JP2000155076A - Chassis dynamometer - Google Patents

Abstract

PROBLEM TO BE SOLVED: To test the antilock brake function, traction control function, steering state and ramp traveling state of a test car. SOLUTION: A pair of support bases 15a, 15b are provided in the longitudinal direction of a test car, and the support base 15b is made movable in the longitudinal direction by a geared motor 16. Support sections 17 are fitted at four positions at the front and rear on the right and left on the support bases 15a, 15b, and one-end sections of gear boxes 18 are connected to the support sections 17 rotatably in the longitudinal direction. The lower sections of screw shafts 19 are screwed to screw sections rotatably supported in the gear boxes 18, bearings 20 are connected to the upper ends of two screw shafts 19 on the right side or left side via spherical joint sections 20a, and both ends of a load roller 3 and a free roller 4 are rotatably supported by the bearings 20. Motors 22 are fitted to the gear boxes 18, the said screw sections are rotated by the motors 22, and the screw shafts 19 are vertically moved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an antilock brake system, a traction control system,
The present invention relates to a chassis dynamometer capable of testing a vehicle having a four-wheel steering system or the like in a completed vehicle state.

[0002]

9 and 10 show a schematic front view and a schematic plan view of a conventional chassis dynamometer, in which wheels (including tires) 2 of a test vehicle 1 are mounted on a load roller 3 and a free roller 4. The dynamometer 6 is connected to the load roller 3 via an inertial load device 5. In the above configuration, when the wheels 2 are driven, the rollers 3 and 4 rotate, and the dynamometer 6 absorbs the power via the inertial load device 5.

When a sudden brake is applied on a low friction road, a so-called skid phenomenon may occur. In order to prevent such a phenomenon in recent years, the computer determines that the wheel is approaching a locked state when the sudden brake is applied. Then
A vehicle equipped with an anti-lock brake system that releases a brake hydraulic pressure to prevent the skid phenomenon beforehand, and executes a series of computer-controlled operations of applying an appropriate braking hydraulic pressure when wheels return to an unlocked state. Has come to be used. Also, when a vehicle is suddenly started on a low friction road, a vehicle equipped with a traction control system for controlling the wheels to prevent the wheels from spinning has been used.

Therefore, a chassis dynamometer capable of performing such a function test has been devised. FIG. 11 shows the configuration of this invention (Japanese Utility Model Publication No. 5-9637), in which an inertial load device 5 and a dynamometer 6 are connected to a front load roller 3. The load roller 3 is rotatably supported by a receiving table 7, and the rear free roller 4 is rotatably supported by a receiving table 8. 9
Denotes a fixed base, which fixedly supports the receiving base 7. 10 is cradle 8
, And a linear bearing 10a is provided on one end side. Reference numeral 11 denotes a horizontal moving table which is supported by a horizontal guide portion 9a of the fixed base 9 via a linear bearing 11a so as to be able to move horizontally. The linear bearing 10a of the vertical moving table 10 is perpendicular to the vertical guide section 11b of the horizontal moving table 11. It is movably engaged. Reference numeral 12 denotes a threaded rod that protrudes horizontally and rotatably from the fixed base 9, and is screwed with the screwed portion 11 c of the horizontal moving base 11. Reference numeral 13 denotes a screw rod that protrudes upward from the horizontal moving unit 11 so as to be rotatable, and is screwed with the vertical moving unit 10.

In the above configuration, a normal running test is carried out with the wheels 2 placed between the rollers 3 and 4. When testing the anti-lock brake function, the vertical moving table 10 is moved vertically by turning the screw rod 13. The free roller 4 is set at a predetermined height with respect to the load roller 3. Further, the horizontal moving table 11 is horizontally moved in the front-rear direction of the test vehicle by turning the screw rod 12, and the roller 4 is set at a predetermined interval with respect to the roller 3.

Here, the function of causing a slip between the wheel 2 and the load roller 3 will be described with reference to FIG. θ ₁ , θ ₂
Indicates the angle between the vertical line and the line drawn from the center of the wheel 2 to the contact point between the rollers 3 and 4, and F ₁ and F ₂ indicate the forces applied to the rollers 3 and 4 from the wheel 2. In the case of _{θ 1> θ 2 F 1 <} F 2
When θ ₂ approaches 0, F ₁ approaches 0. After the steady operation, when the test vehicle 1 is braked, the wheels 2 decrease the rotation speed, but the rollers 3 try to keep rotating due to the rotational inertia of the inertial load device 5 and the dynamometer 6. Therefore, without slippage between the F ₁ is larger and the wheel 2 and the load roller 3, the friction coefficient of the apparent between the wheel 2 and the load roller 3 Smaller F ₁ mu
Can be reduced and slippage occurs.

As described above, by moving one roller vertically and horizontally, the load applied to the load roller 3 can be changed, and the apparent coefficient of friction between the load roller 3 and the wheel 2 can be changed. An arbitrary slip can be given between the wheel 3 and the wheel 2 for an arbitrary wheel diameter, and a test of an anti-lock brake function can be performed. Similarly, a test of the traction control function can be performed.

[0008]

The conventional chassis dynamometer described above moves one roller vertically and horizontally with respect to the other roller.
As shown in (a) and (b), there is no problem when the test vehicle 1 goes straight on a flat road. However, FIG.
As shown in (a) and (b), when the test vehicle 1 is a four-wheel steering vehicle and is in a steering state, a deviation occurs in the rotation direction of the rollers 3 and 4 and the wheels 2, and the wheels 2 Rollers 3, 4
I decided to skid above. Also, FIG.
As shown in (b), a state in which the test vehicle 1 runs on an inclined road inclined in the left-right direction could not be created.

Conventionally, Japanese Patent Publication No. 63-116
No. 14 and Japanese Patent Publication No. Sho 63-10775, a device in which a belt is hung between rollers is provided on a turntable, and when a wheel of a test vehicle mounted on the belt is in a steering state. In some cases, the rotation direction of the wheels and each roller are matched by turning the turntable.In this case, the anti-lock brake function, the traction control function, and the test on the slope road can be performed. Did not.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and can perform each test of an anti-lock brake function, a traction control function, a steering state, and a running state on a slope on a test vehicle. The purpose is to obtain a chassis dynamometer.

[0011]

A chassis dynamometer according to the present invention is provided with a pair of support dynamometers provided in the front-rear direction of a test vehicle, at least one of which is provided so as to be movable in the front-rear direction. A support member attached to each of the four locations, a first connection member having one end connected to each support member so as to be rotatable in the front-rear direction, and a first connection member provided to be freely retractable in the vertical direction. A second connecting member;
Each bearing is provided so as to be freely connected to the upper end of each of the two second connecting members on the left or right side and rotatably supporting both ends of each roller.

[0012]

Embodiment 1 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
1 and 2 are a partial plan view and a partial front view of the chassis dynamometer according to the first embodiment. In the figure, 1
4 is a fixed base, 15a and 15b are a pair of support bases provided in the front-rear direction of the test vehicle 1, and the support base 15b is provided on the fixed base 14 so as to be movable in the front-rear direction.
It is screwed with a screw shaft 16a rotated by the fixed geared motor 16.

Reference numeral 17 denotes a support mounted on each of the support bases 15a and 15b at four positions on the front, rear, left and right via screw holes 15c. Each support 17 is provided with a gear box (first connecting member) 18 respectively. Is supported via a pin 24 to be rotatable in the front-rear direction. Reference numeral 19 denotes a screw shaft (second screw shaft) whose lower part is inserted into substantially the center of the upper surface of the gear box 18 and which is screwed with a screw portion rotatably provided in the gear box 18.
The upper end of which is connected to the spherical joint portion 20a of the bearing 20 that rotatably supports both ends of the rotating shafts 3a, 4a of the load roller 3 and the free roller 4 by freely connecting two left or right joints. Have been. Reference numeral 22 denotes a motor mounted on the gear box 18.
And a gear mechanism in the gear box 18. Reference numeral 23 denotes a lock portion for fixing the screw portion. The overall configuration is as shown in FIG.

Next, the operation of the above configuration will be described. First,
When simulating a test in which the test vehicle 1 travels straight on a flat road, as shown in FIGS.
4 is horizontal and the same height. Also, when performing a test of the anti-lock brake function and the traction control function when traveling straight on a flat road, one of the rollers, for example, the free roller 4 is moved in the vertical direction to adjust the apparent friction coefficient. Must move horizontally. To move the test vehicle 1 in the horizontal direction, the screw shaft 16a is rotated by the geared motor 16 and the support 15b screwed with the screw shaft 16a is moved on the fixed base 14 in the front-rear direction of the test vehicle 1. When moving the free roller 4 in the vertical direction, the motor 22
As a result, the screw portion in the gear box 18 is rotated, and the screw shaft 19 is made to protrude and retract. Each gear box 8 and each screw shaft 19 constitute a kind of link mechanism, and the free roller 4 can be moved up and down via a bearing 20 by the protrusion and recess of each screw shaft 19.

Next, when a test of the steering state of the test vehicle 1 is performed, from the state shown in FIGS. The front screw shaft 19 is shorter than the rear screw shaft 19,
On the left side, if the front screw shaft 19 is made longer than the rear screw shaft 19, the rollers 3, 4 as shown in FIGS.
The right end of the wheel is located forward of the left end, the rotation direction of the wheel 2 in the left curve running state can be matched with the rotation direction of the rollers 3 and 4, the skid of the wheel 2 does not occur, and the test of the steering state is performed. Can be performed favorably.

Next, when performing the test of the inclined traveling, each motor 22 is driven from the state of FIGS.
In this case, for example, if the left screw shaft 19 of the rollers 3 and 4 is made longer than the right screw shaft 19 in FIG.
As shown in (a) and (b), a left-up slope is formed, and a test of a running state of the slope can be performed. In addition,
When the wheel 2 in FIG. 5 is a right wheel, the rollers 3 and 4 supporting the left wheel are positioned on an extension of the rollers 3 and 4 supporting the right wheel.

In the first embodiment, the apparent friction coefficient is changed by moving one of the rollers vertically and horizontally to change the load applied to the load roller 3. Slip occurs during the test, and the test of the antilock brake function and the traction control function can be performed. In addition, a test of the steering state can be performed by inclining the rollers 3 and 4 in the front-rear direction, and a test of running on an inclined road can be performed by inclining the rollers 3 and 4 in the up-down direction.
Further, the test of the antilock brake function and the traction control function can be performed in a steering state or a running state on a slope. Moreover, these tests can be performed with a relatively simple configuration.

The diameters of the load roller 3 and the free roller 4 may be the same or different. For example, when the entire apparatus is made compact, the diameters of the rollers 3 and 4 are set to be the same and small, and when the slip between the wheels 2 and the load roller 3 is reduced, the diameter of the load roller 3 is increased and The diameter of the roller 4 is reduced in order to reduce the inertia.
Although only the support 15b is movable in the front-rear direction, the support 15a may be movable in the front-rear direction. further,
Since a large number of screw holes 15c are provided, the horizontal position and the height position of each of the rollers 3, 4 can be adjusted by changing the mounting position of the support portion 17.

