System Features

Key Features

High accuracy data using VBOX 3i and IMU Test lane change manoeuvres quickly and easily to adhere to regulations Set test points from a laptop or tablet PC in the vehicle Dedicated software plugin to provide live results in accordance with ISO3888-2 "Elk Test"

Graphical representation showing the speeds achieved to establish pass or fail Immediate display of results which is useful when conducted as a "witness" test Robot Integration

Measured Parameters

Speed Heading Yaw rate

Lateral G Steering Angle (either from Vehicle CAN or external sensor)

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Dedicated Test Plugin for VBOX Test Suite

VBTS Lane Change is designed to easily and accurately carry out the ISO 3888-2 'Moose (or Elk) Avoidance Test using a VBOX 3i data logger and IMU.

The software allows you to set the start and finish points of the test, and will record each test manoeuvre. One button configuration allows you to configure the VBOX 3i and IMU for the test.

The results chart in the screenshot below shows four runs of various speeds. Speed on entrance and speed on exit, along with percentage difference and time, are recorded to establish the validity of each test.

A graph illustrates speed and yaw rate against time, whilst the map logs the trajectory of the vehicle.

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IMU Integration

VBOX 3i features IMU integration, meaning that it has the ability to combine GPS and inertial data from a RACELOGIC Inertial Measurement Unit in real time.

Containing three accelerometers in the X, Y and Z planes, measurements from the IMU are seamlessly blended with the GPS data. This is useful for producing smooth, accurate data, particularly if you have a test site where view to the sky is obstructed, such as close to bridges, tall buildings and trees.

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Robot Integration

For tests which require the vehicle to take a repeatable and highly accurate drive line a VBOX 3i RTK can be used to provide speed, heading, and positional data to the required accuracy for a driving robot to follow a predefined path.

The example of a lane change manoeuvre in the video below shows the level of consistency that can be achieved with a VEHICO steering robot using the VBOX as a 'motion pack' for path-following applications.

Robots from manufacturers such as Anthony Best Dynamics and DSD are also integrated with VBOX for path-following, allowing for a wide variety of testing of ADAS and vehicle dynamics.

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Test Equipment

VBOX Test Systems

Lane ChangeTesting can be conducted using a VBOX 3i in conjunction with an IMU. A typical RACELOGIC test system comprises of:

VBOX 3i Using a powerful GPS engine, VBOX 3i logs data at 100 times a second and features a 400MHz power PC processor. It is possible to use a VBOX 100Hz Speed Sensor in place of a VBOX 3i and output to an external data logger. More

Inertial Measurement Unit (optional) RACELOGIC's IMU (RLVBIMU04) provides an accurate measurement of yaw rate. The IMU is optional, but helps to produce accurate data if the test site is obstructed, and is required by some local test regulations. More

Lane Change Software RACELOGIC's VBOX Test Suite for Lane Change is designed to easily and accurately carry out the ISO 3888-2 'Moose (or Elk) Avoidance Test using a VBOX 3i data logger and IMU. More

Test Procedures

Test Procedures

The lane change manoeuvre provides a good indication of the stability and control of a vehicle.

Using two lanes of cones, with widths corresponding to the width of the vehicle, it is carried out by driving through a tight first lane, before swerving hard into a second lane, and then swerving back into the original lane, as shown right and below.

It is designed to reproduce a sudden avoidance manoeuvre that can cause vehicles to lose control.

 

 

System Features

Key Features

Cost effective when compared to traditional ESC testing products Suitable for use in FMVSS126 and ESC R13H standards Compatible with steering robots via CAN

Very high accuracy of speed and heading measurements Free Analysis Software Real-time output of all measured parameters Easy and simple to install

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Measured Parameters

Speed (0.1km/h RMS) Heading (0.1°) Yaw rate (0.014˚/s)

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Free Analysis Software

VBOX Test Suite analysis software can be downloaded for free by all VBOX customers. Its intuitive interface is accessible for all users from engineer to test driver, making the process of recording and analysing your test data as quick and easy as possible.

Application-specific plugins enable you to complete your tests more efficiently than ever before, whether you are working in autonomous validation, vehicle development, certification, homologation, benchmarking or dynamics.

