JP2005207775A - Apparatus for analyzing three-dimensional behavior of road surface condition factor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve accuracy in reproducibility of behavior of a road surface condition factor when the actual traveling is performed, and to provide an apparatus for analyzing the three-dimensional behavior of the road surface condition factor, which can image and analyze the road condition factor in a wide range. <P>SOLUTION: The apparatus for analyzing the three-dimensional behavior of the road surface condition factor includes: a wheel track rail 2 prescribing the traveling route of wheels of a motor vehicle; a wheel traveling apparatus 1 for making the wheels travel along the wheel track rail; a simulative road 4 having the road surface condition factor for simulating the road surface condition of the road; and road surface condition factor imaging means C1 for imaging the road surface condition factor which is spattered by the wheel. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a three-dimensional behavior analysis apparatus for road surface condition factors, and more particularly to a three-dimensional behavior analysis apparatus for road surface condition factors for analyzing the behavior of road surface condition factors such as water and mud that are splashed up by wheels during vehicle travel.

  The vehicle travels on the road surface where the situation changes variously according to the weather and the place. For example, when traveling in rainy weather, tires splash water that accumulates on the road surface, and the splashed water collides with each part of the vehicle of the own vehicle and oncoming vehicles, resulting in fog and hindering visibility. In addition, not only water but also solid things such as mud and stones may be splashed up.

  By investigating the behavior of road surface conditions such as water that has been splashed, it becomes possible to develop a waterproof structure of the vehicle and wheel alignment and tire shapes that are difficult to repel the road surface conditions. It is not easy to capture the behavior of various road surface conditions that are thrown up during actual vehicle travel.

  For this reason, automakers, etc. have been promoting automation and CAE (Computer Aided Engineering) of vehicle performance evaluation tests using a vehicle running test device to improve the speed of product development and reduce costs. For example, there has been proposed a water splash test method that simulates a water splash situation in a tire using a reproduction device that reproduces water splash (see, for example, Patent Document 1). In the water splash test method of Patent Document 1, the test vehicle is placed on a rotating roller of a chassis dynamo installed under the floor of a wind tunnel, and the front port tire of the test vehicle is driven to rotate while the supply port is Water is supplied from a flat water flow nozzle to simulate the situation where the front wheel tires splash water.

FIG. 7A shows a schematic diagram of the relationship between a puddle and a tire in Patent Document 1. FIG. In FIG. 7A, the rotating roller 94 rotates the front wheel tire 93 of the test vehicle, and water blown from the water flow nozzle 97 enters the front wheel tire. The water blown out from the water nozzle is in a state where it rides on a rotating roller, and there is a puddle on the road surface. .
Japanese Patent Laid-Open No. 10-197411

  However, the water splash test method described in Patent Document 1 has a problem that the water splash when the front wheel tire 93 enters the puddle cannot be reproduced. As shown in FIG. 7 (a), the front wheel tire 93 causes water splashing while rotating on the rotating roller 94. However, on the actual road surface, a recess (dent) on the road surface becomes a puddle, and the tire is on the road surface. Water splashes begin to enter the puddle, which is a recess of the water.

  FIG.7 (b) shows the schematic of the relationship between the puddle and tire at the time of actual driving | running | working. In FIG. 7B, the puddle 92 is recessed at an angle α with respect to the traveling surface 95. For this reason, the front wheel tire 93 entering the puddle 92 enters the puddle 92 at an angle α. That is, during actual running, the front wheel tire of the vehicle enters the concave portion of the road surface, whereas the water splash test method of Patent Document 1 cannot reproduce the water splash when entering the puddle.

  Further, in the water splash test method described in Patent Document 1, since the test vehicle has a vehicle body, the behavior of the road surface condition that the front wheel tire splashes is photographed from a wide range of directions, for example, from the vehicle body side. Is difficult. In addition, since it is difficult to blow out solid road surface condition factors such as stone and mud with a water flow nozzle, it is also difficult to reproduce the splash of stone and mud. Therefore, conventionally, there is no test apparatus for testing the complex behavior when these various road surface condition factors are flipped up, and the test for promoting CAE has not been sufficiently performed.

