• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a device for testing a motor vehicle having an advanced driving assistance system comprising a frame (10) for fixing a target, a support arm (12), the frame (10) ) being rotatably mounted to the support arm (12) about an axis of rotation (25 ') parallel to said support arm (12), the frame (10) being adapted to pass from a detectable position (10a), in which the target is detectable by the tested vehicle, in a retracted position (10b), in which the target is invisible to the detection system of the vehicle tested, characterized in that it comprises active drive means (35, 26) capable of forcing the passage of the frame (10) from the detectable position (10a) to the retracted position (10b) and means for holding the frame (35, 26) in the retracted position.
    公开号:FR3057384A1
    申请号:FR1659774
    申请日:2016-10-11
    公开日:2018-04-13
    发明作者:Jean-Michel Royer
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    (57) The invention relates to a device for testing a motor vehicle provided with an advanced driving assistance system comprising a frame (10) for fixing a target, a support arm (12) I frame (10) being rotatably mounted on the support arm (12) about an axis of rotation (25d parallel to said support arm (12), the frame (10) being able to pass from a detectable position (10a), in which the target is detectable by the tested vehicle, in a retracted position (10b), in which the target is invisible to the detection system of the tested vehicle, characterized in that it comprises active drive means (35,26) able to force the passage of the frame (10) from the detectable position (10a) to the retracted position (10b) and means for holding the frame (35, 26) in the retracted position.
    Motor vehicle testing device with an advanced driver assistance system
    The invention relates to a test device intended to validate the behavior of motor vehicles equipped with an advanced driving assistance system, known as the Advanced Driver Assistance System in English, frequently abbreviated as ADAS.
    ADAS systems use an optical detection device, usually coupled to a radar device, to allow a motor vehicle to travel autonomously among other motor vehicles. In particular, the purpose of ADAS systems is to autonomously avoid collisions with other motor vehicles.
    To test such driver assistance systems, decoys simulating the presence of a vehicle are frequently used. These lures, also called targets, are, for example, composed of a representation of a motor vehicle intended to be spotted by the camera of an ADAS system, associated with a metal plate having the role of being detected by the ADAS system radar.
    To be able to simulate several traffic situations, the target is fixed on a support arm, itself connected transversely to the roof of a support vehicle, allowing the target to have movements identical to those of a real vehicle.
    Real-life tests are then carried out, in particular road tests at different speeds, which can range, for example, from 50 to 100 km / h.
    The use of the support vehicle carrying the target makes it possible to simulate different traffic situations such as passing by the right or pounding after a sudden stop.
    During these tests, a driver is generally present in the autonomous vehicle tested and can take control of it if the ADAS system is found to be faulty. A faulty system is understood to mean the fact that the ADAS system does not, in certain situations, allow the autonomous vehicle tested to perform the maneuver adapted to the traffic situation. For example, an autonomous motor vehicle is expected to shift to the left to double, to slow down appropriately when the target slows down, or to avoid the target during a sudden stop of the target.
    In the field of vehicle test devices with an ADAS system, remote-controlled targets made of destructible material, for example foam or any other suitable material, are known which allow the vehicle under test to pass through the target in in the event of a strong collision.
    Destructible targets are adapted to relatively high test speeds, for example at speeds greater than 100 km / h, but these targets have the disadvantage of being for single use which increases the cost of the test phases. .
    Known targets are also known which are reusable after a failed test. The carried targets are fixed on a fixing frame rotatably mounted on a support arm, itself connected to a support vehicle.
    The target fixing frame is driven by a pendulum movement 15 during contact with the vehicle under test. However, such a pendulum movement presents several risks. Indeed, after a shock, the fixing frame may fall on the autonomous vehicle tested and consequently damage it. In addition, falling on the autonomous vehicle tested, the frame may present a danger to the driver of this vehicle.
    It is then possible to limit the test speed, or the speed difference between the target and the autonomous vehicle tested, to minimize the impact of the shock on the target fixing frame, but this reduces the test possibilities. .
    There is therefore a need for a reusable and more secure testing device.
    A motor vehicle testing device is provided with an advanced driver assistance system, comprising a target fixing frame, a support arm, the frame being rotatably mounted with the support arm around. an axis of rotation parallel to said support arm, the frame being able to pass from a detectable position, in which the target is detectable by the vehicle tested, to a retracted position, in which the target is invisible to the detection system of the vehicle tested.
    The test device comprises active drive means capable of forcing the passage of the frame from the detectable position to the retracted position and means for holding the frame in the retracted position.
    Thus, when in contact with the vehicle under test, the frame rises and is held in the retracted position, leaving enough space for the vehicle under test to pass under the test device. This prevents the frame from falling back onto the vehicle under test and damaging it.
    Advantageously and in a nonlimiting manner, the active drive means comprise at least one spring fixed on the one hand to the support arm and on the other hand to the frame, said spring defining a critical position with respect to which, on one side the spring returns the frame to the detectable position and on the other hand the spring returns the frame to the retracted position.
    îo Advantageously and in a nonlimiting manner, the critical position corresponds to the position of the spring when it extends in a plane defined on the one hand by the axis of rotation of the frame, and on the other hand by the point of attachment of said helical spring to the support arm.
    The use of a spring makes it possible to obtain a relative active drive which is inexpensive to produce, robust and simple to adjust. In addition, the fact of fixing the spring on the one hand to the arm and on the other hand to the frame, contributes to a robust holding of the frame relative to the arm.
    Advantageously and without limitation, the active drive means comprise a plurality of helical springs.
    Advantageously and without limitation, the active drive means may include a counterweight member installed opposite the frame relative to the support arm. Thus, the weight exerted by this counterweight member, acting in pair with the return force of the springs, makes it possible to actively train the frame in the retracted position and then to maintain it in said retracted position.
    Advantageously and in a nonlimiting manner, the counterweight member comprises a plate integral with the frame, and weights capable of being removably attached to said plate. Thus, it is possible to simply adapt the force applied by the counterweight member to the frame as a function of the sensitivity and of the transition speed desired for the frame between its detectable position and the retracted position.
    Advantageously and in a nonlimiting manner, the holding means may comprise a holding hook fixed on the support arm and on which the frame is positioned when it is in the retracted position. Thus the retaining hook is a simple solution to realize and which allows to quickly replace the frame in detectable position by unhooking it manually.
    Advantageously and in a nonlimiting manner, the holding means can contain a counterweight member. For example the same as that of active training means. Thus, the counterweight member participates in the active drive means and in the holding means, which makes it possible to reduce the size and the weight of the test device by limiting the number of elements necessary for operation.
    îo Advantageously and in a nonlimiting manner, the device comprises a non-return member of the frame imposing on it a single direction of rotation. Thus, it is possible to carry out tests in a configuration where the support vehicle travels for example at speeds greater than 100 km / h.
    Advantageously and in a nonlimiting manner, the means for fixing the frame to the support arm may comprise at least one spherical roller bearing. Thus, fixing and rotation is ensured by a reliable and inexpensive means to produce.
    The invention also relates to a motor vehicle comprising a testing device as described above.
    Other particularities and advantages of the invention will emerge on reading the description given below of a particular embodiment of the invention, given by way of indication but not limitation, with reference to the appended drawings in which:
    - Figure 1 is a perspective view of the test device mounted on a support vehicle.
    - Figure 2 is a perspective view of the fixing frame according to one embodiment of the invention;
    - Figure 3 is a detail view of the frame mounted on a support arm according to the embodiment of Figure 2;
    - Figures 4a, 4b, 4c, 4d are schematic representations of the active drive kinematics of the fixing frame, according to the embodiment of Figure 2, from the detectable position to the retracted position.
    - Figures 5a and 5b are perspective views of a device imposing on the frame, according to the embodiment of Figure 2, a single direction of rotation;
    - Figure 6 is a perspective view of a frame holding hook 5 according to the embodiment of Figure 2, fixed a support arm.
    In the present description, the terms front, rear, upper, lower, refer to the front and rear directions of the vehicle, when the test device is mounted on the vehicle. The X, Y, Z axes correspond respectively to the longitudinal (front to back), transverse and vertical axis of the vehicle.
    By substantially horizontal, longitudinal or vertical is meant a direction / plane forming an angle of at most 20 °, or even at most 10 ° or at most 5 ° with a direction / horizontal, longitudinal or vertical plane .
    By substantially parallel, perpendicular or at right angles is meant a direction / angle deviating by at most 20 °, or even at most 10 ° or at most
    5 ° in a parallel, perpendicular or right angle direction.
    With reference to FIGS. 1 to 3 relating to the same embodiment, a support vehicle 11 supports a support arm 12 to which a test device 1 is rotatably mounted for testing a motor vehicle that is autonomous or equipped with a advanced driver assistance system.
    This test device 1 comprises a frame 10 for fixing a target capable of being detected by the motor vehicle tested.
    The frame 10 is fixed to the support arm 12 by means of fixing elements 14.
    Here, the fastening elements 14 are formed by two fastening walls 14a and 14b, shown in FIG. 3, parallel to each other and kept at a distance from each other, each extending in a substantially vertical longitudinal plane relative to the support motor vehicle.
    Each fixing wall 14a and 14b is fixed to the support arm 12 by being welded thereto, or alternatively screwed, riveted, clipped, or by any other means known to those skilled in the art.
    Each wall 14a, 14b has an orifice intended to receive a means of rotation 25, here a spherical roller bearing, which allows the rotation of the frame 10 along an axis of rotation 25 ’extending substantially parallel to the support arm 12.
    This allows the passage of the frame 10 from a detectable position 10a in which a target installed on the frame 10, can be detected by a tested motor vehicle, towards a retracted position 10b in which the frame 10 pivots so that it no longer constitutes an obstacle for the motor vehicle tested.
    The direction of retraction, that is to say the direction of passage from the detectable position 10a to the retracted position 10b is given by the arrow 13. The direction of retraction goes from the rear towards the front of the vehicle io support arm support 12.
    Referring to Figure 2, the target fixing frame 10 is made by an assembly of stainless steel tubes, for example exhaust tubes, but can be made of any other suitable material.
    The tubes forming the frame 10 are assembled by flanges 20. Such an assembly facilitates maintenance of the device, and more particularly that of the fixing frame 10, by making it possible to replace deteriorated components without having to dismantle the device entirely.
    A cross 21 is installed in the central part of the frame 10 and is fixed by flanges 20.
    The spider 21 makes it possible to stiffen the frame 10.
    A metal plate 22 intended to be detected by the radar of the vehicle under test is installed on the spider 21, when the frame is in the detectable position.
    The frame 10 has two connecting shoulders 23 between the frame 10 and 25, an upper part of the frame where spherical roller bearings are arranged, making it possible to pivot the frame around the axis of rotation 25 ’.
    The connection between the shoulders 23 and the frame 10 is effected with tubular sleeves 24, here produced in expanded tubes.
    A counterweight member 26 mounted integral with the frame 10, comprises a fixing plate 263 intended to receive the weights, not shown.
    The weights are, for example, screwed onto the plate 263 but can also be, for example, clipped, hung by means of rivets or by any other suitable fixing means.
    The flyweights can for example be made of stainless steel, which makes it possible to keep them in good condition throughout the test phases.
    The fixing plate 263 is secured to the frame 10 by two holding arms 262 so that the fixing plate 263 is disposed above the upper part of the frame 20 where the spherical roller bearings are arranged.
    Each holding arm 262 extends between the means for rotating the frame 25 and a free end 261 in the vicinity of which the fixing plate is fixed to the holding arms 262.
    îo Furthermore, each holding arm 262 has a profiled portion in
    U, called U-shaped portion, in a side view in a direction substantially parallel to the axis of rotation 25 ’.
    The U-shaped portion is adapted to the shape of the support arm 12 so as to come to rest on the support arm 12. This constitutes a stop preventing rotation of the frame 10 beyond the retracted position 10b, and participates in maintaining the frame 10 in the retracted position 10b.
    Buttresses 27 are on the one hand welded to the U-shaped portion of the retaining arms 262, and on the other hand fixed to the frame 10 by flanges 20.
    Springs 35, here helical return springs, are installed on the one hand to the frame 10 and on the other hand to the support arm 12, so as to produce a return tension on the frame 10.
    The frame 10 being mounted mobile in rotation relative to the support arm 12, the springs 35 are able to maintain it in two stable positions: in the detectable position, also called first stable position, and in the retracted position, also called second stable position .
    In other words, the test device 1, comprising the frame 10, the support arm 12 and the springs 35, is a bistable device.
    Each spring 35 tends to return the frame 10 to one of the stable positions, depending on whether the spring is on one side or the other of a position called the critical position.
    The critical position of a spring 35 is defined as being the position reached by the spring 35 when it extends in its direction of elongation in a plane defined by the axis of rotation 25 ′ of the frame 10 and by the point for anchoring the spring 35 on the support arm 12.
    According to a preferred embodiment, the springs 35 are arranged so that their critical position is a common critical position, in other words that their respective critical positions are defined by the same plane.
    However, if this were not the case, the frame would be driven towards the stable position for which the greatest restoring force is applied by the springs 35.
    With reference to FIG. 3, attachment tubes 31 intended to receive the fixing springs 35 are placed perpendicular to the shoulders 23 of the frame and.
    These attachment tubes 31 are fixed in a plane perpendicular to the axis of rotation 25 ′ and to the main axis in which the support arm 12 extends. In other words, the attachment tubes 31 extend in one direction substantially parallel to the driving direction of the support vehicle 11.
    On the tubes 31 are placed flanges 32 able to slide along said tubes 31. The flanges 32 can thus be loosened to slide along the tube 31 on which it is installed or be tightened to be fixed relative to the tube 31.
    Each flange 32 is equipped with a ring 33, here made of steel, to receive at least one end for fixing a spring 35.
    Each shoulder 23 of the frame 10 has a hooking plate 34 for hooking thereon another hooking end of a spring 35.
    The attachment plates 34 can for example be welded to the respective shoulders 23.
    The attachment plates 34 are pierced with a plurality of orifices offset vertically relative to one another.
    Each orifice has a diameter suitable for being traversed by one end of a spring, for example between 20 and 30 mm.
    Thus, each spring 35 is hooked at one end to a ring 33 of a flange 32 and at another end in an orifice of a hooking plate 34.
    One can for example provide between 1 and 4 springs per hooking plate 34, or more. This modulates the total tension of the return applied to the frame 10 to cause it between its two stable positions.
    Each spring 35 is defined by its own return tension which can be distinct from the other springs. However, a total equal return tension is preferably defined for the two attachment plates 34.
    By virtue of the vertical offset of the orifices of the same attachment plate 34 with respect to each other, it is possible to simply modify the tension that the springs 35 apply to the frame 10 by changing the orifice for attachment of the spring on the hooking plate 34.
    It is also possible to simply change the critical position of each spring 35, by moving the associated attachment flange flanges 32 along the tube 31 on which it is fixed.
    Under test conditions of an ADAS motor vehicle, the fixing frame is first installed in detectable position 10a, which corresponds to its first stable position, according to the schematic kinematic figure 4a.
    The frame 10 is in this position, on the one hand subjected to the return force of the springs 35 and locked in rotation in the return direction by a rubber stop 41. Thus the frame 10 is kept stable, in particular when the motor vehicle is driven in motion.
    During an impact between the tested vehicle and the frame 10, the tested vehicle exerts a force on the frame 10 in its direction of advance, as shown in FIG. 4a by the arrow 40. The impact causes a displacement of the frame 10, in particular a rotation about its axis of rotation 25 ′, causing an elongation and a displacement of the springs 35.
    This offset continues until the frame 10 causes the springs 35 to reach their critical position, as shown in FIG. 4c.
    We also speak of critical position of the frame 10, which corresponds to the position of the limit frame 10 beyond which, on one side the frame 10 is driven towards its first stable position, and on the other side the frame 10 is driven to its second stable position. The critical position of the frame 10 is directly dependent on the critical position of each of the springs 35.
    For simplicity of understanding, in the present description, it is considered that the springs 35 have the same critical position, as the kinematics shows in FIG. 4c.
    When the springs 35 have passed the critical position, then the frame 10 is driven towards the retracted position, which is its second stable position, as shown in FIG. 4d.
    The weight of the counterweight member 26, not shown in FIGS. 4a, 4b, 4c, 4d, then participates in the return to the retracted position, by exerting vertical pressure on the upper part of the frame 10.
    îo The testing device 1, when the frame 10 is in the critical position represented by FIG. 4c, is particularly unstable. The test device 1 is calibrated so that the energy transmitted by the vehicle under test to the test device 1 is sufficient to overcome the critical situation and retract the frame 10.
    The driving movement of the frame 10 towards the retracted position is stopped by a rubber stop 40 ’, which prevents rotation of the frame 10 beyond a predefined retracted position.
    In particular, the frame 10 in the retracted position extends in a substantially horizontal plane, which corresponds to a rotation of substantially 90 °, or between 80 ° and 100 °, relative to its detectable position.
    With reference to FIGS. 5a and 5b, a non-return device 50 of the frame 10 can replace or be added to the rubber retaining stop 41 in the detectable position.
    This non-return device 50 is composed of two pairs of rectangular section tubes 51, 51 ’articulated around a central part 52.
    The pair of tubes 51 connects the central part 52 of the non-return device 50 to the frame 10, here by means of pivot connections.
    The pair of tubes 51 'connects the central part 52 of the non-return device 50 to the support arm 12, here by means of pivot connections.
    The central part 52 of the non-return device 50 comprises two cylindrical tubes 523, inserted transversely into tubes of rectangular section 522.
    A hollowed aluminum plate 522 is welded to the tubes of rectangular section 523 in order to preserve the geometry of the assembly.
    The pair of cylindrical tubes 521 serves as a stop so that the two pairs of rectangular tubes 51, 51 ′ form an obtuse angle a.
    The angle a is kept obtuse in order to facilitate the retraction of the frame 10, which would be made impossible by a flat angle.
    The pair of cylindrical tubes 521 is made of deformable material, for example of deformable stainless steel or any other suitable material, which allows them to deform in the event of a heavy load thus protecting the anti-return device 50.
    The two pairs of tubes 51 and 51 ′ are of different lengths to allow the central plate 52 to be substantially horizontal when the frame 10 is in the retracted position 10a, reducing the size of the non-return device 50.
    This non-return device 50 thus makes it possible to prohibit the rotation of the frame beyond its detectable position, in the opposite direction to the direction defined for the passage to the retracted position, while allowing passage to this retracted position. The non-return device 50 thus makes it possible to obtain a robust retention of the frame 10 in a detectable position, in particular when the carrier vehicle is driven at high speed, for example beyond 100 km / h, while allowing passage to the position retracted, in the event of an impact with the motor vehicle tested.
    With reference to FIG. 6, a retaining hook 60 is secured to the support arm 12 by the fixing means 64.
    When the frame 10 passes into the retracted position 10b, it hooks to the retaining hook 60 and pushes hollow sections 61.
    The hollow sections 61 have a flat bottom and two oblique sides.
    The hollow sections 61 are connected to the fixing means 64 of the retaining hook 60 by compression springs 63.
    The assembly made up of hollow sections 61 and compression springs 63 allows the frame 10 to be damped during retraction, thus avoiding damaging the target.
    Stops 65, here made of rubber, make it possible to stop the compression of the compression springs 63 and thus to dampen the retraction of the frame 10.
    The holding hook 60 is secured to the fixing means 64 so that the hook 60 can pivot around the axis of rotation 66.
    One can for example, secure the hook 60 with a pivot connection. The rotation of the hook 60 around the axis 66 makes it possible to manually unhook the frame 10 in order to place it in the detectable position after a test.
    权利要求:
    Claims (2)
    [1" id="c-fr-0001]
    1. Test device (1) of a motor vehicle provided with an advanced driving assistance system, comprising a frame (10) for fixing a target, an arm
    5 support (12), the frame (10) being rotatably mounted on the support arm (12) about an axis of rotation (25 ') parallel to said support arm (12), the frame (10) being able to pass from a detectable position (10a), in which the target is detectable by the vehicle under test, to a retracted position (10b), in which the target is invisible to the detection system of the vehicle under test, characterized in that it comprises active drive means (35, 26) capable of forcing the passage of the frame (10) from the detectable position (10a) to the retracted position (10b) and means for holding the frame (35, 26, 60) in retracted position.
    2. Test device (1) according to claim 1, characterized in that the active drive means (35, 26) comprise at least one spring (35) fixed on the one hand to the support arm (12) and on the other hand to the frame (10), said spring (35) defining a critical position with respect to which, on one side the spring (35) recalls the frame (10) towards the detectable position (10a) and a other side the
    20 spring (35) recalls the frame (10) towards the retracted position (10b).
    3. Test device (1) according to claim 2, characterized in that said critical position corresponds to the position of the spring (35) when it extends in a plane defined on the one hand by the axis of rotation (25 ') of the frame (10), and on the other hand
    25 by the point of attachment of said helical spring (35) to the support arm (12).
    4. Test device (1) according to any one of claims 1 to 3, characterized in that the active drive means (35, 26) comprise a plurality of helical springs (35).
    5. Test device (1) according to any one of claims 1 to 4, characterized in that the active drive means (35, 26) comprise a counterweight member (26) installed opposite the frame (10) relative to the support arm (12).
    6. Test device (1) according to claim 5, characterized in that the counterweight member 5 (26) comprises a plate (263) integral with the frame (10), and weights capable of being fixed in removable manner to said plate (263).
    7. Test device (1) according to any one of claims 1 to 6, characterized in that the means for holding the frame (10) in the retracted position (10b) comprise a holding hook (60) fixed on the support arm (12).
    8. Test device (1) according to any one of claims 1 to 7, characterized in that the means for holding the frame (10) in position
    15 retracted (10b) comprise a counterweight member (26), for example the same as that of the active drive means (35, 26).
    9. Test device (1) according to any one of claims 1 to 8, characterized in that it comprises a non-return device (50) imposing on the frame
    20 (10) a single direction of rotation.
    10. Motor vehicle comprising a testing device according to any one of claims 1 to 9.
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    同族专利:
    公开号 | 公开日
    EP3309533A1|2018-04-18|
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    EP3309533B1|2019-08-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP2008039686A|2006-08-09|2008-02-21|Denso Corp|Collision testing device|
    US20100192464A1|2007-07-17|2010-08-05|Honda Motor Co., Ltd.|Obstacle device for vehicle driving experience|
    EP2192567A1|2008-11-21|2010-06-02|Audi AG|System and method for testing the functionality of a driver assist system|
    US20110271593A1|2009-02-25|2011-11-10|Shinichi Hayashida|Vehicle passage control device|
    DE202014002558U1|2013-03-22|2014-04-29|Continental Safety Engineering International Gmbh|Test device for simulating driving situations|
    FR3077134A1|2018-01-25|2019-07-26|Psa Automobiles Sa|DEVICE FOR TESTING VEHICLES WITH FUNCTIONFOR DRIVING AID, ROTARY LURE|
    USD900216S1|2019-03-30|2020-10-27|Robert Harrison|Rollover simulator|
    USD900217S1|2019-10-07|2020-10-27|Robert Harrison|Rollover simulator|
    法律状态:
    2017-10-24| PLFP| Fee payment|Year of fee payment: 2 |
    2018-04-13| PLSC| Search report ready|Effective date: 20180413 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 3 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 4 |
    2021-07-09| ST| Notification of lapse|Effective date: 20210605 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1659774A|FR3057384B1|2016-10-11|2016-10-11|DEVICE FOR TESTING A MOTOR VEHICLE WITH AN ADVANCED DRIVING ASSISTANCE SYSTEM|
    FR1659774|2016-10-11|FR1659774A| FR3057384B1|2016-10-11|2016-10-11|DEVICE FOR TESTING A MOTOR VEHICLE WITH AN ADVANCED DRIVING ASSISTANCE SYSTEM|
    EP17195768.1A| EP3309533B1|2016-10-11|2017-10-10|Device for testing a motor vehicle provided with an advanced driving assistance system|
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