CN114061967A - Chassis dynamometer system - Google Patents
Chassis dynamometer system Download PDFInfo
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- CN114061967A CN114061967A CN202011585905.1A CN202011585905A CN114061967A CN 114061967 A CN114061967 A CN 114061967A CN 202011585905 A CN202011585905 A CN 202011585905A CN 114061967 A CN114061967 A CN 114061967A
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- vehicle
- roller
- gripping
- chassis dynamometer
- floor surface
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- 238000004088 simulation Methods 0.000 claims abstract description 50
- 238000001514 detection method Methods 0.000 claims abstract description 33
- 238000000034 method Methods 0.000 claims abstract description 14
- 230000008569 process Effects 0.000 claims abstract description 6
- 238000001816 cooling Methods 0.000 claims description 17
- 238000003825 pressing Methods 0.000 claims description 12
- 239000000463 material Substances 0.000 claims description 10
- 238000007664 blowing Methods 0.000 claims description 2
- 238000012360 testing method Methods 0.000 abstract description 16
- 102100034112 Alkyldihydroxyacetonephosphate synthase, peroxisomal Human genes 0.000 abstract description 11
- 101000799143 Homo sapiens Alkyldihydroxyacetonephosphate synthase, peroxisomal Proteins 0.000 abstract description 11
- 238000000848 angular dependent Auger electron spectroscopy Methods 0.000 abstract description 11
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 42
- 229910052742 iron Inorganic materials 0.000 description 21
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- 238000010168 coupling process Methods 0.000 description 5
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- 230000002093 peripheral effect Effects 0.000 description 3
- 230000000007 visual effect Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
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- 238000002360 preparation method Methods 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
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- General Physics & Mathematics (AREA)
- Testing Of Engines (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
Abstract
The invention aims to obtain a chassis dynamometer system capable of performing vehicle simulation with high precision. A generator control device (75) and an ADAS test control device (77) control a target simulator (11) and an image simulator (12) to execute a vehicle simulation on the basis of a rotation pulse signal (S71), a steering detection signal (S60), and outside sensing information (S74). At this time, as part of the vehicle simulation, a process of rotating the roller rotating mechanism (21) in the roller rotating direction (R2) based on the steering detection signal (S60) under the control of the generator control device (75) is performed. Most of the four vehicle gripping mechanisms (3) for fixing the vehicle (60) are disposed below the underbody of the vehicle (60).
Description
Technical Field
The present disclosure relates to chassis dynamometer (chassis dynamometer) systems that perform vehicle simulations.
Background
The chassis dynamometer is conventionally used for a test related to the running of a vehicle (automobile), and includes a roller device as a main component. The chassis dynamometer further includes a vehicle fixing mechanism (vehicle fixing means) for fixing the vehicle disposed on the roller device at the time of the test. As a conventional chassis dynamometer, for example, there is a chassis dynamometer disclosed in patent document 1.
Further, as a vehicle fixing unit that replaces the rope binding structure, for example, patent document 2 discloses a dedicated vehicle fixing structure.
Fig. 12 and 13 are perspective views schematically showing a conventional chassis dynamometer 101 represented by patent document 1. Fig. 12 shows a configuration of the vehicle 60 before fixing, and fig. 13 shows a configuration of the vehicle 60 after fixing. Fig. 12 and 13 show XYZ rectangular coordinate systems.
Four roller devices 102 are provided corresponding to the four openings 85 provided in the floor surface 80. Each of the four roller devices 102 includes a roller pair 120 and a roller support mechanism 122. The roller support mechanism 122 supports the roller pair 120 so that both rollers of the roller pair 120 can rotate. Instead of the roller pair 120, a single roller may be used.
The roller device 102 on the rear side (-Y direction) further includes a moving guide 123 provided on the support base 124 and extending in the Y direction. The support base 124 supports the roller support mechanism 122 so that the roller support mechanism 122 can move in the Y direction along the movement guide 123.
In each of the four roller devices 102, the top of the roller pair 120 is partially exposed on the floor surface 80 through the corresponding opening 85. The 4 roller pairs 120 are disposed at positions corresponding to the front wheels and the rear wheels of the vehicle 60.
A total of four vehicle fixing bars 103 are provided on the floor surface 80 in front of (+ Y direction) and behind (-Y direction) the four roller devices 102.
Further, an engine cooling fan 106 is provided on the floor surface 80 in front of the central portions of the four roller devices 102.
As shown in fig. 13, four tires 62 of the vehicle 60 are placed on the respective roller pairs 120 of the four roller devices 102. The four tires 62 are respectively placed on two rollers constituting the corresponding roller pair 120.
The front of the vehicle 60 is fixed to the two vehicle fixing levers 103 by the vehicle binding rope 104. Similarly, the rear of the vehicle 60 is fixed to two vehicle fixing levers 103 (not shown in fig. 13) by using the vehicle binding rope 104.
As shown in fig. 13, an exhaust hose 107 having one end connected to the rear portion of the vehicle 60 is also provided. One end of the exhaust hose 107 serves as an input port and the other end serves as an output port, and the exhaust gas discharged from the vehicle 60 is received at the input port (one end) and is output to the outside through the output port (the other end).
