CN219391352U - Chassis dynamometer and whole vehicle test bench - Google Patents
Chassis dynamometer and whole vehicle test bench Download PDFInfo
- Publication number
- CN219391352U CN219391352U CN202320252438.3U CN202320252438U CN219391352U CN 219391352 U CN219391352 U CN 219391352U CN 202320252438 U CN202320252438 U CN 202320252438U CN 219391352 U CN219391352 U CN 219391352U
- Authority
- CN
- China
- Prior art keywords
- hub
- vehicle
- test assembly
- front wheel
- chassis dynamometer
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Landscapes
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
Abstract
The application discloses a chassis dynamometer for testing a vehicle, including: a front wheel test assembly; a rear wheel test assembly; a control device; the front wheel test assembly includes: a front chassis; two universal slipways slidably disposed on the front chassis in a second direction perpendicular to the first direction and the vertical direction and configured to be rotatable about the vertical direction; a front hub bracket rotatably disposed on the universal slipway; a swing assist drive secured to the front hub bracket and configured to drive rotation of the front hub bracket about a vertical direction. The application also discloses a whole vehicle test bench comprising the chassis dynamometer.
Description
Technical Field
The application relates to vehicle test equipment, in particular to a chassis dynamometer and a whole vehicle test bench with the chassis dynamometer.
Background
Advanced Driving Assistance Systems (ADAS), active safety systems and Automated Driving (AD) technology development cycles require extensive calibration, testing and verification before such systems can be generalized to production lines and practical applications. These development cycles are accelerated and active test times are extended to ensure compliance with expected performance levels and test fault tolerance limits, which are in line with the interests of OEMs and automotive suppliers. Conventional methods for these test tasks are typically accomplished by running a prototype-driving vehicle in a closed test field and performing limited performance evaluations on public roads. Thus, the number and coverage of these tests is quite limited due to the costs associated with these test methods. In addition, development and testing of analog-based ADAS technology is often preferred, with the major advantage of being able to easily change various input parameters and scenarios. In all possible scenarios, only a small part poses challenges to the ADAS functionality, possibly leading to faulty behavior. Thus, a proper selection of a subset of scenes from all possible scene changes is required, which will result in sufficient scene coverage. However, prior to deployment of such systems, simulation-based analysis alone is often insufficient or impossible to fully verify such systems in every possible driving scenario.
To address this problem, technicians develop new test patterns that combine virtual and real tests in various ways, all of the physical models of the relevant subsystems and active safety control systems can be truly modeled. In the vehicle field, real-time hardware-in-loop (HIL) simulation is a fairly common study and is used for engine development, electronic Control Unit (ECU) development, and development and testing of electric automobile parts. The implementation of the HIL simulation technology on the whole vehicle is named vehicle-in-loop (VIL) simulation. This concept places a complete real-world vehicle on a rolling chassis dynamometer and performs realistic simulations of the environment, sensors, and/or the vehicle itself. The actual hardware components, such as the ECU or sensors and their respective control logic, may be tested in a coupled manner in a real-time simulation environment. HIL simulation has been widely used in the development of active safety systems such as ABS and ESC systems. In these implementations, the vehicle dynamics simulation outputs relevant necessary signals (e.g., wheel speed, acceleration, spin rate, steering angle, etc.) to the ECU to test the response of the ECU and/or its programmed software functions. In such an arrangement, it is common to simulate vehicle dynamics and road conditions, while a physical ECU is integrated into the simulation to evaluate the ECU's response to the virtual driving scenario. A further extension of the hybrid test concept is the vehicle-in-loop (VIL) simulation concept. Here, a real vehicle on a test bench is combined with a simulation framework. The idea behind this setup is that the vehicle motion in the simulation is directly linked to the vehicle driving on the test platform. In such an arrangement, the test bench needs to be able to set specific road load conditions provided by the simulation environment. If ADAS functions need to be integrated and evaluated in such a framework, conventional test benches reach their limits and no steering behavior can be simulated. In other words, the conventional straight-line rolling type whole vehicle test bench cannot be used for testing the steering of the vehicle in the VIL simulation.
In summary, it is desirable to develop a chassis dynamometer and a whole vehicle test stand including the chassis dynamometer to simulate a situation in which a vehicle turns while traveling, and to obtain corresponding experimental results.
Disclosure of Invention
In order to solve the problems in the prior art, the application provides a chassis dynamometer for developing and testing ADAS, active safety systems and AD technologies. In conventional linear rolling chassis dynamometers, physical steering of the vehicle is not possible. In contrast, the chassis dynamometer according to the present application allows independent steering of the front wheels of the vehicle by rotating the front hub assemblies about respective vertical axes. This allows the driver or autopilot controller to make longitudinal and lateral inputs to the vehicle, i.e., acceleration, braking and steering inputs.
The application proposes a chassis dynamometer for testing a vehicle, the chassis dynamometer includes: a front wheel test assembly; a rear wheel test assembly spaced a distance from the front wheel test assembly in a first direction and configured to adjust a distance from the front wheel test assembly to accommodate different vehicle wheelbases; a control device electrically connected to the front wheel test assembly and the rear wheel test assembly to adjust positions and rotational speeds of the front wheel test assembly and the rear wheel test assembly, and configured to be able to synchronize rotational speeds of the front wheel test assembly and the rear wheel test assembly; the front wheel test assembly is characterized by comprising: a front chassis fixed on the ground; two universal slipways slidably disposed on the front chassis in a second direction and configured to be rotatable about a vertical direction, wherein the second direction is perpendicular to the first direction and the vertical direction; a front hub bracket rotatably provided on the universal sliding table; a swing assist drive secured to the front hub bracket and configured for driving rotation of the front hub bracket about a vertical direction to engage steering of a front wheel of the vehicle.
According to an alternative embodiment, the front wheel test assembly further comprises: a front hub rotatably disposed on the front hub bracket and having a rotational axis parallel to the ground for rolling engagement with a front wheel of the vehicle; and a front hub motor provided on the front hub bracket and connected to the front hub by means of a front hub transmission to drive the front hub.
According to an alternative embodiment, the distance between the two universal slipways corresponds to the front track of the vehicle.
According to an alternative embodiment, the rear wheel test assembly comprises: a rear chassis fixed on the ground; a rear slide table slidably disposed on the rear chassis in a first direction; a rear hub bracket provided on the rear slide table; a rear slide table driving device fixed on the rear hub bracket to drive the rear slide table to translate along a first direction, and adjusting the position of the rear slide table on a rear chassis to adapt to the wheelbase of the vehicle; a rear hub rotatably disposed on the rear hub bracket and having a rotational axis parallel to the ground for rolling engagement with a rear wheel of the vehicle; and a rear hub motor provided on the rear hub bracket and connected to the rear hub by means of a rear hub transmission to drive the rear hub.
According to an alternative embodiment, two said front hubs are provided on each of said front hub brackets; the front hub transmission is configured to connect the two front hubs with the front hub motor and to rotate the two front hubs synchronously; two rear hubs are arranged on each rear hub bracket; the rear hub transmission is configured to connect the two rear hubs with the rear hub motor and to rotate the two rear hubs synchronously.
According to an alternative embodiment, two said front hubs are provided on each of said front hub brackets; the front hub transmission is configured to connect the two front hubs with the front hub motor and to rotate the two front hubs synchronously; each rear hub bracket is provided with one rear hub; the rear hub transmission is configured to connect the rear hub with the rear hub motor.
According to an alternative embodiment, one of said front hubs is provided on each of said front hub brackets; the front hub transmission is configured to connect the front hub with the front hub motor; each rear hub bracket is provided with one rear hub; the rear hub transmission is configured to connect the rear hub with the rear hub motor.
According to an alternative embodiment, the rotation of the front wheel test assembly about the vertical direction is achieved by passive, active or fusion means; in the passive mode, steering power is provided by a steering system of the vehicle to drive front wheels of the vehicle to steer, and then the front wheels of the vehicle drive the front wheel hubs in rolling contact with the front wheels to steer; in the driving mode, a rotary power-assisted driving device of the front wheel testing assembly provides steering power to drive the front wheel hub bracket and the front wheel hub arranged on the front wheel hub bracket to rotate around the vertical direction, and then drive the front wheel of the vehicle in rolling contact with the front wheel hub and a steering mechanism to synchronously steer; and in the fusion mode, the control device receives a steering command signal from a steering control system of the vehicle to control the turning power-assisted driving device to provide auxiliary power along with the steering command signal, and the front hub bracket and the front hub arranged on the front hub bracket are driven to synchronously steer with the front wheels of the vehicle.
The application also provides a whole car testboard, include: the chassis dynamometer is arranged in a pit in a room where the whole vehicle test bench is located and is basically level with the indoor ground surface; a display device disposed around the chassis dynamometer and configured to display an image to simulate a road environment and a scene in which a vehicle travels; an airflow simulation device disposed in proximity to the chassis dynamometer and configured to generate an airflow to simulate ambient wind; and a temperature control device, which is arranged indoors and far away from the chassis dynamometer, and is used for controlling the indoor temperature to simulate the environment temperature.
According to the chassis dynamometer and the whole vehicle test bench, simulation of any steering angle of a tested vehicle in the range of the highest vehicle speed and the maximum steering angle can be met, and synchronization of front wheels and rear wheels of the tested vehicle can be achieved. According to the chassis dynamometer and the whole vehicle test bench, the technical problems of high road test risk and high environmental impact limit in the prior art can be solved, the functions of steering and front and rear wheel synchronization in the process of simulating vehicle running can be realized, the road test part functions are replaced, a large amount of manpower and material resources are saved, huge cost is saved, and meanwhile, the novel road test tester has the advantages of being simple in structure, convenient to operate, safe and efficient.
Drawings
The foregoing and other aspects of the present application will be more fully understood from the following detailed description, taken together with the accompanying drawings. It is noted that the scale of the drawings may be different for clarity of illustration purposes, but this does not affect the understanding of the present application.
Fig. 1 shows a side view of a whole vehicle test stand according to the present application.
Fig. 2 shows a top view of the entire vehicle test stand of fig. 1.
Fig. 3 shows a perspective view of a front wheel test assembly of the chassis dynamometer of the whole vehicle test stand of fig. 1.
Fig. 4 shows a perspective view of the front wheel test assembly of fig. 3 with the front wheel test assembly in a steering position.
Fig. 5 shows a side view of another embodiment of a front wheel test assembly.
Detailed Description
Exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or be indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element. It is to be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate or are based on the orientation or positional relationship shown in the drawings, merely to facilitate description of the present application and simplify description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" or "a number" is two or more, unless explicitly defined otherwise.
Fig. 1 shows a side view of a whole vehicle test stand according to the present application. Fig. 2 shows a top view of the entire vehicle test stand of fig. 1. The whole vehicle test bench is a rolling test bench, and a vehicle can be completely and automatically kept in the middle of the whole vehicle test bench. During the test, the control mode of the vehicle on the whole vehicle test bench comprises the following steps: controlled by a driver in the vehicle, controlled by an autopilot controller in the vehicle, and controlled jointly by the autopilot controller and an auxiliary controller of the whole vehicle test stand. In addition to the rolling test, the braking test and the ABS test, the whole vehicle test bench according to the present application can also perform a test with steering operation and a dynamic function test of an autonomous vehicle, such as an autopilot behavior test under typical traffic conditions.
As shown in fig. 1, the whole vehicle test stand 1 includes a chassis dynamometer 10, a display device 20, an airflow simulation device 30, and a temperature control device 40. The whole vehicle test stand 1 is arranged in a relatively closed room. The chassis dynamometer 10 is disposed in a pit in the room and is substantially flush with the surface of the earth in the room. A display device 20 is provided around the chassis dynamometer 10 for displaying images to simulate the environment. An airflow simulation device 30 is provided near the chassis dynamometer 10 for generating an airflow to simulate the ambient wind. A temperature control device 40 is provided indoors and remote from the chassis dynamometer 10 for controlling the temperature in the room to simulate the ambient temperature.
For convenience of the following description, a first coordinate system of the whole vehicle test stand 1 is defined herein. In the first coordinate system, the X-axis direction is a straight traveling direction of the vehicle in the whole-vehicle test stand 1; the Z-axis direction is the vertical direction; the Y-axis direction is a horizontal direction orthogonal to the X-axis and the Z-axis.
The chassis dynamometer 10 includes a front wheel test assembly 100, a rear wheel test assembly 101, a fixture 102, and a control 103. The rear wheel test assembly 101 is spaced a distance from the front wheel test assembly 100 in the X-axis direction and the distance from the front wheel test assembly 100 can be adjusted to accommodate different vehicle wheelbases. The fixing device 102 is provided near the front wheel test assembly 100 and the rear wheel test assembly 101, and is connected to the body and wheels of the vehicle under test for fixing the vehicle under test to the chassis dynamometer 10. The control device 103 is electrically connected to the front wheel test assembly 100 and the rear wheel test assembly 101 to adjust the positions and rotational speeds of the front wheel test assembly 100 and the rear wheel test assembly 101, and may synchronize the rotational speeds of the plurality of front wheel test assemblies 100 and the plurality of rear wheel test assemblies 101.
The rear wheel test assembly 101 includes a rear chassis 1010, a rear slip 1011, a rear hub bracket 1012, a rear slip drive 1013, a rear hub 1014 (not shown in fig. 1, see fig. 2), a rear hub motor 1015, and a rear hub transmission. The rear chassis 1010 is fixed to the bottom of a pit in the room. The rear slide table 1011 is slidably provided on the rear chassis 1010 in the X-axis direction. The rear hub bracket 1012 is provided on the rear slide table 1011. The rear slipway driving device 1013 is fixed on the rear hub bracket 1012 and is used for driving the rear slipway 1011 to translate along the X axis so as to adjust the position of the rear slipway 1011 on the rear chassis 1010 and adapt to the wheelbase of the tested vehicle. The rear hub 1014 is rotatably disposed on the rear hub bracket 1012 with its axis of rotation parallel to the ground for rolling engagement with the rear wheel of the vehicle under test, i.e., the rear hub 1014 can roll on the rear hub bracket 1012. A rear hub motor 1015 is provided on the rear hub carrier 1012 and is connected to the rear hub 1014 by means of a rear hub transmission for driving the rear hub 1014.
Although in the embodiment of FIG. 1, only one rear hub 1014 is provided on the rear hub bracket 1012, it is to be understood that the present application also includes the case where two rear hubs 1014 are provided on the rear hub bracket 1012. In this case, the rear hub transmission is configured to connect the two rear hubs 1014 with the rear hub motor 1015 and to rotate the two rear hubs 1014 synchronously.
Fig. 3 shows a side view of a front wheel test assembly of the chassis dynamometer of the whole vehicle test stand of fig. 1. The front wheel test assembly 100 includes a front chassis 1000, two universal slides 1001 (one of which is shown), a front hub bracket 1002, a swing booster drive 1003, a front hub 1004, a front hub motor 1005, and a front hub transmission 1006. The front chassis 1000 is fixed to the bottom of a pit in a room. The universal slide table 1001 is slidably provided on the front chassis 1000 in the Y-axis direction, and is rotatable about the Z-axis. The spacing between the two gimbals 1001 is dependent on the front track of the vehicle under test. The front hub bracket 1002 is rotatably provided on the universal slip 1001. A swing assist drive 1003 is secured to the front hub bracket 1002 for driving rotation of the front hub bracket 1002 about the Z-axis. The swing power assisting drive 1003 may be a motor to which a pinion is fixed, and drives rotation of a large gear fixed to the front hub bracket 1002 by means of gear transmission to rotate the front hub bracket 1002. The front hub 1004 is rotatably disposed on the front hub bracket 1002 with its rotational axis parallel to the ground for rolling engagement with the front wheel of the vehicle under test, i.e., the front hub 1004 can roll on the front hub bracket 1002. A front hub motor 1005 is provided on the front hub bracket 1002 and is connected to the front hub 1004 by means of a front hub transmission 1006 for driving the front hub 1004.
As shown in fig. 2 and 3, in this embodiment, two front hubs 1004 are provided on each front hub bracket 1002. The front hub transmission 1006 connects the two front hubs 1004 with the front hub motor 1005 and rotates the two front hubs 1004 in synchronization. The provision of two front hubs 1004 on each front hub bracket 1002 has the technical effect that the front wheel of the vehicle under test can be positioned between the two front hubs 1004 on each front hub bracket 1002 so that it is relatively stable in rotation. The front wheel test assembly 100 also includes a safety barrier roller 1007 disposed between the two front hubs 1004 to prevent the front wheels of the vehicle under test from slipping out from between the two front hubs 1004.
It should be noted that where one rear hub 1014 is provided on the rear hub bracket 1012, one or two front hubs 1004 may be provided on each front hub bracket 1002; in the case where two rear hubs 1014 are provided on the rear hub bracket 1012, only two front hubs 1004 may be provided on each front hub bracket 1002.
Fig. 4 shows a perspective view of the front wheel test assembly of fig. 3 with the front wheel test assembly in a steering position. Rotation of the front wheel test assembly 100 from the default (straight) position to the steering position is accomplished in three ways. The first way is that the steering system of the tested vehicle drives the front wheels of the tested vehicle to steer, and then the front wheels drive the front wheel hubs 1004 which are in rolling contact with the front wheels to steer. In this case, steering power is provided by the steering system of the vehicle under test. In the second way, the turning power is provided by the turning power driving device 1003 of the front wheel test assembly 100, so as to drive the front wheel hub support 1002 and the front wheel hub 1004 arranged on the front wheel hub support 1002 to rotate around the Z-axis direction, and then drive the front wheel in rolling contact with the front wheel hub 1004 and the steering mechanism to synchronously turn. In the third mode, a steering control system of the vehicle under test outputs a steering command signal to the control device 103, and then the control device 103 controls the rotary power-assisted driving device 1003 of the front wheel test assembly 100 to provide auxiliary power following the steering command signal, so that the front wheel hub bracket 1002 and the front wheel hub 1004 arranged thereon can synchronously steer with the front wheels.
Fig. 5 shows a side view of another embodiment of a front wheel test assembly. In contrast to the embodiment of fig. 2, in the embodiment of fig. 5, one front hub 1004 is provided on each front hub bracket 1002. A front hub transmission 1006 connects the front hub 1004 with a front hub motor 1005. The technical effect of having one front hub 1004 on each front hub bracket 1002 is that a complex front hub transmission 1006 is not required to synchronize the rotational speeds of the different front hubs 1004 on the same front hub bracket 1002, simplifying the overall structure of the front wheel testing assembly 100. In this embodiment, the front wheel test assembly 100 does not include a safety barrier roller 1007.
Due to the presence of the steering trapezoid, the wheel generates a slip in the Y-axis direction (i.e., transverse to the vehicle advancing direction) at the time of steering, and this slip can be compensated for by the slip of the universal slip 1001 in the Y-axis direction. In the event that the vehicle under test is a front drive, the motion of the front wheels of the vehicle under test is transferred through the front hub 1004 to the front hub transmission 1006 and then to the front hub motor 1005. The control device 103 sets the rotational speed of the rear hub motor 1015 according to the rotational speed of the front hub motor 1005, thereby driving the rear wheel to rotate through the rear hub transmission and the rear hub 1014. In the case where the vehicle under test is a rear drive, the above-described power transmission process is reversed. The motion of the rear wheels of the vehicle under test is transferred through the rear hub 1014 to the rear hub transmission and in turn to the rear hub motor 1015. The control device 103 sets the rotational speed of the front hub motor 1005 according to the rotational speed of the rear hub motor 1015, thereby driving the front wheels to rotate through the front hub transmission 1006 and the front hub 1004. In this way, it is possible to achieve the steering operation of the vehicle under test during the simulated road running and the rotational speed synchronization of the front wheels and the rear wheels.
In one embodiment, the securing device 102 includes a tension stake 1020 and a flexible chain 1021. The tension pile 1020 is fixed on the ground. The flexible chain 1021 is connected between the tension stake 1020 and the front or rear wheels of the vehicle under test to make the testing process more stable.
The highest speed of the vehicle under test on the whole vehicle test stand 1 in the steering state is generally set lower than that in the non-steering (i.e., straight running) state to improve the safety of the test. The highest speed and torque of the vehicle under test may be adjusted according to the specifications of the front hub motor 1005 and the rear hub motor 1015. At the time of testing, the tester (or the automatic driving control device) turns the steering wheel of the vehicle under test within the range of the highest speed and the maximum steering angle.
According to the whole vehicle test board 1, simulation of any steering angle of the tested vehicle in the range of the highest vehicle speed and the maximum steering angle can be met, and synchronization of front wheels and rear wheels of the tested vehicle can be achieved. According to the whole vehicle test bench 1, the technical problems of high road test risk and more limited environmental impact in the prior art can be solved, the functions of steering and front and rear wheel synchronization in the running process of a simulated vehicle can be realized, the road test part function is replaced, a large amount of manpower and material resources are saved, huge cost is saved, and meanwhile, the road test bench has the advantages of being simple in structure, convenient to operate, safe and efficient.
The control device 103 includes a nonvolatile memory, a data processing unit, and a read/write memory. The non-volatile memory has a memory element in which the computer program P is stored. When the computer program is executed, the data processing unit performs a method for simulating steering in the vehicle running and synchronizing the front wheels and the rear wheels. The control device 103 further includes a bus controller, a serial communication port, an I/O means, an a/D converter, a time and date input and transmission unit, an event counter, an interrupt controller, and the like (not shown).
In case the data processing unit is described as performing a specific function, this means that the data processing unit affects a specific part of the program stored in the non-volatile memory or a specific part of the program stored in the read/write memory.
It will be appreciated by those skilled in the art that in addition to implementing the method for simulating steering and synchronizing front and rear wheels in a vehicle run in pure computer readable program code, the same functions can be implemented by logic programming the steps of the method to cause the control device 103 to be in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers, embedded microcontrollers, etc. The control device 103 can thus be regarded as a kind of hardware component, and also as a structure within the hardware component for devices included therein for realizing various functions. Alternatively, the apparatus for realizing the various functions may be regarded as a structure within both a software module for realizing the method and a hardware component.
The foregoing description of the embodiments has been provided for the purposes of illustration and description. It is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Many modifications and variations will be apparent to practitioners skilled in the art. The embodiments were chosen and described in order to best explain the principles and the practical application, to thereby enable others skilled in the art to understand the embodiments for various embodiments and with various modifications as are suited to the particular use contemplated. Within the framework of the embodiments, the above-described components and features may be combined between different embodiments.
Claims (9)
1. A chassis dynamometer (10) for testing a vehicle, the chassis dynamometer comprising:
a front wheel test assembly (100);
a rear wheel test assembly (101) spaced a distance from the front wheel test assembly (100) in a first direction and configured to be able to adjust the distance from the front wheel test assembly (100) to accommodate different vehicle wheelbases;
-a control device (103) electrically connected to the front wheel test assembly (100) and the rear wheel test assembly (101) for adjusting the position and the rotational speed of the front wheel test assembly (100) and the rear wheel test assembly (101) and configured to be able to synchronize the rotational speeds of the front wheel test assembly (100) and the rear wheel test assembly (101);
characterized in that the front wheel test assembly (100) comprises:
a front chassis (1000) fixed on the ground;
two universal slipways (1001) slidably arranged on the front chassis (1000) in a second direction and configured to be rotatable around a vertical direction, wherein the second direction is perpendicular to the first direction and the vertical direction;
a front hub bracket (1002) rotatably provided on the universal slip table (1001);
a swing assist drive (1003) secured to the front hub bracket (1002) and configured for driving rotation of the front hub bracket (1002) about a vertical direction to engage steering of a front wheel of the vehicle.
2. The chassis dynamometer (10) of claim 1, wherein said front wheel test assembly (100) further comprises:
a front hub (1004) rotatably disposed on the front hub bracket (1002) and having a rotational axis parallel to the ground for rolling engagement with a front wheel of the vehicle; and
a front hub motor (1005) provided on the front hub bracket (1002) and connected to the front hub (1004) by means of a front hub transmission (1006) to drive the front hub (1004).
3. The chassis dynamometer (10) of claim 2, wherein a spacing between the two universal slipways (1001) corresponds to a front tread of the vehicle.
4. The chassis dynamometer (10) of claim 2, wherein said rear wheel test assembly (101) includes:
a rear chassis (1010) fixed on the ground;
a rear slide table (1011) slidably provided on the rear chassis (1010) in a first direction;
a rear hub bracket (1012) provided on the rear slide table (1011);
a rear slide drive (1013) fixed to the rear hub bracket (1012) to drive the rear slide (1011) to translate in a first direction, the position of the rear slide (1011) on the rear chassis (1010) being adjusted to fit the wheelbase of the vehicle;
a rear hub (1014) rotatably disposed on the rear hub bracket (1012) and having an axis of rotation parallel to the ground for rolling engagement with a rear wheel of the vehicle; and
a rear hub motor (1015) provided on the rear hub carrier (1012) and connected to the rear hub (1014) by means of a rear hub transmission to drive the rear hub (1014).
5. The chassis dynamometer (10) of claim 4, wherein,
-two front hubs (1004) are provided on each of said front hub brackets (1002);
-said front hub transmission (1006) being configured to connect two of said front hubs (1004) with said front hub motor (1005) and to rotate both of said front hubs (1004) synchronously;
-two said rear hubs (1014) are provided on each of said rear hub brackets (1012);
the rear hub transmission is configured to connect the two rear hubs (1014) with the rear hub motor (1015) and to rotate the two rear hubs (1014) synchronously.
6. The chassis dynamometer (10) of claim 4, wherein,
-two front hubs (1004) are provided on each of said front hub brackets (1002);
-said front hub transmission (1006) being configured to connect two of said front hubs (1004) with said front hub motor (1005) and to rotate both of said front hubs (1004) synchronously;
-one said rear hub (1014) is provided on each said rear hub bracket (1012);
the rear hub transmission is configured to connect the rear hub (1014) with the rear hub motor (1015).
7. The chassis dynamometer (10) of claim 4, wherein,
-one of said front hubs (1004) is provided on each of said front hub brackets (1002);
-the front hub transmission (1006) is configured to connect the front hub (1004) with the front hub motor (1005);
-one said rear hub (1014) is provided on each said rear hub bracket (1012);
the rear hub transmission is configured to connect the rear hub (1014) with the rear hub motor (1015).
8. Chassis dynamometer (10) according to claim 2 or 3, characterized in that,
the rotation of the front wheel test assembly (100) around the vertical direction is realized by a passive mode, an active mode or a fusion mode;
in the passive mode, steering power is provided by a steering system of the vehicle to drive front wheels of the vehicle to steer, and then the front wheels of the vehicle drive the front wheel hubs (1004) in rolling contact with the front wheels to steer;
in the active mode, a rotary power-assisted driving device (1003) of the front wheel test assembly (100) provides steering power to drive the front wheel hub bracket (1002) and the front wheel hub (1004) arranged on the front wheel hub bracket to rotate around the vertical direction, and then drive the front wheel of the vehicle in rolling contact with the front wheel hub (1004) to synchronously steer with a steering mechanism; and
in the fusion mode, the control device (103) receives a steering command signal from a steering control system of the vehicle to control the turning power-assisted driving device (1003) to provide auxiliary power along with the steering command signal, and the front hub bracket (1002) and the front hub (1004) arranged on the front hub bracket are driven to synchronously steer with the front wheels of the vehicle.
9. A complete vehicle test stand (1) comprising:
chassis dynamometer (10) according to any of claims 1-8, arranged in a pit in a room where said whole vehicle test stand (1) is located, substantially flush with the surface of the room;
a display device (20) provided around the chassis dynamometer (10) and configured to display an image to simulate a road environment and a scene in which a vehicle travels;
an airflow simulation device (30) disposed in proximity to the chassis dynamometer (10) and configured to generate an airflow to simulate ambient wind; and
and a temperature control device (40) which is arranged indoors and far away from the chassis dynamometer (10) and is used for controlling the indoor temperature to simulate the environment temperature.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320252438.3U CN219391352U (en) | 2023-02-16 | 2023-02-16 | Chassis dynamometer and whole vehicle test bench |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320252438.3U CN219391352U (en) | 2023-02-16 | 2023-02-16 | Chassis dynamometer and whole vehicle test bench |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219391352U true CN219391352U (en) | 2023-07-21 |
Family
ID=87170944
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320252438.3U Active CN219391352U (en) | 2023-02-16 | 2023-02-16 | Chassis dynamometer and whole vehicle test bench |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219391352U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024169921A1 (en) * | 2023-02-16 | 2024-08-22 | 宝克(中国)测试设备有限公司 | Chassis dynamometer, vehicle test bench, and method for simulating actual road driving of vehicle |
-
2023
- 2023-02-16 CN CN202320252438.3U patent/CN219391352U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024169921A1 (en) * | 2023-02-16 | 2024-08-22 | 宝克(中国)测试设备有限公司 | Chassis dynamometer, vehicle test bench, and method for simulating actual road driving of vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3614118B1 (en) | System for testing comprehensive performance of driverless vehicle | |
| CN219391352U (en) | Chassis dynamometer and whole vehicle test bench | |
| CN113219955B (en) | Multi-driver driving-in-loop test platform | |
| CN107991898A (en) | A kind of automatic driving vehicle simulating test device and electronic equipment | |
| US20100170330A1 (en) | System And Method For Testing A Vehicle | |
| CN111538315B (en) | Simulation test system and test method for automatic driving function of whole vehicle | |
| CN104460349A (en) | Real automobile in-the-loop simulation testing method, real-time simulation machine and system | |
| CN104076692A (en) | Test system | |
| EP2259041B1 (en) | Universal test device for electric power steering units | |
| Solmaz et al. | A novel testbench for development, calibration and functional testing of ADAS/AD functions | |
| CN112526976B (en) | Simulation test method and system for automatic parking controller | |
| CN107783529B (en) | Method for verifying actuator control data | |
| CN112133153A (en) | Unmanned vehicle line control chassis teaching training platform and use method thereof | |
| KR101419170B1 (en) | Environmental reliabilty test apparatus for vehicle using hardware in the loop simulation | |
| Deng et al. | Hardware-in-the-loop simulation for autonomous driving | |
| CN118500747A (en) | Chassis dynamometer, whole vehicle test bench and method for simulating actual road running of vehicle | |
| CN103700295A (en) | Realization method of driving simulation system real vehicle operating platform | |
| CN117666380A (en) | Steering test system based on hardware-in-loop and implementation method thereof | |
| CN102074139A (en) | Automotive electric controlled steering system training equipment | |
| KR102456970B1 (en) | Vehicle Sensor Mounting Position Simulator | |
| CN213339230U (en) | Teaching and training platform for unmanned vehicle line control chassis | |
| JP2022179056A (en) | test system | |
| Sommer et al. | Vehicle Network Platforms for Auto-motive Security Testing | |
| Lutz et al. | Continuous development environment for the validation of autonomous driving functions | |
| Nissimagoudar et al. | Educational framework for automotive ecu design: A case study |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |