executed between four and twenty-two times, preferably between six and eighteen times, and that stops be made at the end of each cycle.

[0054] Therefore, the number of cycles will depend directly on how the stops at the end of each cycle are performed.

[0055] For six cycles, two-minute stops are planned between cycles if the vehicle (200) travels the fifth length (L5) and the sixth length (L6).

[0056] For eighteen cycles, one-minute stops are planned every two cycles if the vehicle (200) does not travel the fifth length (L5) and the sixth length (L6).

[0057] Preferably in stage “A”, the vehicle (200) performs static steering and, after performing static steering, travels, in non-autonomous direction, the first length (L1) in order to prepare the system, then travels, with the autonomous steering system engaged, i.e., in autonomous direction, the second length (L2), at which point the autonomous system can then be evaluated and, subsequently, travels the third length (L3), in non-autonomous direction, to stabilize the system.

[0058] Preferably in stage “A”, the vehicle’s internal system (200) reaches a temperature above 40°C during the execution of static steering maneuvers, in order to reach and maintain an operating temperature of the vehicle (200) so that the test can be started on the test track (100).

[0059] Preferably in stage “A”, an autonomous system check is performed to verify that the vehicle’s autonomous system (200) is operable and functioning correctly.

[0060] Preferably in stage “B”, the vehicle (200) performs, in non-autonomous and reverse driving, the radius curve (R), at which point steering can be evaluated. Even more preferably, the steering evaluation takes place on the radius curve (R) in question, both in reverse and forward gear.

[0061] Preferably in stage “C” the vehicle (200) travels the second length (L2), in autonomous driving, at which point the autonomous system can be evaluated again after steering in stage “B”.

[0062] Preferably in stage “D” the vehicle (200) performs, in non-autonomous and forward driving, the radius curve (R), at which point steering can be evaluated. Even more preferably, the steering evaluation takes place on the radius curve (R) in question, both forward and in reverse.

[0063] It should be noted that in stages “B” and “D”, the steering assessment is intended to evaluate the efforts, i.e., pressure and torque, of the vehicle’s engine (200) and, if the vehicle (200) has any servo-assisted system, to evaluate the effort, i.e., assist torque, of the vehicle’s servo-assisted system engine (200).

[0064] Furthermore, it should be noted that the lengths (L5, L6) are preferred lengths that may or may not be present and, consequently, may or may not be traversed by the vehicle (200), depending on the physical size of the test track (100) and, in particular, on the radius curve dimension (R).

[0065] Vehicle parameter evaluation method (200)

[0066] A method for evaluating vehicle parameters (200), according to the present invention, refers to a method for evaluating various vehicle parameters (200) from data collected in the steps of the “Method for collecting data from a vehicle (200) through a test circuit (100)” described previously.

[0067] In simplified terms, the vehicle parameter evaluation method (200) comprises the following steps: Initiating the reception of vehicle signals (200); Optionally, initiating the reception of signals relating to the vehicle's servo-assisted system (200); Receiving signals that simulate the vehicle's hydraulic operating regime (200); Optionally, receiving signals that simulate the vehicle's electro-electronic operating regime (200); Evaluating the data collected in the previous steps to determine the operational parameters of interest for the vehicle (200); Optionally, displaying or transmitting one or more graphs that summarize and illustrate the operational parameters of interest for the vehicle (200); and / or Alerting a user, through an alert method, for example, audible or visual, if at least one of the monitored values ​​is outside the appropriate ranges.

[0068] It should be noted that, preferably, the steps of the “Method for collecting vehicle data (200) through a test circuit (100)” occur simultaneously with the steps of the “Method for evaluating vehicle parameters (200)”.

[0069] However, it is also possible that the data collected in the steps of the “Method for collecting data from a vehicle (200) through a test circuit (100)” be stored in a data storage medium so that it can later be analyzed separately through the steps of the “Method for evaluating vehicle parameters (200)”.

[0070] In the context of the present invention, the term "hydraulic operating regime" refers to the operating conditions that the vehicle's hydraulic system (200) needs to withstand during its everyday operation.

[0071] The hydraulic operating regime comprises several factors, e.g., static steering, dynamic upshift, static upshift, thermal evaluation, and evaluation of pressure circulation in idle regime.

[0072] In the context of the present invention, the term "regimeidle," also known as idle or ralenti, refers to the state in which the engine is running, but the vehicle is stationary and the accelerator is not being pressed.

[0073] In the context of the present invention, the term "electro-electronic operating regime" refers to the normal operating conditions that the vehicle's electronic and electrical systems (200) must withstand during their everyday operation.

[0074] The electro-electronic operating regime comprises several factors, e.g., confirmation of vehicle error signals and messages (200), operating temperatures of its electronic components, the presence or absence of electromagnetic interference (EMI).

[0075] In more detail, the method for evaluating vehicle parameters (200), preferably autonomous and off-road, comprises the following steps: Initiating the reception, on a computer, or tablet, or cell phone, or any device comprising a processor and a means of transmitting and receiving information, or capable of receiving from a central server, the vehicle signals (200) collected in the “Method for collecting data from a vehicle (200) through a test circuit (100)”; Optionally, if the vehicle (200) comprises a servo-assisted system, initiating the reception of signals relating to the vehicle's servo-assisted system (200) collected in the “Method for collecting data from a vehicle (200) through a test circuit (100)”; Receiving signals from the vehicle (200) that simulate the hydraulic working regime of the vehicle (200);Optionally, if the vehicle (200) comprises a servo-assisted system, receive signals from the vehicle (200) that simulate the electro-electronic operating regime of the vehicle (200); Evaluate the data collected in steps i, iii and, optionally, in steps ii and iv, to determine the correct operation of the vehicle (200); Optionally, display, on a human-machine interface, or transmit, to a device comprising a processor and a means of transmitting and receiving information, one or more graphs that summarize and illustrate the operational parameters of interest of the vehicle (200); and / or Alert a user, through an alert means, for example audible or visual, if at least one of the monitored values ​​is outside the appropriate ranges.

[0076] It should be noted that the vehicle parameter evaluation method (200) may additionally include a step of receiving initial data from a vehicle (200), for technical pre-analysis of the application conditions of that vehicle, through manual input from a user or automatically through a central server.

[0077] More specifically, in the initial vehicle data receiving stage (200), a user can register the initial vehicle data (200) using a computer, or tablet, or mobile phone, or any device comprising a processor and a means of transmitting and receiving information, or capable of receiving the initial vehicle data (200) from a central server.

[0078] Not limited to, the initial data of a vehicle (200) may include: vehicle chassis; mileage (odometer); drive type (4x2; 6x2; 8x2; 8x4); vehicle manufacturing year; vehicle model year; vehicle tire calibration pressure; vehicle tire condition through verification of the vehicle tire tread wear indicator; controlled mass of the front axle and total vehicle mass; vehicle steering angles to the left and right; vehicle steering arm positioning angles to the left and right; and vehicle tire position angles to the left and right.

[0079] It should be noted that the equipment, devices and sensors to be used in the vehicle parameter assessment method (200) must be properly calibrated, must be in good working order and must allow online and, preferably, real-time visualization of data via human-machine interface.

[0080] In the context of the present invention, the term "human-machine interface" refers to systems that aim to facilitate communication and control of electronic devices, in order to allow interaction between humans and computers. By way of example, the human-machine interface includes computers, tablets, smartphones, industrial wearables, supervisory control and data acquisition (SCADA) systems, or any other system capable of enabling communication between human users and machines.

[0081] Not limited to, the vehicle signals (200) of steps ie ii comprise at least one of: vehicle ignition; vehicle speed; steering wheel torque; steering wheel angle; oil temperature in the reservoir; steering box working pressure.

[0082] Not limited to, the vehicle servo-assisted system signals (200) of stage ii comprise at least one of the following: servo-assisted system motor torque; return-to-center activation control, which is the monitoring of the steering input shaft position under torque and subsequent signal for it to return to the “zero” position once the torque ceases; servo-assisted system active fault controls; error message simulation; servo-assisted system power supply; servo-assisted system actuating current; servo-assisted system automatic end-of-travel positioning; servo-assisted system electric motor temperature.

[0083] In stages iii and iv the maneuvers performed on the test circuit (100) serve to simulate the hydraulic and electro-electronic working regimes of the vehicle (200) in a controlled environment, in order to predict the behavior of the vehicle (200) and extract the operational parameters of interest.

[0084] Furthermore, the maneuvers performed in steps iii and iv should preferably be carried out at a maximum speed of 10 km / h or according to the vehicle's recommended operating speed as specified by the manufacturer. Even more preferably, the maneuvers performed in steps iii and iv should be carried out at a maximum speed of 4 km / h to 5 km / h.

[0085] It should be noted that step iii must be performed before step iv, in order to allow a user to obtain information about the hydraulic operating regime, since information about the hydraulic operating regime is a mandatory prerequisite for evaluating the electromechanical operating regime in step iv.

[0086] Furthermore, the operating parameters of the vehicle's hydraulic system (200), such as the pressure in the steering box, forces (torque and angle on the steering wheel) and oil temperature in the reservoir, will be evaluated in step iii.

[0087] It should be noted that steps iii and iv are fundamental to ensuring the correct functioning and, consequently, the durability and efficiency of the vehicle's hydraulic systems (200), including in cases where the vehicle (200) includes some servo-assisted system, since through this test it is possible to analyze how the vehicle behaves under conditions that simulate its real day-to-day operation.

[0088] Regarding stage iv, the maneuvers performed to simulate the hydraulic and electro-electronic regimes of the vehicle are, specifically, maneuvers of statically parking the vehicle (200) both clockwise and counterclockwise before starting the test circuit (100) and, after statically parking the vehicle (200), proceeding with the other maneuvers of the test circuit (100).

[0089] It should be noted that, after starting to receive signals from vehicle (200) in stage i, all signals from vehicle (200) are monitored in real time until the end of stage iii and / or iv, depending on the presence or not of a servo-assisted system in vehicle (200), in order to allow the reception of all signals from vehicle (200) during the execution of all maneuvers on the test circuit (100).

[0090] In the context of the present invention, the term "operational parameters of interest" refers to the measured or calculated parameters of the vehicle (200) and includes data such as: pressure in the steering box, forces (torque and angle on the steering wheel), oil temperature in the reservoir, among others.

[0091] In stage v, the data evaluated includes all the data collected in the previous stages to determine the correct functioning of the vehicle (200).

[0092] It should be noted that the determination of the correct functioning of the vehicle (200) is carried out based on the direct comparison of the signals obtained in the previous steps and the criteria and limits pre-established by a user and / or by a standard range indicated previously and / or from a central server.

[0093] Thus, all signals obtained are compared with pre-established criteria and limits, and if at least one of the monitored values ​​is outside the appropriate ranges, the user is alerted, e.g., through an alerting means, such as audible or visual, indicating that at least one monitored operational parameter has fallen outside the pre-established limits.

[0094] Similarly, if all monitored values ​​are within the pre-established limits and ranges, the vehicle (200) will be approved and the user will be alerted that the vehicle has passed all tests.

[0095] The pre-established limits may include, for example, at least one of the following: vehicle ignition (ON / OFF); vehicle speed; steering wheel torque and angle; oil temperature in the reservoir; ambient temperature; steering box working pressure; torque applied to the servomotor; return-to-center activation control; active fault controls; power supply; operating current; automatic limit switch positioning; and servo system motor temperature.

[0096] In step vi the operational parameters of interest evaluated in step v are displayed in a human-machine interface so that a user can consult all the operational parameters of interest of the vehicle (200).

[0097] It should be noted that, although a graph has been illustrated to represent the operational parameters of interest for the vehicle (200), any means of information representation can be used in conjunction with or in place of the graph. In non-limiting examples, the operational parameters of interest for the vehicle (200) could be presented as infographics, dashboards, or a combination thereof. Computer-readable memory

[0098] The present invention also relates to a computer-readable memory comprising a set of instructions which, when executed, perform the method for collecting data from a vehicle (200) through a test circuit (100).

[0099] The present invention also relates to a computer-readable memory comprising a set of instructions which, when executed, perform the vehicle parameter evaluation method (200). Conclusion

[0100] It will be readily understood by those skilled in the art that modifications can be made to the present invention without departing from the concepts set forth in the description above. These modifications should be considered as falling within the scope of the present invention. Consequently, the particular embodiments described in detail above are merely illustrative and exemplary and not limiting as to the scope of the present invention, to which the full extent of the appended claims and any and all equivalents thereof should be given.