In fig. 13, for convenience of explanation, the structure under the floor surface 80, the two vehicle fixing levers 103 at the rear, and the engine cooling fan 106 at the front are not shown.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2019-203869
Patent document 2: japanese patent laid-open publication No. 2011-33517
Disclosure of Invention
Problems to be solved by the invention
The conventional chassis dynamometer 101 is configured as described above, and adopts a rope binding method for fixing the vehicle 60 using the vehicle fixing rod 103 and the vehicle binding rope 104.
However, in the conventional rope binding method, when the vehicle binding rope 104 is coupled to the vehicle 60, it is necessary to remove a bumper or the like. In general, since the external sensor is mounted on the bumper, a running test of the vehicle 60 using the external sensor is difficult. Further, as the external sensor, a radar used for a corner sensor or the like, a laser radar (LiDAR), or the like is considered.
After the vehicle 60 is fixed by the rope binding method as shown in fig. 13, the following is considered: vehicle simulation using an image simulator and a target simulator is performed using sensing information on the operation of the vehicle 60 and detection information from an external sensor.
In this case, in the conventional chassis dynamometer 101, the vehicle fixing rod 103, the vehicle tether rope 104, the engine cooling fan 106, the exhaust hose 107, and the like are present in the detection range of the external sensor. Therefore, a system including the conventional chassis dynamometer 101 has a problem that the vehicle simulation cannot be performed with high accuracy.
Further, in the conventional rope binding method, there is a problem that the vehicle 60 is not simulated with high accuracy because the positional relationship between the vehicle 60 and the image simulator or the target simulator is deviated when the acceleration and deceleration test of the vehicle 60 is performed.
The present disclosure has been made to solve the above-described problems, and an object thereof is to obtain a chassis dynamometer system capable of performing vehicle simulation with high accuracy.
Means for solving the problems
The disclosed chassis dynamometer system is capable of performing a vehicle simulation on a floor surface, and includes: a roller device having a roller on which a tire of a vehicle is placed; a vehicle gripping mechanism provided on the floor surface and fixing the vehicle; a rotation detection unit that detects a rotation state of the roller to obtain a rotation detection signal; a steering detector that detects a steering state of the vehicle to obtain a steering detection signal; a simulation assistance member disposed in front of the vehicle on the floor surface; and a control device that controls the simulation assistance member based on the rotation detection signal and the steering detection signal to execute the vehicle simulation, wherein the roller device includes a roller turning mechanism that is provided below the floor surface and that supports the roller so as to be capable of turning, the vehicle gripping mechanism is disposed below an underbody of the vehicle, and the vehicle simulation includes control processing of the roller turning mechanism based on the steering detection signal.
Effects of the invention
The chassis dynamometer system of the present disclosure performs, by a control device, a vehicle simulation including a control process of a roller turning mechanism based on a steering detection signal.
Thus, the chassis dynamometer system of the present disclosure is capable of performing vehicle simulations involving steering operations other than straight ahead.
In addition, since the vehicle gripping mechanism in the chassis dynamometer system of the present disclosure is disposed below the underbody of the vehicle, the presence of the vehicle gripping mechanism does not obstruct the visual field recognition of the simulation assistance member.
As a result, the chassis dynamometer system of the present disclosure can fix the vehicle by the vehicle gripping mechanism and can execute the vehicle simulation with high accuracy.
Drawings
Fig. 1 is a perspective view schematically showing a chassis dynamometer system as an embodiment of the present disclosure.
Fig. 2 is an explanatory diagram schematically showing a planar configuration of the chassis dynamometer system of the embodiment (before the vehicle is fixed).
Fig. 3 is an explanatory diagram schematically showing a planar configuration of the chassis dynamometer system according to the embodiment (after the vehicle is fixed).
Fig. 4 is an explanatory view schematically showing a detailed structure (planar structure) of the vehicle gripping mechanism of the embodiment.
Fig. 5 is an explanatory view schematically showing a detailed structure (cross-sectional structure) of the vehicle gripping mechanism of the embodiment.
Fig. 6 is an explanatory diagram showing a cross-sectional structure of the arm shaft portion of the arm shown in fig. 4 and 5.
Fig. 7 is an explanatory diagram showing details of the clip portion and its peripheral structure (planar structure) shown in fig. 4 and 5.
Fig. 8 is an explanatory diagram showing details of the clip portion and its peripheral structure (cross-sectional structure) shown in fig. 4 and 5.
Fig. 9 is a flowchart showing a method of fixing a vehicle using the vehicle gripping mechanism of the present embodiment.
Fig. 10 is a perspective view schematically showing the structure of a chassis dynamometer system according to an embodiment of the vehicle after being fixed.
Fig. 11 is a block diagram showing a configuration of a control system for a vehicle simulation executed in a state where a vehicle is fixed by the chassis dynamometer system according to the embodiment.
Fig. 12 is a perspective view schematically showing a conventional chassis dynamometer (before the vehicle is fixed).
Fig. 13 is a perspective view schematically showing a conventional chassis dynamometer (after the vehicle is fixed).
Description of the reference numerals
1 chassis dynamometer system
2-roller device
3 vehicle gripping mechanism
6 Engine cooling fan
7 exhaust hose
10 floor surface
11 target simulator
12 image simulator
20 roller pair
21-roll rotating mechanism
32 base
33 arm
34 clamping part
44 bolt
45 clamping and fixing pin
60 vehicle
61 door sill
Detector for 71 dynamometer
72 turn to and use the detector
74 external sensor
75 generator control device
77 ADAS test control device
Detailed Description
< embodiment >
Fig. 1 is a perspective view schematically showing a chassis dynamometer system 1 as an embodiment of the present disclosure. Fig. 1 shows a configuration of a vehicle 60 before fixing. The chassis dynamometer system 1 of the present embodiment can execute a vehicle simulation described later in detail on the floor surface 80. An XYZ orthogonal coordinate system is shown in fig. 1.
As shown in fig. 1, four roller devices 2 are provided corresponding to four roller openings 15 provided in the floor surface 10. The four roller devices 2 each include a roller pair 20, a roller turning mechanism 21, and a roller support mechanism 22.
The roller turning mechanism 21 supports the roller pair 20 so that both rollers of the roller pair 20 can be rotationally operated. The roller support mechanism 22 supports the roller turning mechanism 21 so as to be able to perform turning operation in the roller turning direction R2.
The roller device 2 on the rear side (-Y direction) further includes a moving guide rail 23 and a support base 24. The moving guide rail 23 is provided on the support base 24 and extends in the Y direction. The support base 24 supports the roller support mechanism 22 and the roller pair 20 on the roller support mechanism 22 so that the roller support mechanism 22 can move in the Y direction along the movement guide rail 23. Instead of the roller pair 20, a single roller may be used.
In each of the four roller devices 2, the top of the roller pair 20 is partially exposed on the floor surface 10 through the corresponding roller opening 15. The 4 roller pairs 20 are disposed at positions corresponding to the front wheels and the rear wheels of the vehicle 60. When the vehicle simulation is performed, the tire 62 is placed on the two rollers constituting the roller pair 20.
In each of the roller devices 2, the roller turning mechanism 21, the roller support mechanism 22, the moving guide rail 23, and the support base 24 are all disposed under the floor surface 10 except for a part of the roller pair 20 (the top exposed from the floor surface 10).
A total of four vehicle gripping mechanisms 3 are provided on the floor surface 10 between the two front roller devices 2 and the two rear roller devices 2. The four vehicle gripping mechanisms 3 are provided on the floor surface 10, respectively, and fix the vehicle 60. Fig. 1 schematically shows the vehicle gripping mechanism 3, and differs from the actual structure of the vehicle gripping mechanism 3.
Further, an engine cooling fan 6 is disposed below the floor surface 10 in front of the central portion of the four roller devices 2. The engine cooling fan 6 performs an air blowing operation for forming an air flow toward the vehicle 60 in which the four tires 62 are mounted on the 4 sets of roller pairs 20 via the cooling opening 16 provided in the floor surface 10.
Fig. 2 and 3 are explanatory views schematically showing a planar configuration of the chassis dynamometer system 1. Fig. 2 shows a plan configuration of the vehicle 60 before fixing, and fig. 3 shows a plan configuration of the vehicle 60 after fixing. Fig. 2 and 3 show XYZ rectangular coordinate systems, respectively. In fig. 2 and 3, the engine cooling fan 6 and the cooling opening 16 are not shown.
As shown in fig. 2, four vehicle gripping mechanisms 3 are disposed corresponding to the four roller devices 2. In fig. 2 and 3, the four vehicle gripping mechanisms 3 are classified into a vehicle gripping mechanism 3FL, a vehicle gripping mechanism 3FR, a vehicle gripping mechanism 3BL, and a vehicle gripping mechanism 3BR according to their arrangement positions.
The two vehicle gripping mechanisms 3FL and 3BL are classified into one vehicle gripping mechanism provided corresponding to the left side (-X side; one side surface side) of the vehicle 60, and the two vehicle gripping mechanisms 3FR and 3BR are classified into the other vehicle gripping mechanism provided corresponding to the right side (+ X side; the other side surface side) of the vehicle 60. That is, the 4 (2 n (n-2)) vehicle gripping mechanisms 3 are classified into two one vehicle gripping mechanism and two other vehicle gripping mechanisms.
As shown in fig. 2, the vehicle gripping mechanism 3FL is disposed close to the front (+ Y direction) and the rear (-Y direction) of the left (-X side) roller device 2, and the vehicle gripping mechanism 3FR is disposed close to the front and the rear (+ X side) roller device 2. The vehicle gripping mechanism 3BL is disposed close to the front of the rear and left roller device 2, and the vehicle gripping mechanism 3BR is disposed close to the front of the rear and right roller device 2.
As shown in fig. 2 and 3, each vehicle gripping mechanism 3 includes an iron plate 30 as a base as a component. The grip main body portion of the vehicle gripping mechanism 3 is positioned and arranged on the iron plate 30.
As shown in fig. 3, the vehicle 60 has door sills (rockers) 61 on both sides. The rocker 61 is a plate-shaped outer frame portion of the vehicle body that is present at the bottom (under the door) of the vehicle 60, and is also referred to as a "side member".
In fig. 3, regarding the two thresholds 61, the left-side threshold 61 is classified as the threshold 61L, and the right-side threshold 61 is classified as the threshold 61R.
As shown in fig. 3, a lower end portion of the rocker 61L in front is gripped by the vehicle gripping mechanism 3FL, and a lower end portion of the rocker 61L in rear is gripped by the vehicle gripping mechanism 3 BL. Similarly, the lower end portion of the rocker 61R in the front direction is gripped by the vehicle gripping mechanism 3FR, and the lower end portion of the rocker 61L in the rear direction is gripped by the vehicle gripping mechanism 3 BR.
Fig. 4 and 5 are explanatory views schematically showing a detailed structure of the vehicle gripping mechanism 3. Fig. 4 shows a plan configuration of the vehicle handle mechanism 3, and fig. 5 shows a sectional a-a configuration of fig. 4. Fig. 4 and 5 show XYZ rectangular coordinate systems. The XYZ rectangular coordinate system shows the vehicle gripping mechanism 3FL as an object. In addition. The internal structures of the four vehicle gripping mechanisms 3 are the same.
As shown in these figures, the vehicle gripping mechanism 3 includes an iron plate 30, a base 32, an arm 33, a grip portion 34, and a pressing plate 35 as main components. The combination of the base 32, the arm 33, and the grip portion 34 constitutes a grip main body portion of the vehicle gripping mechanism 3.
The iron plate 30 functions as a base for arranging the gripping body structure, and as shown in fig. 5, the front surface 30a has a planar structure.
The susceptor 32 is disposed on the surface 30a of the iron plate 30 in a susceptor installation region 30r indicated by a broken line in fig. 4.
The arm 33 has a rod shape.
The base 32 rotatably supports one end side of the arm 33. An arm shaft 33g is provided on one end side of the arm 33.
Fig. 6 is an explanatory diagram showing a cross-sectional structure of the arm shaft portion 33g of the arm 33.
As shown in fig. 6, a pin insertion space 333 is provided in the center of the arm shaft portion 33g along the inner circumferential surface of the iron pipe 331.
The base 32 and the arm 33 are coupled by inserting the arm fixing pin 43 into the pin insertion space 333 of the arm shaft portion 33g of the base 32.
Hereinafter, in the present specification, the combined structure of the base 32 and the arm 33 in a coupled state is referred to as a "base-arm coupled body".
The two pressing plates 35 extend in the Y direction so as to straddle both sides (i.e., +/-X direction side with respect to the base 32) of the base 32 in order to fix the base 32 to the iron plate 30. In each of the two pressing plates 35, both ends in the Y direction are fixed to the iron plate 30 by bolts 46.
The base 32 is fixed to the iron plate 30 by providing two pressing plates 35 on the iron plate 30.
As a result, in the base-arm combination, the arm 33 can be rotated about the arm fixing pin 43 of the base 32.
A plurality of screw tightening openings 41 are provided in the X direction in the end region on the-Y direction side of the iron plate 30. One end (the Y direction side) of the bolt 46 is screwed to one of the screwing openings 41 out of the plurality of screwing openings 41. Similarly, a plurality of screw tightening openings (not shown) are provided in the X direction in the region on the + Y direction side of the iron plate 30. The other end (+ Y direction side) of the bolt 46 is screwed to one of the plurality of screwing openings.
In the tip end region on the other end side of the arm 33, the holder 34 is connected to the arm 33.
Fig. 7 and 8 are explanatory views showing the holding portion 34 and its peripheral structure in detail. Fig. 7 corresponds to an enlarged view of fig. 4, and fig. 8 corresponds to an enlarged view of fig. 5.
As shown in fig. 7 and 8, the grip portion 34 includes a grip body portion 34m and a coupling portion 34e integrated with each other, and the coupling portion 34e is provided below a central region of the grip body portion 34 m.
As shown in fig. 7, the clamp body portion 34m of the clamp portion 34 includes a pair of elastic plate members 52A and 52B facing each other with a holding space 53 therebetween, a holding space 53, and a pair of iron plate members 51A and 51B facing each other with the elastic plate members 52A and 52B therebetween.
In the clamp body portion 34m, the iron plate material 51A and the elastic plate material 52A are coupled in close contact with each other in the YZ plane, and the iron plate material 51B and the elastic plate material 52B are coupled in close contact with each other in the YZ plane. As a constituent material of each of the elastic plate materials 52A and 52B, for example, rubber having elasticity, relatively soft, and a relatively high friction coefficient can be considered.
Two bolts 44 are attached below the clamp body 34m (in the (-Z direction) and penetrate the elastic plate materials 52A and 52B in the X direction to fasten and fix the elastic plate materials 52A and 52B. The two bolts 44 function as fixing members to which a pressing force is applied in a direction of narrowing the holding space 53.
The connection portion 34e of the clamp portion 34 is fixed to the arm 33 by a clamp fixing bolt 45. Specifically, the clamping and fixing bolt 45 is inserted through the coupling portion 34e in the X direction. The clamping portion 34 and the arm 33 are connected in a fixed state by clamping the fixing bolt 45.
Further, as necessary, it is preferable to prepare a plurality of types of arms 33 having different lengths in the Y direction as the arms 33. For example, as shown by the broken lines in fig. 4 and 5, the vehicle gripping mechanism 3 that fits the wheel base of the vehicle 60 can be obtained relatively easily by using the long arm 33X having a longer length in the Y direction.
Fig. 9 is a flowchart showing a processing procedure of a method of fixing the vehicle 60 using the vehicle gripping mechanism 3 in the chassis dynamometer system 1 according to the present embodiment. The procedure for fixing the vehicle 60 will be described below with reference to the drawing.
The preparation state before step S1 is a state in which only four iron plates 30 are arranged on the floor surface 10 in correspondence with the four roller devices 2.
First, in step S1, the single clip portion 34 is attached to the rocker 61 of the vehicle 60.
The rocker 61 of the vehicle 60 has a plate shape having YZ planes, and at least a lower end portion thereof protrudes. On the other hand, the clamp portion 34 is in a single body state before being coupled to the arm 33, and the bolt 44 is not attached.
Therefore, by inserting the lower end portion of the rocker 61 into the space 53 for gripping the single grip portion 34, the single grip portion 34 can be temporarily attached to the rocker 61 by the frictional force between the elastic plate members 52A and 52B and the lower end portion of the rocker 61. The thickness of the holding space 53 of the grip portion 34 is set to a thickness that enables the grip portion 34 to be attached to the rocker 61 by the frictional force.
At this time, the grip portion 34 for the vehicle gripping mechanism 3FL is temporarily attached to the lower end portion in front of the left side sills 61L, and the grip portion 34 for the vehicle gripping mechanism 3BL is temporarily attached to the lower end portion behind the sills 61L. Similarly, the grip portion 34 for the vehicle gripping mechanism 3FR is provisionally attached to the lower end portion in front of the right side rocker 61R, and the grip portion 34 for the vehicle gripping mechanism 3BR is provisionally attached to the lower end portion in rear of the rocker 61R.
Next, each of the clamping portions 34 is fixed to the lower end portion of the rocker 61. Specifically, two bolts 44 for fastening the elastic plate members 52A and 52B to each other are inserted through the elastic plate members 52A and 52B sandwiching the body portion 34 m. By fastening the two bolts 44 as the fixing members, a pressing force for narrowing the holding space 53 between the elastic plate materials 52A and 52B is exerted.
As a result, the lower end portion of the rocker 61 is firmly fixed to the rocker 61 of the vehicle 60 by the frictional force generated between the elastic plate members 52A and 52B and the pressing force acting in the direction of narrowing the holding space 53, without adversely affecting the rocker 61.
That is, the grip portion 34 for the vehicle gripping mechanism 3FL is fixed to the lower end portion in front of the left side sills 61L, and the grip portion 34 for the vehicle gripping mechanism 3BL is fixed to the lower end portion in rear of the sills 61L. Similarly, the grip portion 34 for the vehicle gripping mechanism 3FR is fixed to the lower end portion in front of the right side rocker 61R, and the grip portion 34 for the vehicle gripping mechanism 3BR is fixed to the lower end portion in rear of the rocker 61R.
In this way, only the four clip portions 34 of the rocker 61(61L and 61R) are attached to the vehicle 60.
Next, as shown in step S2, the vehicle 60 is disposed so that the four tires 62 are positioned on the roller pairs 20 of the four roller devices 2.
In addition, the execution order of step S1 and step S2 may be reversed. However, the four clip portions 34 can be relatively easily attached to the rocker 61 of the vehicle 60 by performing the steps S1 and S2 shown in fig. 9 in this order.
Next, in step S3, the base-arm combination body is disposed corresponding to the clip portion 34.
In step S3, base 32 is positioned and arranged in base installation region 30r of iron plate 30 so that the tip region of arm 33 can be coupled to coupling portion 34e of clamping portion 34 by clamping fixing bolt 45.
As a result, the base-arm combination is disposed on the iron plate 30 so that the holding portion 34 and the tip end region of the arm 33 overlap each other in a plan view in the XY plane.
Thereafter, in step S4, two pressing plates 35 are provided across both ends of the base 32, and both ends of each of the two pressing plates 35 are fixed to the iron plate 30 by bolts 46.
As a result, the base arm assembly is fixed to the iron plate 30. At this time, the arm 33 can perform a rotating operation with the arm fixing pin 43 as a rotation axis in a state where the base 32 is fixed to the iron plate 30. Therefore, the base 32 supports the arm 33 with the arm fixing pin 43 present on one end side of the arm 33 as the rotation axis.
Finally, in step S5, the clamp 34 is fixed to the base-arm coupled body.
That is, the clamping and fixing bolt 45 penetrating the coupling portion 34e in the X direction is attached.
As a result, the four vehicle gripping mechanisms 3 are completed in a state where the clamp portion 34 is coupled to the arm 33 of the base-arm coupled body by the clamp fixing bolt 45 and the four vehicle gripping mechanisms 3 are fixed to the rocker 61, respectively.
The clamping portion 34 is connected to the arm 33 by a clamping and fixing bolt 45.
In addition, all of the four vehicle gripping mechanisms 3 are present below the underbody of the vehicle 60 except for the upper portion of the grip main body portion 34m that grips the lower end portion of the rocker 61.
In this manner, by executing steps S1 to S5, the chassis dynamometer system 1 in which the vehicle 60 is fixed by the four vehicle gripping mechanisms 3 can be completed with the four tires 62 placed on the four roller pairs 20 of the roller device 2.
Fig. 10 is a perspective view schematically showing the structure of the chassis dynamometer system 1 after the vehicle 60 is fixed. In addition, an XYZ rectangular coordinate system is shown in fig. 10. In fig. 10, the engine cooling fan 6 and the four vehicle gripping mechanisms 3 are not shown for convenience of explanation.
As shown in fig. 10, four tires 62 of the vehicle 60 are mounted on two rollers of the respective roller pairs 20 of the four roller devices 2. As described above, the vehicle 60 is fixed by the four vehicle gripping mechanisms 3 not shown in fig. 10.
As shown in fig. 10, an exhaust hose 7 having one end connected to the rear portion of the vehicle 60 is also provided. One end of the exhaust hose 7 serves as an input port and the other end serves as an output port, and the exhaust gas discharged from the vehicle 60 is received at the input port (one end) and is output to the outside through the output port (the other end).
In the chassis dynamometer system 1, the other end of the exhaust hose 7 is disposed below the floor surface 10. The floor surface 10 has a position adjusting function of adjusting the position of the hose hole for guiding the exhaust hose 7 to the underside of the floor surface 10. Therefore, the position of the hose hole can be adjusted according to the size of the vehicle 60, the position of the exhaust gas output unit, and the like.
Instead of the above-described position adjustment function, a plurality of types of holes for hoses may be provided in the floor surface 10, and a hole suitable for the vehicle 60 to be tested may be appropriately selected from the plurality of types of holes for hoses.
Further, on the floor surface 10, a rectangular image simulator 12 having a longitudinal direction in the X direction and a short side direction in the Z direction is provided in front of the vehicle 60 (+ Y direction). The image simulator 12 as a simulation assisting means has a display function of displaying an entire scene visually recognizable from the vehicle 60.
Further, on the floor surface 10, a target simulator 11 is provided in front of the center portion of the vehicle 60. The target simulator 11 is disposed further forward (+ Y direction side) than the image simulator 12 with respect to the vehicle 60. The target simulator 11 as a simulation assistance means is a device that simulates the movement of a target.
Fig. 11 is a block diagram showing a configuration of a control system for a vehicle simulation executed by the chassis dynamometer system 1 in a state where the vehicle 60 is fixed.
As shown in the figure, as control devices for executing a vehicle simulation, there are a generator control device 75 and an ADAS test control device 77.
In addition, "adas (advanced Driver Assistance system)" means an "advanced driving system" which is a system that senses and avoids the possibility of an accident or the like in advance.
The dynamometer detector 71 as a rotation detecting unit is mounted on each roller device 2, detects the rotation state of both rollers of the roller pair 20, and outputs a rotation pulse signal S71 serving as a rotation detection signal. As the dynamometer detector 71, for example, a pulse generator (plg) is used.
The vehicle 60 is equipped with a steering detector 72, and the steering detector 72 detects a steering state (steering angle a60) of the driver of the vehicle 60 and outputs a steering detection signal S60. As the steering detector 72, for example, a pulse generator is used.
Instead of the steering detector 72, a vehicle ecu (electronic Control unit)73 may be used to output the steering detection signal S60. In addition, in the case where vehicle ECU73 is used, a steering detection signal S60 is output using can (control Area network) communication.
The vehicle 60 also has an ambient sensor 74. The environment sensor 74 includes a radar used for a corner sensor or the like, a laser radar (LiDAR), and a side camera (side electronic mirror).
The outside environment sensor 74 senses outside environment information and outputs outside environment sensing information S74 indicating the sensed outside environment information. The external information includes, for example, sensing information of the target simulator 11, distance information from the target simulator 11, and vehicle side information recognized by a side camera.
The generator control device 75 receives the rotation pulse signal S71 and the steering detection signal S60. The generator control device 75 calculates the speed (km/S) and acceleration (m/S) of the vehicle 60 based on the rotation pulse signal S712) A speed signal SV indicating the vehicle speed and the vehicle acceleration is output to the ADAS test control device 77.
Then, the generator control device 75 outputs a steering angle signal SG indicating the steering angles of the four tires 62 to the ADAS test control device 77 and the motor driver device 78 based on the steering detection signal S60. The steering angle signal SG is obtained in consideration of the turning accuracy, the turning response accuracy, and the like of the roller turning mechanism 21 based on the steering information indicated by the steering detection signal S60.
The rotation pulse signal S71, the steering detection signal S60, the outside world sensing information S74, the speed signal SV, the steering angle signal SG, and the like are transmitted by a wired or wireless communication function.
The ADAS test control device 77 controls the image simulator 12 and the target simulator 11 based on the speed signal SV, the steering angle signal SG, and the external sensing information S74 to execute the vehicle simulation. Specifically, the display contents of the entire scene visually recognizable from the vehicle 60 and the display contents of the control target simulator 11 are controlled on the image simulator 12. In addition, the target simulator 11 is able to be visually recognized from the vehicle 60 through the image simulator 12 when the vehicle simulation is executed.
In this way, the target simulator 11 and the image simulator 12 function as simulation assistance members in the vehicle simulation executed under the control of the ADAS test control device 77, and are disposed in front of the vehicle 60 on the floor surface 10.
On the other hand, the motor driver device 78 outputs a drive control signal S78 to the roller turning motor 21m based on the steering angle signal SG. The roller rotation motor 21m rotates the roller rotation mechanism 21 in the roller rotation direction R2 based on the drive control signal S78. As a result, the roller pair 20 on the roller turning mechanism 21 turns in the roller turning direction R2 so as to match the turning state (steering angle a60) of the vehicle 60.
Thus, the vehicle simulation of the chassis dynamometer system 1 includes the control process of the roll turning mechanism 21 based on the steering detection signal S60.
In this way, the vehicle simulation for the vehicle 60 can be executed under the control of the generator control device 75 and the ADAS test control device 77. Therefore, the generator control device 75 and the ADAS test control device 77 function as a control device for vehicle simulation.
When the vehicle simulation is performed, the vehicle 60 is fixed by the four vehicle gripping mechanisms 3.
At this time, the arm 33 can perform a rotating operation using the arm fixing pin 43 as a rotation axis. Therefore, the four vehicle gripping mechanisms 3 can follow the posture of the vehicle 60 by the rotational operation of the arm 33, and the vehicle 60 can be fixed with high stability.
Specifically, during driving of the vehicle 60 (particularly, during acceleration and deceleration) during execution of the vehicle simulation, the posture of the vehicle 60 tends to be inclined upward and downward. At this time, the turning operation of the arm 33 can follow the operation tendency of the vehicle 60.
(Effect)
The chassis dynamometer system 1 of the embodiment mainly includes the following components (a) to (c).
(a) The support mechanism of the vehicle 60 includes a roller device 2 having a roller turning mechanism 21, and is provided under the floor surface 10.
(b) The fixing mechanism of the vehicle 60 includes a vehicle gripping mechanism 3.
(c) And a simulation execution unit that executes a vehicle simulation by controlling the target simulator 11, the image simulator 12, and the roll turning mechanism 21 under the control of the generator control device 75 and the ADAS test control device 77.
As described above, the chassis dynamometer system 1 of the embodiment mainly has the following features (1) to (6).
(1) The dynamometer detector 71 serving as a rotation detecting unit detects the rotation state of the roller pair 20 to obtain a rotation pulse signal S71 as a rotation detection signal.
(2) The steering detector 72 detects a steering state of the vehicle 60 to obtain a steering detection signal S60.
(3) The generator control device 75 and the ADAS test control device 77 control the target simulator 11 and the image simulator 12 as simulation assistance means to execute the vehicle simulation based on the rotation pulse signal S71, the steering detection signal S60, and the outside sensing information S74.
(4) Each roller device 2 has a roller turning mechanism 21 for rotatably supporting the roller pair 20.
(5) Most of the four vehicle gripping mechanisms 3 that fix the vehicle 60 are disposed below the underbody of the vehicle 60.
(6) As part of the vehicle simulation, a control process for turning the roller turning mechanism 21 in the roller turning direction R2 based on the steering detection signal S60 under the control of the generator control device 75 is executed.
The chassis dynamometer system 1 of the present embodiment executes a vehicle simulation including the following processes: the roller turning mechanism 21 is turned based on the steering angle signal SG under the control of the generator control device 75 serving as a control device, based on the steering detection signal S60 (feature (6) described above).
Therefore, the chassis dynamometer system 1 of the present embodiment can execute a variety of vehicle simulations including steering operations other than straight traveling.
Therefore, compared with the vehicle simulation of the system of detecting the angle of the tire 62 with respect to the roller pair 20, the vehicle simulation with a higher response speed can be performed.
In addition, since most of the four vehicle gripping mechanisms 3 in the chassis dynamometer system 1 are disposed below the underbody of the vehicle 60 (feature (5) described above), there is no case where the four vehicle gripping mechanisms 3 exist in the detection range of the external sensor 74 and the four vehicle gripping mechanisms 3 obstruct the visual field recognition of the target simulator 11 and the image simulator 12.
As a result, the chassis dynamometer system 1 of the present embodiment can stably fix the vehicle 60 by the four vehicle gripping mechanisms 3 and execute the vehicle simulation with high accuracy.
In the chassis dynamometer system 1 of the present embodiment, the lower end portions of the side sills 61(61L, 61R) on both side surfaces of the vehicle 60 are gripped with good balance by the gripping portions 34 of the two one vehicle gripping mechanisms (the vehicle gripping mechanisms 3FL and 3BL) and the gripping portions 34 of the two other vehicle gripping mechanisms (the vehicle gripping mechanisms 3FR and 3 BR).
As a result, the chassis dynamometer system 1 of the present embodiment can fix the vehicle 60 with good balance of gripping operation by the four vehicle gripping mechanisms 3.
The lower end portion of the rocker 61 positioned in the gripping space 53 is gripped so as to be sandwiched between the pair of elastic plate members 52A and 52B by the grip portion 34 of each of the four vehicle gripping mechanisms 3, and a pressing force is applied in a direction to narrow the gripping space 53 by the two bolts 44 serving as the fixing members.
Therefore, in the chassis dynamometer system 1 according to the present embodiment, the lower end portion of the rocker 61 of the vehicle 60 is gripped by the clamping portion 34 at 4 positions in total by the friction force due to the elastic plate members 52A and 52B and the pressing force due to the two bolts 44, and the vehicle 60 can be stably fixed.
As a result, the chassis dynamometer system 1 of the present embodiment can execute the vehicle simulation with high accuracy.
The other end of the exhaust hose 7 of the chassis dynamometer system 1 of the present embodiment is disposed below the floor surface 10. Therefore, the exhaust hose 7 existing on the floor surface 10 can be disposed in a blind spot of the outside air sensor 74 while being kept to a minimum necessary.
As a result, the chassis dynamometer system 1 of the present embodiment can output the exhaust gas of the vehicle 60 to the outside through the exhaust hose 7, and can execute the vehicle simulation with high accuracy.
In the chassis dynamometer system 1 of the present embodiment, the engine cooling fan 6 is disposed below the floor surface 10. Therefore, the presence of the engine cooling fan 6 does not hinder the visual field recognition of the target simulator 11 or the image simulator 12 because the engine cooling fan 6 is present in the detection range of the outside sensor 74.
As a result, the chassis dynamometer system 1 of the present embodiment can cool the vehicle 60 by the engine cooling fan 6 and execute the vehicle simulation with high accuracy.
(others)
In the chassis dynamometer system 1 of the present embodiment, four vehicle gripping mechanisms 3 each including two one vehicle gripping mechanism and two other vehicle gripping mechanism are used, but the present invention is not limited to this. That is, it is sufficient if the chassis dynamometer system has 2n vehicle gripping mechanisms 3 each including n (1 or more) one vehicle gripping mechanism and n another vehicle gripping mechanism.
In addition, in the present disclosure, the embodiments may be modified and omitted as appropriate within the scope of the disclosure.
Claims (5)
1. A chassis dynamometer system capable of performing a vehicle simulation on a floor surface, the chassis dynamometer system comprising:
a roller device having a roller on which a tire of a vehicle is placed;
a vehicle gripping mechanism provided on the floor surface and configured to fix the vehicle;
a rotation detection unit that detects a rotation state of the roller to obtain a rotation detection signal;
a steering detector that detects a steering state of the vehicle to obtain a steering detection signal;
a simulation assistance member disposed in front of the vehicle on the floor surface; and
a control device that controls the simulation assistance means to execute the vehicle simulation based on the rotation detection signal and the steering detection signal,
the roller device includes a roller turning mechanism provided below the floor surface and supporting the roller to be capable of turning,
the vehicle gripping mechanism is disposed below an underbody of the vehicle,
the vehicle simulation includes a control process of the roll turning mechanism based on the steering detection signal.
2. The chassis dynamometer system of claim 1,
the vehicle holding mechanism comprises 2n vehicle holding mechanisms, wherein n is more than or equal to 1,
the 2n vehicle gripping mechanisms are classified into n one vehicle gripping mechanism and n another vehicle gripping mechanism,
each of the n one-side vehicle gripping mechanisms has a gripping portion for gripping a lower end portion of a rocker on one side surface of the vehicle,
each of the n other vehicle gripping mechanisms has a gripping portion for gripping a lower end portion of a rocker on the other side surface of the vehicle, the lower end portion being opposed to the one side surface.
3. The chassis dynamometer system of claim 2,
the 2n vehicle gripping mechanisms respectively include:
the clamping part;
an arm coupled to the clamping portion; and
a base that supports the arm rotatably with one end side of the arm as a rotation axis,
the clamping portion includes:
a pair of elastic plate materials which are opposite to each other with a holding space therebetween; and
a fixing member for fixing the pair of elastic plate members,
the lower end portion of the rocker located in the holding space is held so as to be sandwiched between the pair of elastic plate members, and a pressing force is applied by the fixing member in a direction to narrow the holding space.
4. The chassis dynamometer system of any one of claims 1 through 3,
further comprises an exhaust hose having one end connected to a rear portion of the vehicle,
one end of the exhaust hose becomes an input port at which exhaust gas discharged from the vehicle is received and the other end becomes an output port from which the exhaust gas is output to the outside,
the other end of the exhaust hose is disposed below the floor surface.
5. The chassis dynamometer system of any one of claims 1 through 3,
further comprises a cooling fan disposed under the floor surface,
the cooling fan performs an air blowing operation for forming an air flow toward the vehicle through a cooling opening provided in the floor surface.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020133066A JP7337464B2 (en) | 2020-08-05 | 2020-08-05 | Chassis dynamometer system |
| JP2020-133066 | 2020-08-05 |
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| Publication Number | Publication Date |
|---|---|
| CN114061967A true CN114061967A (en) | 2022-02-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011585905.1A Pending CN114061967A (en) | 2020-08-05 | 2020-12-29 | Chassis dynamometer system |
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| Country | Link |
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| JP (1) | JP7337464B2 (en) |
| CN (1) | CN114061967A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102022207888B4 (en) | 2022-07-29 | 2024-03-21 | Aip Gmbh & Co. Kg | Wheel drive device, test stand system and method for functional testing of a vehicle |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP2022029655A (en) | 2022-02-18 |
| JP7337464B2 (en) | 2023-09-04 |
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