  In view of the above problems, the present invention provides a road surface condition factor three-dimensional behavior analysis apparatus capable of improving the reproduction accuracy of the road surface condition factor behavior during actual driving and photographing and analyzing the road surface condition factor over a wide range. With the goal.

  In order to solve the above-described problems, the present invention is to simulate a wheel track rail that regulates a travel route of a vehicle wheel, a wheel travel device that travels the wheel along the wheel track rail, and a road surface condition of the road. There is provided a three-dimensional behavior analysis apparatus for a road surface condition factor, characterized by having a simulated road surface having the road surface condition factor and a road surface condition factor photographing means for photographing a road surface factor pushed up on a wheel.

  ADVANTAGE OF THE INVENTION According to this invention, the reproduction accuracy of the behavior of the road surface condition factor at the time of actual driving | running | working can be improved, and the road surface condition factor three-dimensional behavior analysis apparatus which can image | photograph and analyze a road surface condition factor over a wide range can be provided.

  In one aspect of the present invention, the road surface condition factor photographing means photographs the road surface condition factor from at least one of a front surface in the traveling direction of a wheel, a substantially side surface of the wheel, and a substantially flat surface of the wheel. The shooting direction is not limited to the front, side, and plane in the traveling direction, and shooting can be performed from a desired position. The number of road surface condition photographing means is not limited to three, and four or more road surface condition photographing means may be used for photographing.

  In one aspect of the present invention, the wheel traveling device has a load loading means for applying a load to the wheel or a rail opening for slidingly guiding the vehicle track rail, and the vehicle track rail is driven by a predetermined driving force. It is characterized by sliding. The rail opening may be groove-shaped.

  In one aspect of the present invention, the road surface condition factor is water, mud, stone, snow, gravel, or ice. When the road surface condition factor is liquid such as water, the simulated road surface forms a recess. Further, the road surface condition factors of water, mud, stone, snow, gravel, or ice are merely examples of the road surface condition factors, and include all those that simulate the road surface conditions such as sleet and dust that may exist on the road surface. It may be artificially present such as glass or nails.

  In one aspect of the present invention, the track rail for wheels has an upward curved portion. In the case where the wheel track rail has an upward curved portion, it is preferable that the traveling portion where the tire travels bend in accordance with the wheel track rail.

  Further, in one aspect of the present invention, the image data capturing unit that captures the image of the road surface condition factor captured by the photographing unit, the image data captured by the image data capturing unit, and the behavior of the road surface factor are analyzed. And a behavior analysis means.

  ADVANTAGE OF THE INVENTION According to this invention, the reproduction accuracy of the behavior of the road surface condition factor at the time of actual driving | running | working can be improved, and the road surface condition factor three-dimensional behavior analysis apparatus which can image | photograph and analyze a road surface condition factor over a wide range can be provided.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1A shows an example of a simulated suspension in a road surface condition factor three-dimensional behavior analysis apparatus (hereinafter simply referred to as a three-dimensional behavior analysis apparatus). The left figure in FIG. 1 is a front view of the simulated suspension as seen from the front in the tire traveling direction, the central figure in FIG. 1 is a side view as seen from the side, and the right figure in FIG. 1 is a plan view as seen from the plane. Show. As shown in FIG. 1B, the simulated suspension includes a front suspension assembly 20 (hereinafter simply referred to as a front suspension assembly) and a front suspension assembly assembly 20 that can attach a front suspension of an actual vehicle to a three-dimensional behavior analysis apparatus. It is comprised from the suspension restraint tool 40 used as the wheel traveling apparatus which restrains and drive | works along a driving | running route.

  FIG. 1B will be described. In the front suspension assembly 20, a suspension arm 23, a suspension shaft 22, and a shock absorber 21 are attached to a wheel with a tire 25 including an axle. The suspension restraint tool 40 includes a suspension arm 23 and a suspension shaft attachment portion 41, a track rail insertion portion 42, a jack 43, and a shock absorber restraining portion 44 that restrains the shock absorber 21. The simulated suspension is formed by attaching the suspension arm 23 and the suspension shaft 22 to the attachment portion 41 and restraining the shock absorber 21 with the shock absorber restraining portion 44.