Using a clean workspace, multiple data sets can be compared and simultaneously examined. It does this by using separate tabs for each test, enabling you to compare different vehicles or set-ups without having to reset your test parameters each time, or search through multitudes of data on a single screen.

The software also uses context sensitive menus to make it easy for you to manage your data and can be used in either 'Offline' mode, for post-test analysis, or 'Online' mode so you can see your data in real-time.

Waiting for screenshot from Kev

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Compatible with steering robots

Racelogic have teamed up with Anthony Best Dynamics to provide a comprehensive solution for engineers to carry out tests, which require precise and repeatable control. The high torque and steering wheel speed required to perform ESC testing means that a robot such as the ABD SR60 is essential.

ABD take the VBOX CAN output for speed, heading, yaw and roll rate at 100Hz and feed it into the robot which conducts and guides the whole test.

Firstly the car is 'characterised', by determining the necessary steering angle to achieve the required amount of lateral g (known as a 'Slowly Increasing Steer' procedure). The actual Sine with Dwell test is then performed with increasing yaw and displacement, on both right and left turns.

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Test Equipment

VBOX Test Systems

Electric Stability Control Testing can be conducted using a VBOX 3i in conjunction with an IMU and a Steering Robot from AB Dynamics. A typical ESC test system from RACELOGIC comprises of:

VBOX 3i The 100Hz data logger has the ability to utilise data from a RACELOGIC IMU to improve all parameters measured in real-time - improving accuracy and noise levels, and enhancing the dynamic response to velocity. IMU integration also combats satellite drop out up to 10 seconds without lock. More

Inertial Measurement Unit Racelogic's IMU (RLVBIMU04) provides highly accurate measurements of pitch, roll, and yaw rate using three rate gyros, as well as x, y, z acceleration via three accelerometers. More

VBOX to IMU Cable The latest RACELOGIC IMU (RLVBIMU04) uses serial communication instead of CAN and connects to the 25 Way input of the VBOX via CAB119.

Test Procedures

Test Procedures

The NHTSA (USA National Highway Traffic Safety Association) ruling requires the inclusion of ESC on all new passenger vehicles and trucks with a gross vehicle weight rating of 4,536 Kg or less. The FMVSS126 test procedure evaluates the performance of Electronic Stability Control (ESC) systems with the goal of reducing vehicle rollover accidents.

The FMVSS126 procedure simulates a driver steering past a sudden obstacle and then trying to get back on course. For most drivers a car without ESC will roll or spin. The test measures the responsiveness of the steering system and the ability for the vehicle to correct and return to the original course.

To pass, the vehicle must deviate at least 1.83 metres from the original centreline path within 1.07 seconds of the first steering input being applied, to show that it is responsive to steering input. The yaw rate ratios of the vehicle are also measured and compared at set time intervals, to prove that the ESC can control the heavy yaw manoeuvre and does not let the vehicle spin.

Slowly Increasing Steer

The simulation test procedure begins with a "Slowly Increasing Steer Test" intended to determine the steering wheel angle A associated with a lateral acceleration of 0.3g for a speed of 80 km/h with the steering angle increasing at a rate of 13.5 deg/s. When performed via physical testing, three tests are repeated for counter-clockwise steering up to a lateral acceleration of 0.5 g; the steering angle at exactly 0.3 g's of lateral acceleration is calculated using linear regression for each test, and the three results are averaged. The sequence is repeated for clockwise steering, and the absolute angles obtained in the two directions are averaged to obtain A.

Sine with Dwell

A "sine with dwell" test involves bringing the vehicle to a speed slightly above 80 km/h with no steering or braking, letting it coast in the highest gear to 80 km/h, and then using a robot to apply a steering control with the shape of a wave.

Two series of tests are conducted. In the first test, the waveform is scaled by 1.5*A. If the vehicle passes the test, then the amplitude is increased for the next test by an increment of 0.5*A. The final run in a series is reached when the amplitude is greater than 270 deg. (Also, if the amplitude delta is greater than 300°, then the amplitude for the final run is reduced to 300 deg).

NHTSA plot showing peak yaw rate and points where yaw rate must not exceed 35% and 20 % peak yaw rate

The success or failure of each test in the series is based on the vehicle state at three specific times relative to the start of the steering:

If the gain is 5.0 or greater, then a lateral displacement check is made at 1.07 sec. The lateral displacement of the vehicle mass centre must be 1.83 m (6 ft) or greater relative to the start of the test for vehicles with GVW of 3,500 kg or less. If the displacement is less, then the vehicle fails the test. For vehicles with GVW greater than 3,500 kg, the required lateral displacement is 1.52 m (5 ft).

A peak yaw rate is obtained for the test. The instant yaw rate 1.0 sec after the steering stops is compared to the peak rate, and must be 35% of the peak rate or less. If the instant yaw rate is higher than 35% of the peak yaw rate, then the vehicle fails the test.

The instant yaw rate 1.75 sec after the steering stops is compared to the peak rate, and must be 20% of the peak rate or less. If the instant yaw rate is higher than 20% of the peak yaw rate, then the vehicle fails the test.

Sample data showing Yaw rate and a calculated deviation (Lateral Displacement) recorded by the Racelogic VBOX system in a manually controlled Sine with dwell manoeuvre.

For full requirements and instructions visit the official NHTSA FMVSS126 guidelines.

System Features

Key Features

Clear indication of required accuracy No complicated data processing required View data live in the vehicle Simple to set-up and use

User definable test range Free data analysis software End of manufacturing line testing systems available

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Measured Parameters

Centreline deviation Speed Heading

Yaw Rate Steering Angle (either from Vehicle CAN or external sensor)

Test Equipment

VBOX Test Systems

Centreline Deviation Testing can be conducted using a 100Hz VBOX 3i or Speed Sensor. A typical RACELOGIC test system comprises of:

VBOX 3i (optional) Using a powerful GPS engine, VBOX 3i logs data at 100 times a second and features a 400MHz power PC processor. More

VBOX 100Hz Speed Sensor (optional) RACELOGIC's Speed Sensor measures speed, position or acceleration at 100Hz. More

Test Procedures

Test Procedures

In order to establish the vehicle heading to base the deviation calculation on, data is sampled in the short time before the centre line deviation test. This means that the test engineer can drive in any direction accross the test pad,
as long as the vehicle is kept in a straight line before letting go of the steering wheel.

This is useful for different proving ground layouts, and means that tests can take place in a variety of locations. To maintain accuracy, any runs in which the heading before the start of the test was not within user-defined tolerances during the averaging period are highlighted.

Test Procedure Example

• The test driver sets the start or end line and centreline distance
• Test driver proceeds to the start position, attempting to maintain a constant heading
• The centreline is calculated during the averaging period (if the deviation is too high the test is aborted)
• The centre line and start speed are then updated on the screen, the status displays 'test started' and the software beeps
• During the test the centre line distance, centre line deviation, end speed, and average speed are updated every sample and shown in the live window
• The tests ends on a GPS end line or pre-defined centreline distance, and the final results are displayed.

How does it work?

Commonly used for applications such as measuring side wind susceptibility, and vehicle deviation during various manoeuvres; the centre line deviation function can be used to show the deviation of a vehicle from a specified centre line to an accuracy of between 1 and 2cm (over a 30 second time period).

The high accuracy, Doppler derived velocity channels are measured and used to determine the lateral deviation from a specified track heading at every sample using geometric theories. This calculated deviation (lateral displacement) is an accumulative distance measurement, so it is most accurate when measured over short periods of time.

The above diagram simply displays how the accumulative deviation from a given centre line (H) is calculated.

Once the centre line deviation value starts calculating (S1), it will initially take the heading value recorded by the Doppler shift, and create a heading difference value (h1), relative to the defined Centre line deviation heading. Knowing the velocity at which the vehicle was travelling between samples (v) allows a sample measured deviation distance to be accurately determined. Using trigonometric relationships, this deviation distance is calculated using the following equation.

(Sin (heading diff) * Speed (m/s))*sample time

For successive samples a heading difference is then determined by comparing the current heading sample to the one previous.

The sample measured deviations are then accumulated throughout the test to produce a final centre line deviation result.

System Features

Key Features

Longitudinal

Simple to set-up and use Clear, easy to read indication of wheels speeds and percentage slip Map integration - overlay a positional trace onto a satellite image Compatible with any VBOX data logger

Video integration No in-depth VBOX knowledge required Automated wheel speed calibration procedure No external beacons required Manually set line conditions

Lateral

Simple to set-up and use Clear, easy to read pass/fail criteria Produces a customisable report of Entry Speed vs Lateral Acceleration Map integration - overlay a positional trace onto a satellite image Compatible with any VBOX data logger

Video integration No in-depth VBOX knowledge required Automated wheel speed calibration procedure Customisable entry conditions allow the user to ensure the vehicle enters the bath in a stead state

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Measured Parameters

Longitudinal

Speed  Wheel slip (either from Vehicle CAN or external sensor) Distance

Lateral

Entry Speed Lateral Acceleration

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Dedicated Test Software

VTS Longitudinal Aquaplane plugin

The VTS Longitudinal Aquaplane plugin can be used to denote a threshold slip value for each wheel, providing the user with the opportunity to choose between reaching the aquaplane condition when one, or all of the tyres, exceed this value.

It provides the ability to set pre-entry test conditions in order to ensure the vehicle is in a steady state before the test begins, and automatically calibrates wheel speeds simply by driving at a constant speed - removing the restraints of having to calibrate within the test area. 

VTS Lateral Aquaplane plugin

As test entry speeds increase, the lateral acceleration obtained will also increase. However, once the vehicle starts to aquaplane the acceleration values begin to decline.

By closely monitoring the vehicle's lateral acceleration throughout the test procedure, the VTS Lateral Aquaplane plugin produces a comprehensive report outlining in detail the maximum acceleration obtained and how quickly, and to what degree, this value decreases when the tyres begin to aquaplane.

This data can be directly compared to other tyre compounds to provide engineers with the infomation needed to grade tyre performance in wet corner conditions.

Test Equipment

VBOX Test Systems

Longitudinal

A typical RACELOGIC system for Longitudinal Aquaplane testing comprises of a VBOX 3i and the VTS Longitudinal Aquaplane plugin. A 4 Channel Frequency Input and Pulse Counter Module can be connected if one or more external wheel speed sensors are used. 

VBOX 3i VBOX 3i is the pinnacle of the VBOX product range. It uses a powerful GPS/GLONASS receiver logging data 100 times a second to achieve high level accuracy. More...

VTS Longitudinal Aquaplane plugin The VTS Longitudinal Aquaplane plugin can be used to denote a threshold slip value for each wheel, providing the user with the opportunity to choose between reaching the aquaplane condition when one, or all of the tyres, exceed this value. More...

4 Channel Frequency and Pulse Counter Module (Optional) RACELOGIC's Frequency Input Module (RLVBFIM03) enables frequency-based signals in the range of 1Hz to 20kHz to be recorded or logged by a VBOX. More...

Lateral

A typical RACELOGIC system for Lateral Aquaplane testing comprises of a VBOX 3i and the VTS Lateral Aquaplane plugin.

VBOX 3i VBOX 3i is the pinnacle of the VBOX product range. It uses a powerful GPS/GLONASS receiver logging data 100 times a second to achieve high level accuracy. More...

VTS Lateral Aquaplane plugin The VTS Lateral Aquaplane plugin produces a comprehensive report outlining in detail the maximum acceleration obtained and how quickly, and to what degree, this value decreases when the tyres begin to aquaplane. More...

 

Test Procedures

Test Procedures

Longitudinal Aquaplane

Test procedure:

• Wheel speeds are automatically calibrated to the GPS speed by driving at a constant speed. 
• Accelerate to a required speed before reaching the start line.
• Pre-test entry conditions allow the user to ensure the vehicle entered the bath in a steady state.
• Accelerate in the water with an immediate application of full throttle until aquaplaning occurs - the point of aquaplaning being defined as a pre-set percentage slip of one or more wheels. The percentage slip is calculated as a function of wheel speed against known GPS speed. 

The distance travelled in the water prior to aquaplaning, combined with the speed reached at this point, can then be used as a measure of the tyres resistance to aquaplaning.

Lateral Aquaplane

Test procedure:

Set start of test line, start of bath line and finish line. Accelerate to required entry speed. Pre-test entry conditions allow the user to ensure the vehicle entered the bath in a steady state. Gradually increase the entry speed until loss of control. The software then returns lateral acceleration figures for each entry speed and produces a graph of entry speed vs lateral acceleration.