Claims

Method for collecting data from a vehicle (200) through a test circuit (100), characterized by the fact that it is divided into stages “A”, “B”, “C” and “D” in which: in stage “A” a vehicle (200), from an initial position, travels forward along a straight length (TR), where the straight length (TR) has the same length as the sum of a first length (L1), a second length (L2) and a third length (L3); in stage “B” the vehicle (200) first performs, in reverse, a curve of radius (R) to a first side and, in a straight line, a second width (W2); and, after traveling in reverse, in a straight line, the second width (W2), travels forward, performing the curve of radius (R) to a second side; in stage “C” the vehicle (200) travels forward the second length (L2); In stage “D” the vehicle (200) first moves forward and performs the radius (R) turn to the first side;and, after moving forward and completing the radius turn (R), it moves backward, in a straight line, the second width (W2) and completes the radius turn (R) to the second side in order to return to the initial position; wherein, after completing all stages “A”, “B”, “C” and “D”, a cycle of the method for collecting data from a vehicle (200) through a test circuit (100) is completed; and wherein, during all stages “A”, “B”, “C” and “D”, all signals from the vehicle (200) are monitored in real time and are sent to a computer, or tablet, or cell phone, or any device comprising a processor and a means of transmitting and receiving information, or capable of receiving signals from the vehicle (200) from a central server. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that it performs between four and twenty-two cycles, preferably between six and eighteen cycles. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that at stage “B” the vehicle (200) travels in a straight line the fifth length (L5) after traveling forward and performing the radius curve (R) to the first side. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that at stage “D” the vehicle (200) travels forward in a straight line the sixth length (L6) before performing the forward radius (R) turn to the first side. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that, after performing the tests in stage “D”, the vehicle (200) returns to the initial position, before the start of stage “A”. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that at least one length (TR, L1, L2, L3, L4, L5, L6, L7) and / or at least one width (W1, W2) has at least one section with an unpaved surface covered by obstacles, wherein the obstacles comprise at least one of: rough terrain, steep inclines, uneven surfaces, mud, sand and flooded areas. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that in stage “A”, the vehicle (200) performs static steering and, after performing static steering, travels the first length (L1) in a non-autonomous direction, then travels the second length (L2) in an autonomous direction and travels the third length (L3) in a non-autonomous direction. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that at stage “B”, the vehicle (200) performs the radius curve (R) in non-autonomous direction. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that at stage “C”, the vehicle (200) travels the second length (L2) in autonomous driving. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that at stage “D” the vehicle (200) performs the radius (R) turn to the first side in non-autonomous direction. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that in stages “B” and / or “D” the steering of the vehicle (200) is evaluated. Method for collecting data from a vehicle (200) through a test circuit (100), according to claim 1, characterized in that the straight length (TR) is between 25% and 40% of the total length of the test circuit (100); the first length (L1) is between 2% and 10% of the total length of the test circuit (100); the second length (L2) is between 12% and 28% of the total length of the test circuit (100); the third length (L3) is between 2% and 10% of the total length of the test circuit (100); the fourth length (L4) is between 1% and 9% of the length of the test circuit (100); the fifth length (L5) is between 1% and 8% of the total length of the test circuit (100); the sixth length (L6) is between 1% and 8% of the total length of the test circuit (100); the seventh length (L7) is equivalent to between 1% and 9% of the length of the test circuit (100);the first width (W1) is equivalent to between 1% and 5% of the total length of the test circuit (100); and the second width (W2) is equivalent to between 2% and 7% of the length of the test circuit (100). Method for evaluating vehicle parameters (200), characterized in that it comprises the steps of: Initiating the reception, on a computer, or tablet, or cell phone, or any device comprising a processor and a means of transmitting and receiving information, or capable of receiving from a central server, the signals from the vehicle (200); Receiving the signals from the vehicle (200) that simulate the hydraulic working regime of the vehicle (200); Evaluating the data collected in steps i and iii to determine the correct functioning of the vehicle (200); Alerting a user, through an alert means if at least one of the monitored values ​​is outside the appropriate ranges; wherein the signals from the vehicle (200) of step i. are received through the Method for collecting data from a vehicle (200) through a test circuit (100) defined in claim 1. A method for evaluating vehicle parameters, according to claim 13, characterized in that it further comprises a step ii of: initiating the reception of signals relating to the vehicle's servo-assisted system (200). A method for evaluating vehicle parameters, according to claim 14, characterized in that it further comprises a step iv of: Receiving signals from the vehicle (200) that simulate the electro-electronic operating regime of the vehicle (200). Method for evaluating vehicle parameters (200), according to claim 15, characterized in that step v additionally comprises a step of: Evaluating the data collected in steps ii and iv, to determine the correct functioning of the vehicle (200). A method for evaluating vehicle parameters (200), according to claim 16, characterized in that it further comprises a step vi of: Displaying, on a human-machine interface, or transmitting, to a device comprising a processor and a means of transmitting and receiving information, one or more graphs that synthesize and illustrate the operational parameters of interest of the vehicle (200). A method for evaluating vehicle parameters (200), according to claim 13, characterized in that it further comprises a step for receiving initial data from a vehicle (200), either through manual input by a user or automatically through a central server. Method for evaluating vehicle parameters (200), according to claim 18, characterized in that the initial data of a vehicle (200) from stage i comprises at least one of: chassis; mileage; type of traction; year of manufacture; model year; tire calibration pressure; tire condition; controlled mass of the front axle and total vehicle; vehicle steering angles to the left and right; vehicle steering arm positioning angles to the left and right; and tire position angles to the left and right. Method for evaluating vehicle parameters (200), according to claim 13, characterized in that the vehicle (200) comprises at least one torque and angle sensor on the steering wheel; wherein the readings / measurements made by said sensor are used in the evaluation of parameters. Method for evaluating vehicle parameters (200), according to claim 15, characterized in that the vehicle (200) comprises: at least one torque and angle sensor on the vehicle's steering wheel (200), at least one working pressure sensor for the vehicle's steering box (200), at least one temperature sensor in the oil reservoir of the vehicle's steering system (200), at least one temperature sensor in the external environment, at least one ignition sensor capable of identifying whether the vehicle (200) is on or off, at least one sensor capable of detecting the status of the vehicle's brake system (200), and at least one vehicle speed sensor; wherein the readings / measurements made by said sensors are used in at least one of the steps ia iv. Method for evaluating vehicle parameters (200), according to claim 15, characterized in that the vehicle (200) comprises at least one of: at least one wheel angle sensor; at least one drag link force sensor of the vehicle (200); and at least one GPS; wherein the readings / measurements made by said sensors and / or equipment are used in steps ii and / or iv. Method for evaluating vehicle parameters (200), according to claim 15, characterized in that the maneuvers performed in steps iii and iv are carried out at a maximum speed of 10 km / h or, preferably, at a maximum speed between 4 km / h and 5 km / h. Method for evaluating vehicle parameters (200), according to claim 15, characterized in that the maneuvers performed to simulate the hydraulic and electro-electronic regimes of stage iv are maneuvers of statically parking the vehicle (200) both clockwise and counterclockwise before starting the test circuit (100); wherein, after statically parking the vehicle (200), the remaining maneuvers of the test circuit (100) are carried out. Method for evaluating vehicle parameters (200), according to claim 14, characterized in that the vehicle signals (200) of steps ie ii comprise at least one of: vehicle ignition; vehicle speed; steering wheel torque; steering wheel angle; oil temperature in the reservoir; and steering box working pressure. Method for evaluating vehicle parameters (200), according to claim 14, characterized in that the signals of the servo-assisted system of the vehicle (200) of step ii comprise at least one of: servo-assisted system motor torque; return-to-center activation control; servo-assisted system active fault controls; error message simulation; servo-assisted system power supply; servo-assisted system actuating current; servo-assisted system automatic end-of-travel positioning; and servo-assisted system electric motor temperature. Method for evaluating vehicle parameters (200), according to claim 15, characterized in that after starting to receive signals from vehicle (200) in step i, all signals from vehicle (200) are monitored in real time until the end of step iii or iv. Method for evaluating vehicle parameters (200), according to claim 15, characterized in that the determination of the correct functioning of the vehicle (200) of step v is carried out based on the direct comparison of the signals obtained in steps ia iv and the criteria and limits pre-established by a user and / or by a standard range indicated previously and / or from a central server. Computer-readable memory, characterized in that it comprises a set of instructions which, when executed, perform the method for collecting data from a vehicle (200) through a test circuit (100) defined in claim 1. Computer-readable memory characterized in that it comprises a set of instructions which, when executed, perform the vehicle parameter evaluation method (200) defined in claim 13.

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