Description:FIELD OF THE INVENTION

[1] The present disclosure generally relates to a saddle-type vehicle. More particularly, the present disclosure relates to a test rig apparatus for a saddle-type vehicle.

BACKGROUND

[2] In a saddle-type vehicle, for example, in an electric scooter, traction control feature prevents wheel slip during vehicle acceleration. Traction is the ability of a wheel to grip to the road surface. Typically, traction control is achieved by reducing the torque supplied to the wheel.

[3] Vehicle traction control testing is usually performed by driving the vehicle on test tracks that provide various friction surfaces. Testing on tracks is time consuming and requires additional manpower. The complete vehicle is instrumented and moved to a test track. Further, the vehicle needs to be moved to multiple tracks with various friction levels. During real-time track testing, customer demonstration of a specific implemented feature becomes challenging. Moreover, there is a requirement to visit the track each time there is a failure of an implemented feature.

[4] Various methods and systems exist to test the vehicle in a simulated environment of the real-time track testing. In one existing system, a test rig is provided for characterizing and evaluating tires. The test rig controllably imposes forces and motions on the tire under test. A vehicle model module produces command signals based on the vehicle model and the road description to control the test rig to apply loads on the tire and to take feedback measured from the test rig to the vehicle model. However, this setup focuses specifically on the tires and does not simulate traction control of a complete saddle-type vehicle.

[5] There is an unmet need for a test rig to test the saddle-type vehicle for various features including traction control.

SUMMARY

[6] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

[7] An objective of the present disclosure is to provide a test rig for testing a saddle-type vehicle in a closed environment.

[8] An objective of the present disclosure is to provide a test rig to precisely replicate various slip/friction conditions for a saddle-type vehicle.

[9] An objective of the present disclosure is to enable rapid development and testing of various safety features including traction control.

[10] An objective of the present disclosure is to provide a test rig for unit testing of traction control system at a vehicle.

[11] Accordingly, a test rig apparatus for a saddle-type vehicle is disclosed. The test rig apparatus includes a frame structure. The frame structure includes a first base plate and a second base plate mounted on the first base plate. The frame structure includes a pair of supporting arms extending upwards and coupled respectively to mutually opposite sides of the base plate. The frame structure includes a friction surface plate detachably mounted on the base plate and comprising a sensing unit. The friction surface plate is disposed proximate to a first end of the base plate. The frame structure includes a movable plate mounted on the base plate and comprising a clamp. The movable plate is disposed proximate to a second end opposite to the first end of the base plate. The frame structure includes a pair of flexible members coupled respectively to the pair of supporting arms.

[12] There are various advantages of the test rig apparatus. The test rig apparatus can test the saddle-type vehicle in a closed environment and avoids the need for track based testing of saddle-type vehicle for safety features. The test rig apparatus enables to precisely replicate various slip/friction condition for a saddle-type vehicle. Further, the test rig apparatus enables rapid development and testing of various safety features including traction control. The test rig apparatus is used for unit testing of traction control system at a vehicle.

[13] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[14] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

[15] Figure 1 illustrates a perspective side view of a saddle-type vehicle, according to an embodiment of the present disclosure;

[16] Figure 2A illustrates a perspective view of a test rig apparatus, according to an embodiment of the present disclosure; and

[17] Figure 2B illustrates a side perspective view of a saddle-type vehicle mounted on the test rig apparatus, according to a use case of the present disclosure.

[18] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of vehicle, one or more components of the vehicle may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

[19] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.

[20] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.

[21] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more…” or “one or more elements is required.”

[22] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.

[23] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

[24] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

[25] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.

[26] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

[27] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.

[28] An Electric Vehicle (EV) or a battery powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).

[29] In construction, as illustrated in Figure 1, an EV (10) typically comprises a battery or battery pack (12) enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger (14), a Motor Controller Unit (MCU), an electric motor (16) and a transmission system (18). The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery (12) is typically charged using the electric current taken from the grid through a charging infrastructure (20). The battery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger (14) converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in case of DC charging, the on-board charger (14) is bypassed, and the current is transmitted directly to the battery via the BMS.

[30] The battery (12) is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein may be referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery (12) is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV (10) without the requirement of a host computer.

[31] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting of the electric motor (16), stopping the electric motor (16), controlling the speed of the electric motor (16), enabling the vehicle to move in the reverse direction and protect the electric motor (16) from premature wear and tear. The primary function of the electric motor (16) is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV to facilitate movement of the EV. Additionally, the electric motor (16) also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).

[32] The transmission system (18) of the EV (10) facilitates the transfer of the generated mechanical energy by the electric motor (16) to the wheels (22a,22b) of the EV. Generally, the transmission systems (18) used in EVs include single speed transmission system and multi-speed (i.e., two-speed) transmission system, wherein the single speed transmission system comprises a single gear pair whereby the EV is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitates higher torque and vehicle speed.

[33] In one embodiment, all data pertaining to the EV (10) and/or charging infrastructure (20) are collected and processed using a remote server (known as cloud) (24), wherein the processed data is indicated to the rider/driver of the EV (10) through a display unit present in the dashboard (26) of the EV (10). In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.

[34] Embodiments of the present disclosure describe a test rig apparatus for testing features including traction control in the saddle-type vehicle (10).

[35] Figure 2A illustrates a perspective view of a test rig apparatus, according to an embodiment of the present disclosure. A test rig apparatus (200) is provided for a saddle-type vehicle (10) to test various safety features. In one embodiment, the test rig apparatus (200) is configured to test for traction control. In one embodiment, the test rig apparatus (200) is configured to test for anti-braking system (ABS) control and in another embodiment, the test rig apparatus (200) is configured to test for acceleration control of the saddle-type vehicle (10). The test rig apparatus (200) can be used for testing the saddle-type vehicle (10) in a closed environment.

[36] The test rig apparatus (200) comprises a frame structure (205). The frame structure (205) may be of steel, aluminum or any other metal or alloy make. The frame structure (205) includes a first base plate (215a). The frame structure (205) includes a second base plate (215b) mounted on the first base plate (215a). Further, the frame structure (205) includes a pair of supporting arms (210a, 210b) extending upwards and coupled respectively to mutually opposite sides of the base plate (215a). The first base plate (215a), the second base plate (215b), and the pair of supporting arms (210a, 210b) constitute the exterior structure and provide structural support to the frame structure (205).

[37] The frame structure (205) includes a first end (205a) and a second end (205b). The frame structure (205) includes a friction surface plate (220) detachably mounted on the base plate (215b) and comprising a sensing unit (220a). The friction surface plate (220) is disposed proximate to the first end (205a) of the base plate (215a). The friction surface plate (220) is configured to provide a plurality of coefficients of friction. The sensing unit (220a) is configured to detect a plurality of vehicle related parameters, for example, but not limited to speed, weight, and traction.

[38] The frame structure (205) includes a movable plate (225) mounted on the base plate (215a) and comprising a clamp (225a). The movable plate (225) is disposed proximate to the second end (205b) opposite to the first end (205a) of the base plate (215a). The movable plate (225) includes a plurality of rolling elements (240). The plurality of rolling elements (240) enable movement of the movable plate (225) along a linear axis (X) and a yaw axis (Y) on the base plate (215a) to replicate the pitch, roll and yaw behavior in the vehicle.

[39] The frame structure (205) includes a pair of flexible members (230a, 230b) coupled respectively to the pair of supporting arms (210a, 210b). The pair of flexible members (230a, 230b) are elastic bands or bungee cords that are flexible. The base plate (215a) is configured to support a saddle-type vehicle (10) such that a front wheel (22a) of the saddle-type vehicle (10) is mounted on the movable plate (225) and clamped to the clamp (225a) and a rear wheel (22b) of the saddle-type vehicle (10) is mounted on the friction surface plate (220). Further, the pair of flexible members (230a, 230b) is configured to be coupled to the saddle-type vehicle (10). The pair of flexible members (230a, 230b) is configured to enable restricted lateral movement of the saddle-type vehicle (10) and hold the saddle-type vehicle (10) in position.

[40] The frame structure (205) is configured to be positioned in a horizontal position or an inclined position for testing the saddle-type vehicle (10). The frame structure (205) can be inclined at one of the first end (205a) or the second end (205b) for testing the saddle-type vehicle (10). In one embodiment, the frame structure (205) can be inclined at the first end (205a) to test the saddle-type vehicle (10) in an uphill position. In another embodiment, the frame structure (205) can be inclined at the second end (205b) to test the saddle-type vehicle (10) in a downhill position.