Embodiment 2 FIGS. 6 to 8 show the entire configuration of the chassis dynamometer according to Embodiments 2 to 4. In Embodiment 1, both the front and rear wheel side load rollers 3 are free forward as shown in FIG. The roller 4 is disposed rearward, but in the second embodiment shown in FIG. 6, the load roller 3 is disposed forward on the front wheel side and rearward on the free roller 4, and the free roller 4 is disposed forward on the rear wheel side. Has been placed. In the third embodiment shown in FIG. 7, the free roller 4 is located on the front wheel side and the load roller 3 is located on the rear side. Embodiment 4 shown in FIG.
, The left and right road rollers 3 are connected on the front wheel side and the rear wheel side. However, this connection must be performed by a flexible member in consideration of the test of the steering state. Embodiments 2 to 4 also have the same effects as Embodiment 1.

In each of the above embodiments, the support mechanism including the gear box 18 and the screw shaft 19 is connected to the motor 22.
However, other support mechanisms may be used, or hydraulically or pneumatically may be used.

[0021]

As described above, according to the present invention, a slip is generated between a road roller and a wheel by moving a roller vertically and horizontally, and an anti-lock brake system and a traction control system are provided. Can be tested. In addition, a test of a steering state can be performed by inclining the roller in the front-rear direction, and a test of running on an inclined road can be performed by inclining the roller in the up-down direction. Moreover, these tests can be performed with a relatively simple configuration.

[Brief description of the drawings]

FIG. 1 is a partial plan view of a chassis dynamometer according to Embodiment 1 of the present invention.

FIG. 2 is a partial front view of the chassis dynamometer according to the first embodiment.

FIGS. 3A and 3B are a plan view and a front view showing a roller arrangement in a straight road running test of the chassis dynamometer according to the first embodiment.

FIGS. 4A and 4B are a plan view and a side view showing a roller arrangement in a vehicle steering state test of the chassis dynamometer according to the first embodiment.

FIGS. 5A and 5B are a plan view and a front view showing a roller arrangement in a vehicle running test on a slope of the chassis dynamometer according to the first embodiment.

FIG. 6 is a plan view showing an overall configuration of a chassis dynamometer according to a second embodiment.

FIG. 7 is a plan view showing an overall configuration of a chassis dynamometer according to a third embodiment.

FIG. 8 is a plan view showing an overall configuration of a chassis dynamometer according to a fourth embodiment.

FIG. 9 is a schematic front view of a conventional chassis dynamometer.

FIG. 10 is a schematic plan view of a conventional chassis dynamometer.

FIG. 11 is a partial front view of another conventional chassis dynamometer.

FIG. 12 is an explanatory diagram of a function of causing a slip between a wheel and a road roller.

FIG. 13 is a plan view and a front view showing a roller arrangement in a conventional chassis dynamometer in a straight road test on a vehicle.

14A and 14B are a plan view and a front view showing a roller arrangement at the time of a steering state test of a four-wheel steering vehicle in a conventional chassis dynamometer.

FIG. 15 is a plan view and a front view showing a roller device when a vehicle runs on an inclined road in a conventional chassis dynamometer.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Test vehicle 2 ... Wheel 3 ... Road roller 4 ... Free roller 5 ... Inertial load device 6 ... Dynamometer 15a, 15b ... Support base 16 ... Geared motor 16a ... Screw shaft 17 ... Support part 18 ... Gear box (1st connection) 19) Screw shaft (second connecting member) 20 Bearing 2a Spherical joint 22 Motor

Claims (1)

[Claims] 1. A chassis dynamometer for mounting a wheel of a test vehicle on a load roller and a free roller connected to an inertial load device and a dynamometer and performing a running test of the test vehicle. A pair of support bases, at least one of which is provided so as to be movable in the front-rear direction, each support section attached to each of four front, rear, left and right positions, and one end of each support section is freely rotatable in the front-rear direction A first connecting member connected to the first connecting member, a second connecting member provided on the first connecting member so as to be able to protrude and retract in the up-down direction, and a second connecting member on the left side or the right side of the second connecting member. A chassis dynamometer comprising: bearings connected to each other to rotatably support both ends of each roller.