  Further, the jack 43 can apply a load to the front suspension Assy 20 via the shock absorber restraining portion 44. The load applied to the jack 43 is detected by a load cell included in the shock absorber restraining portion 44. Therefore, for example, it is possible to apply a load assumed to be applied to the front suspension out of the total weight of the actual vehicle to the simulated suspension. Since the simulated suspension has the front suspension Assy 20 similar to that of the actual vehicle, the alignment such as the toe angle and the camber angle can be changed similarly to the actual vehicle.

  FIG. 2 shows a schematic diagram of a three-dimensional behavior analysis apparatus. 2A is a plan view of the three-dimensional behavior analysis apparatus, and FIG. 2B is a side view. The simulated suspension 1 described in FIG. 1 is slidably attached by inserting the track rail insertion portion 42 into the track rail 2. The track rail 2 has an internal chain 6, and when the motor 5 winds up the chain 6, the simulated suspension 1 slides on the track rail 2. The motor 5 is connected to a motor control device 7. The motor control device 7 can set the rotation speed of the motor 5. The rotational speed of the motor 5 may be set to be constant during traveling, or may be set to change with time.

  The three-dimensional behavior analysis apparatus further includes a tire traveling unit 3, a simulated road surface 4, and cameras C1 to C3. The tire 25 included in the simulated suspension 1 is grounded to the tire traveling unit 3 with a load by the jack 43. Therefore, when the motor 5 winds up the chain 6, the tire 25 of the simulated suspension 1 travels on the tire traveling unit 3. The tire traveling unit 3 is preferably formed of a traveling surface similar to a road on which a vehicle travels during actual traveling, such as a paved road such as asphalt or concrete, gravel, or earth. However, since the feature of the present embodiment is that the tire 25 hits the road surface condition factor when traveling on the simulated road surface 4, the formation surface of the tire traveling portion 3 may not be the same as the road during actual traveling. In addition, as shown in FIG.2 (b), the tire traveling part 3 has the curved part 8 which curves to the upper part. The presence of the curved portion 8 makes it easy to accelerate the simulated suspension 1 using the height difference of the curved portion 8, and the overall length of the tire traveling portion 3 can be shortened.

  Next, the simulated road surface 4 will be described. Fig.3 (a) is a figure which shows an example of the simulation road surface 4 which simulated the puddle. In the simulated road surface of FIG. 3A, the bottom surface 51 and the entry surface 52 lower than the tire traveling unit 3 form a recess 55 having a depth h. Since the bottom surface 51 is lower than the tire traveling portion 3, the behavior of water splash when the tire enters the puddle during actual traveling can be reproduced. The simulated road surface 4 may be formed with a gentle slope at the entry surface 52 as shown in FIG. Further, the depth h of the recess 55 is not limited.

  Road surface condition factors such as mud, stones, snow, gravel, and glass may be placed on the simulated road surface 4. FIG.3 (c) shows an example of the simulated road surface 4 which has a stone as a road surface condition factor. In the simulated road surface of FIG. 3C, the stone 56 is left stationary without having the entry surface 52. In the simulated road surface of FIG. 3D, the entry surface 52 has a convex portion, and mud 57 stays in the concave portion 55 formed by the entry surface 52 and the bottom surface 51. In an actual road, the approach surface 52 may form a convex portion due to the vehicle weight. Therefore, the road surface during actual traveling can be reproduced by forming the simulated road surface 4 assuming an actual road. FIG. 3D is a side view of the simulated road surface 4, but the simulated road surface 4 may be formed so as to have a concave portion when viewed from the front, like a ridge. In addition, if the road surface condition factor such as water is colored, the analysis accuracy of the behavior of water splash or the like in the photographed image is improved. Since the shape of the simulated road surface 4 and the road surface condition factors are design matters, various simulated road surfaces 4 can be formed. Moreover, if the simulated road surface 4 is replaced, various simulated road surfaces can be reproduced.