[41] Figure 2B illustrates a perspective view of a saddle-type vehicle mounted on the test rig apparatus, according to a use case of the present disclosure. In one embodiment, the test rig apparatus (200) includes a plurality of AI enabled image capturing devices such as but not limited to cameras mounted on the frame structure (205). The plurality of AI enabled image capturing devices are configured to detect a traction control and stability of the saddle-type vehicle (10).

[42] There are various advantages of the test rig apparatus (200). The test rig apparatus (200) can test the saddle-type vehicle (10) in a closed environment and avoids the need for track based testing of saddle-type vehicle (10) for safety features. The test rig apparatus (200) enables to precisely replicate various slip/friction condition for a saddle-type vehicle. Further, the test rig apparatus (200) enables rapid development and testing of various safety features including traction control. The test rig apparatus (200) is used for unit testing of traction control system at a vehicle.

[43] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.

[44] List of reference numerals:
Components Reference numerals
Test rig apparatus 200
Saddle-type vehicle 10
Frame structure 205
First base plate 215a
Second base plate 215b
Pair of supporting arms 210a, 210b
Friction surface plate 220
Sensing unit 220a
Movable plate 225
Clamp 225a
Pair of flexible members 230a, 230b
First end 205a
Second end 205b
Rolling elements 240
Front wheel 22a
Rear wheel 22b , Claims:1. A test rig apparatus (200) for a saddle-type vehicle (10), the test rig apparatus (200) comprising:
a frame structure (205) comprising:
a first base plate (215a) and a second base plate (215b) mounted on the first base plate (215a);
a pair of supporting arms (210a, 210b) extending upwards and coupled respectively to mutually opposite sides of the first base plate (215a);
a friction surface plate (220) detachably mounted on the second base plate (215b) and comprising a sensing unit (220a), wherein the friction surface plate (220) is disposed proximate to a first end (205a) of the first base plate (215a);
a movable plate (225) mounted on the first base plate (215a) and comprising a clamp (225a), wherein the movable plate (225) is disposed proximate to a second end (205b) opposite to the first end (205a) of the first base plate (215a); and
a pair of flexible members (230a, 230b) coupled respectively to the pair of supporting arms (210a, 210b).

2. The test rig apparatus (200) as claimed in claim 1, wherein the friction surface plate (220) is configured to provide a plurality of coefficients of friction.

3. The test rig apparatus (200) as claimed in claim 1, wherein the sensing unit (220a) is configured to detect a plurality of vehicle related parameters.

4. The test rig apparatus (200) as claimed in claim 1, wherein the movable plate (225) comprises a plurality of rolling elements (240), wherein the plurality of rolling elements (240) enable movement of the movable plate (225) along a linear axis (X) and a yaw axis (Y) on the first base plate (215a).

5. The test rig apparatus (200) as claimed in claim 1, wherein the first base plate (215a) is configured to support the saddle-type vehicle (10) such that a front wheel of the saddle-type vehicle (10) is mounted on the movable plate (225) and clamped to the clamp (225a) and a rear wheel of the saddle-type vehicle (10) is mounted on the friction surface plate (220).

6. The test rig apparatus (200) as claimed in claim 5, wherein the pair of flexible members (230a, 230b) is configured to be coupled to the saddle-type vehicle (10).

7. The test rig apparatus (200) as claimed in claim 6, wherein the pair of flexible members (230a, 230b) is configured to enable restricted lateral movement of the saddle-type vehicle (10).

8. The test rig apparatus (200) as claimed in claim 1, wherein the frame structure (205) is configured to be positioned in either a horizontal position or an inclined position for testing the saddle-type vehicle (10).

9. The test rig apparatus (200) as claimed in claim 8, wherein the frame structure (205) can be inclined at one of the first end (205a) or the second end (205b) for testing the saddle-type vehicle (10).

10. The test rig apparatus (200) as claimed in claim 9, wherein the test rig apparatus (200) is configured to test for at least one of a traction control, an anti-braking system (ABS) control, and an acceleration control of the saddle-type vehicle (10).

11. The test rig apparatus (200) as claimed in claim 1, comprising a plurality of AI enabled cameras mounted on the frame structure (205).

12. The test rig apparatus (200) as claimed in claim 11, wherein the plurality of AI enabled cameras is configured to detect a traction control of the saddle-type vehicle (10).