  Next, photographing of the raised road surface condition factor will be described. The tire 25 of the simulated suspension 1 that has traveled through the tire traveling unit 3 comes into contact with a road surface condition factor on the simulated road surface 4. The road surface condition factor in contact with the tire 25 is flipped up and photographed with a camera. The three-dimensional behavior analysis apparatus of FIG. 2 includes a camera C1 that captures an image of the simulated road surface 4 from the front in the traveling direction, C2 that captures images from the side, and C3 that captures images from the plane. In order to analyze the three-dimensional behavior, it is preferable to shoot from three points of the cameras C1 to C3 as shown in FIG. 2, but four or more cameras may be provided, or shoot from a predetermined one point. May be.

  The cameras C1 to C3 are, for example, CCD cameras or CMOS cameras. It is possible to capture a moving image or a still image at a predetermined number of frames / second or faster so that the behavior of the raised road surface condition factor can be photographed. The images taken by the cameras C1 to C3 are synchronized. Therefore, the cameras C1, C2, and C3 can photograph a predetermined moment of the raised road surface condition factor simultaneously from three directions. The photographed image is taken into the following three-dimensional behavior analysis means, and used for analysis of the three-dimensional behavior of the water droplets such as the direction and speed at which the water droplets are splashed. In addition, since the front suspension Assy20 is image | photographed simultaneously with the camera, you may use for an analysis with the image of the front suspension Assy20.

  FIG. 4A shows an example of a schematic functional configuration diagram of the three-dimensional behavior analysis means. The three-dimensional behavior analysis unit in FIG. 4A includes an image data capturing unit 61 that captures images of the cameras C1, C2, and C3, and a behavior analysis unit 62 that analyzes the behavior of road surface condition factors based on the captured images. . The image data capturing means 61 stores the image data captured by the cameras C1, C2, and C3 in the storage device 63 that stores the image data.

  FIG. 4B shows an example of images captured by the cameras C1, C2, and C3. The left figure of FIG.4 (b) shows the state of a tire and water splashing image | photographed from the front, a center figure from the side, and a right figure from the plane. The three-dimensional behavior analysis means 62 analyzes the behavior of the amount of water splash, the size of the water droplet, the speed, the direction, etc. based on the image of the water splash as shown in FIG. Thus, by analyzing the captured image, the behavior of the road surface condition factor can be quantitatively measured.

  Based on the above configuration, the operation of the three-dimensional behavior analysis apparatus will be described. FIG. 5 shows an operation state of the three-dimensional behavior analysis apparatus, and FIG. 6 shows a flowchart for explaining the operation of the three-dimensional behavior analysis apparatus.

  First, the simulated suspension 1 is connected to the chain 6 by inserting the track rail insertion portion 42 into the track rail 2. A predetermined load is applied to the front suspension Assy 20 by the jack 43. For example, if the water splash of a vehicle having a vehicle weight of 1000 kg is reproduced, a load of about one-fourth of 250 kg is applied. The load may be set in consideration of the position of the center of gravity of the vehicle. The applied load can be confirmed by a load cell. At this point, the simulated suspension 1 is located at A in FIG.

  Subsequently, the simulated road surface 4 is arranged at a predetermined location. The user attaches the desired simulated road surface 4 described with reference to FIG.

  In step S101, the three-dimensional behavior analysis apparatus receives a three-dimensional behavior analysis start signal from the user. On the operation panel or the like of the motor control device 7, the traveling speed is set by the user, and for example, an analysis start button is pressed. Since the rotation speed of the motor 5 is variable, it is possible to analyze the behavior of the road surface condition factor according to the vehicle speed.

  In step S <b> 102, the motor 5 is driven by the motor control device 7, and the motor 5 moves the simulated suspension 1 to the top of the track rail 2. The simulated suspension 1 passes through the position B in FIG.

  In step S103, the motor control device 7 controls the motor 5 so that the set traveling speed is achieved. The simulated suspension 1 slides on the track rail 2 by the rotation of the motor 5. Along with this, the tire 25 starts traveling of the tire traveling unit 3. The simulated suspension 1 is accelerated by the height difference caused by the rotation of the motor 5 and the curved portion 8 of the track rail 2. At this point, the simulated suspension 1 passes through positions D and E in FIG.

  In step S104, a road surface condition factor that the tire 25 of the simulated suspension 1 pops up is photographed. The tire 25 passes through the tire traveling unit 3 and reaches the simulated road surface 4. The cameras C1 to C3 can shoot from the time when the tire 25 enters the entrance surface 52 described with reference to FIG.

  In step S105, the behavior of the road surface condition factor is analyzed by the three-dimensional behavior analysis means. Image data captured by the cameras C1 to C3 is captured by the image data capturing unit 61, and then the behavior analysis unit 62 analyzes the speed and direction of the splashed water droplets. The image data may be stored in the storage device 63, and the analysis by the behavior analysis unit 62 may be performed later by a computer connected to a network or the like. This completes the operation of the three-dimensional behavior analysis apparatus.

  According to the present embodiment, since the movement of the tire center that occurs when entering the level difference of the road surface can be reproduced, the reproduction accuracy of the behavior of the road surface condition factor during actual traveling is improved. In addition, the behavior of road surface condition factors such as water, mud, and stones splashed on the wheels can be photographed from three directions. Since it is possible to quantitatively grasp the three-dimensional behavior of the road surface condition factor based on the photographed image, it is possible to acquire basic data for performing performance test automation and CAE. The simulated road surface may be a road surface that simulates a rough road or an uneven road. When a rough road or a rough road is simulated, vibration analysis of the simulated suspension 1 can be performed in addition to the behavior of the road surface condition factor.

  INDUSTRIAL APPLICABILITY The present invention can be used for a three-dimensional behavior analysis apparatus for a road surface condition factor that a wheel springs up. It can also be used as a test device for water splashes. A typical road condition factor is water, but any road condition factor may be used as long as it can exist on the road. Further, the type, size, appearance, type of tire, etc. of the wheel are not questioned.

It is an example of the simulation suspension in a three-dimensional behavior analysis apparatus. It is the schematic of a three-dimensional behavioral analysis apparatus. It is a figure which shows the example of a simulation road surface. It is a figure which shows an example of the general | schematic functional block diagram of a three-dimensional behavioral analysis means. It is a figure which shows the mode of operation | movement of a three-dimensional behavioral analysis apparatus. It is an example of the flowchart figure for demonstrating operation | movement of a three-dimensional behavioral analysis apparatus. It is the schematic of the relationship between the puddle and the tire in the conventional water splash test method.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Simulated suspension 2 Track rail 3 Tire traveling part 4 Simulated road surface 5 Motor 6 Chain 7 Motor control device 8 Curved part 20 Front suspension assembly 25 Tire 40 Suspension restraint 61 Image data capture means 62 Behavior analysis means C1, C2, C3 Camera

Claims (6)

A track rail for wheels that regulates the travel route of the wheels of the automobile,
A wheel traveling device for traveling the wheel along the wheel track rail;
A simulated road surface having road surface condition factors for simulating road surface conditions;
Road surface condition photographing means for photographing the road surface condition factor pushed up on the wheel;
A three-dimensional behavior analysis apparatus for road surface conditions, characterized by comprising: The road surface condition factor photographing means shoots the road surface condition factor from at least one of the front direction of travel of the wheel, the substantially side surface of the wheel, and the substantially flat surface of the wheel.
The three-dimensional behavior analysis apparatus for road surface condition factors according to claim 1. The wheel traveling device has load loading means for applying a load to the wheel or a rail opening for slidingly guiding the vehicle track rail, and slides the vehicle track rail with a predetermined driving force.
The three-dimensional behavior analysis apparatus for a road surface condition factor according to claim 1.   2. The road surface condition factor three-dimensional behavior analysis apparatus according to claim 1, wherein the road surface condition factor is water, mud, stone, snow, gravel, or ice.   2. The road surface condition factor three-dimensional behavior analysis apparatus according to claim 1, wherein the wheel track rail has an upward curved portion. Image data capturing means for capturing an image of the road surface condition factor imaged by the imaging means;
Analyzing the image data captured by the image data capturing means, and analyzing the behavior of the road surface condition factor; and
The three-dimensional behavior analysis device for a road surface condition factor according to claim 1, wherein: