JP2006105797A - Vibration measuring device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize a technique which can measure vibration similar to the vibration generated during the travel of an actual vehicle, with respect to the vibration originated in the vibration of a transmission 34. <P>SOLUTION: The vibration measuring device comprises: a driving motor 24 for driving the transmission 34; a tire 36 connected to an output shaft 54 of the transmission 34; a load setting unit 100 and a first absorption motor 44 for applying a load onto the tire 36; and a vibration measuring sensor 90 for measuring the vibration generated due to the vibration of the transmission 34. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a technique for measuring vibration caused by transmission drive.

  There is a need to measure vibrations caused by transmission drive. This is because, for example, it may be possible to estimate a sound (in-vehicle sound) generated in a running vehicle by measuring this vibration.

In order to measure this vibration, it is conceivable to drive an actual vehicle (actual vehicle), drive the transmission, and measure the vibration generated at that time.
However, there is a problem that vibration measurement by running a vehicle is troublesome to set a measuring device. In addition, since it is difficult to realize the same traveling pattern, there is a problem that it is difficult to perform a test in which vibration is repeatedly measured with the same traveling pattern.

In view of this, there has been considered an apparatus that artificially creates a running state of an actual vehicle and measures vibrations in that state. The apparatus includes a drive motor connected to the input shaft of the transmission and a load motor connected to the output shaft of the transmission. In this apparatus, the transmission is driven by a drive motor, and vibrations caused by driving the transmission are measured in a state where a load is applied to the transmission by a load motor. A similar device is shown in Patent Document 1.
JP-A-6-26991

  However, there is a problem that the vibration characteristics (magnitude of vibration and frequency characteristics) measured with such a device have a large difference from the vibration characteristics generated while the vehicle is running.

  An object of the present invention is to realize a technique capable of measuring vibration caused by driving of a transmission and measuring vibration close to vibration generated during traveling of an actual vehicle.

A vibration measuring apparatus embodying the present invention is caused by a drive unit for driving a transmission, a tire connected to an output shaft of the transmission, a load unit for applying a load to the tire, and driving of the transmission. A vibration measuring unit for measuring vibration is provided.
In this apparatus, the transmission is driven by the drive unit, and the vibration of the transmission is measured by the vibration measurement unit in a state where a load is applied to the tire by the load unit.
According to this, with respect to the vibration caused by the drive of the transmission, it is possible to measure the vibration close to the vibration generated while the actual vehicle is traveling.

  According to the present invention, the vibration caused by the drive of the transmission can be measured as the vibration close to the vibration generated during the running of the actual vehicle. Therefore, the performance of the vehicle can be evaluated with higher accuracy than before.

It is preferable that the load portion has a load addition portion that applies a load as a load to the tire.
According to this, it is possible to measure a vibration that is closer to the vibration that occurs during traveling of the actual vehicle.

It is preferable that an impact buffering mechanism is provided between the load applying portion and the tire.
According to this, it is possible to measure a vibration that is closer to the vibration that occurs during traveling of the actual vehicle.

A load measuring unit that is disposed between the load applying unit and the shock absorbing mechanism and that measures a load applied by the load adding unit, and is disposed between the load adding unit and the load measuring unit, to the load adding unit. It is preferable to further include a vibration attenuating section for attenuating the transmitted vibration.
According to this, the measurement accuracy of the load measured by the load measuring unit can be improved.

The load portion preferably includes a roller portion that rotates as the tire rotates, and a rotational force addition portion that applies a rotational force to the roller portion so as to apply a load to the rotation of the tire.
According to this, it is possible to measure a vibration that is closer to the vibration that occurs during traveling of the actual vehicle.

It is preferable to further include a position adjusting mechanism that can adjust the position of the load portion according to the size of the tire.
According to this, it is easy to measure the vibration close to the vibration generated during the traveling of various vehicles.

  It is preferable that the position adjusting mechanism has a mechanism that allows the load applying portion to move in the radial direction of the tire. More preferably, the position adjustment mechanism has a mechanism that allows the load application portion to move in a three-dimensional direction. It is preferable that the position adjusting mechanism has a mechanism that allows the roller portion to move in the radial direction of the tire.

It is preferable to further include a load control unit that automatically controls the load applied by the load unit over time.
According to this, it is easy to measure the vibration close to the vibration generated while the actual vehicle is running over time.

  The load control unit preferably includes a storage unit that stores a program that automatically controls a load applied by the load unit over time, and an execution unit that executes the program.

It is preferable that the apparatus further includes a cylinder block connected to the transmission and a vibration applying unit that applies vibration to the cylinder block.
According to this, it is possible to measure a vibration that is closer to the vibration that occurs during traveling of the actual vehicle.

It is preferable that the vibration measuring unit is attached to a portion adjacent to the outer periphery of the tire.
According to this, it is easy to accurately measure vibrations caused by transmission drive.

First Example FIG. 1 is a plan view of a vibration measuring apparatus according to a first example. FIG. 2 shows a front view of the device. This apparatus has a first base 20 and a second base 42. On the first base 20, a drive motor 24, a torque meter 30, a second absorption motor 22, a torque meter 60 (see FIG. 1), a support base 33, and the like are installed. On the second base 42, an arm mounting base 56, tire rollers 38a and 38b (see FIG. 1), a first absorption motor 44, a torque meter 48, and the like are installed. A sliding cylinder group 80 is attached to the second base 42. The cylinder group 80 allows the second base 42 to move in the y-axis direction (up and down direction in FIG. 2).

  A transmission 34 is attached to the support base 33 on the first base 20. The transmission 34 has an input shaft 32, a first output shaft 54, and a second output shaft 58 (see FIG. 1). A drive motor 24 is connected to the input shaft 32 via a torque meter 30 and a shaft rod 28. The drive motor 24 is installed on an installation table 26 on the first base 20. When the drive motor 24 is rotated, the input shaft 32 of the transmission 34 is rotated. As a result, the output shafts 54 and 58 of the transmission 34 also rotate. That is, the transmission 34 is driven. The torque meter 30 is for measuring the rotational torque of the drive motor 24.

  The first output shaft 54 is a shaft to which the left tire of the vehicle is connected. The second output shaft 58 is originally an axis to which the right tire of the vehicle is to be connected. However, in FIGS. 1 and 2, the first output shaft 54 to which the left tire is connected is on the right side, and the second output shaft 58 to which the right tire is to be connected is on the left side. A center shaft portion of the tire 36 is connected to the first output shaft 54. On the other hand, no tire is connected to the second output shaft 58. This is because this vibration measuring apparatus is a pseudo real vehicle environment, and it is assumed that if one tire 36 is connected, the environment is almost realized. The first output shaft 54 and the component group of the central shaft portion of the tire 36 constitute a shaft assembly (also referred to as an “axis subassembly”).

  When the first output shaft 54 of the transmission 34 rotates, the tire 36 also rotates. The tire 36 is placed on tire rollers 38a and 38b. The tire rollers 38 a and 38 b can rotate as the tire 36 rotates. A first absorption motor 44 is connected to the central shaft portion of the tire roller 38b via a shaft rod 50, a torque meter 48, and a shaft rod 46. The first absorption motor 44 is for applying a rotational force to the tire roller 38 b so as to apply a load to the rotation of the tire 36. The torque meter 48 is for measuring the rotational torque of the first absorption motor 44.

  A second absorption motor 22 is connected to the second output shaft 58 shown in FIG. 1 via a torque meter 60 and a shaft rod 62. This is because if nothing is connected to the second output shaft 58, it may be slightly deviated from the actual vehicle environment. The second absorption motor 22 applies a rotational force in the negative direction to the second output shaft 58 so as to apply a load to the rotation of the second output shaft 58 of the transmission 34 in the positive direction. The torque meter 60 is for measuring the rotational torque of the second absorption motor 22. The second absorption motor 22 is installed on the installation base 21 on the first base 20.

  As shown in FIG. 2, a shock absorber 92 is connected to the tire 36. A suspension 94 is disposed so as to surround the upper side of the shock absorber 92. The tire 36, the shock absorber 92, and the suspension 94 constitute a suspension assembly (also referred to as “suspension assembly”). A load setting unit 100 is provided above the shock absorber 92. The load setting unit 100 is connected to the frame portion 39. The frame portion 39 is engaged with a pair of slide portions 40a and 40b extending in the x-axis direction. The frame part 39 is movable in the x-axis direction (left-right direction) along the slide parts 40a, 40b. The load setting unit 100 can move in the y-axis direction with respect to the frame portion 39 by the slide mechanism 103. Further, the load setting unit 100 is movable in the z-axis direction with respect to the frame portion 39 by the slide mechanism 102. As a result, the load setting unit 100 is movable in the x, y, and z axis directions. The load setting unit 100 may be moved using a motor or the like, or may be moved manually.

  As shown in FIG. 2, the lower end of the load setting unit 100 and the upper end of the shock absorber 92 are connected via a load cell 96 and a wire rope spring 98. The load cell 96 is for measuring a load applied by the load setting unit 100. The wire rope spring 98 functions as a vibration attenuating portion, and makes it difficult for vibration generated due to the drive of the transmission 34 to be transmitted to the load setting unit 100 side.

  The arm mounting base 56 on the second base 42 shown in FIG. 2 serves to adjust the positions of the lower arm 86 and the upper arm (not shown). These arms are used to connect between the transmission 34 and the tire 36, and support connection by the output shaft 54. The arm mounting base 56 is movable in the x, y, and z axis directions.

  As shown in FIG. 2, a knuckle portion 88 is provided around the central shaft portion of the tire 36. A vibration measurement sensor 90 is attached to the knuckle portion 88. In this embodiment, an acceleration sensor is used as the vibration measurement sensor 90. The vibration measurement sensor 90 can detect vibration generated in the tire 36, and hence vibration generated due to driving of the transmission 34. This vibration includes gear noise of the transmission 34 equivalently.

  As shown in FIG. 1, each motor 24, 42, 22 is connected to a motor control device 66. An actual vehicle travel pattern program execution device 68 is connected to the motor control device 66. The execution device 68 stores a program for controlling the motors 24, 42, and 22 (referred to as “actual vehicle travel pattern program”) so as to simulate the travel environment of the actual vehicle, and executes the program. It has an execution part. When this program is executed, the motor control device 66 outputs a control signal for controlling the operation of the motor to each of the motors 24, 42, and 22 according to the contents of the program. Thereby, operation | movement of each motor 24,42,22 is controlled.

  The operation method of this vibration measuring device will be described. First, an underbody assembly (consisting of a tire 36, a shock absorber 92, a suspension 94, etc.) corresponding to an actual vehicle whose vibration is to be measured is attached to the load setting unit 100 via a load cell 96 and a wire rope spring 98. Next, the frame unit 39 is used to adjust the load setting unit 100, and thus the three-dimensional position of the underbody assembly. Further, by using the sliding cylinder group 80, the position of the second base 42, and consequently the tire rollers 38a, 38b, in the y-axis direction (vertical direction in FIG. 2) is adjusted. As a result, the positional relationship between the underbody assembly and the tire rollers 38a and 38b is adjusted. Further, the arm mounting base 56 is moved to adjust the three-dimensional position of the arm group such as the lower arm 86. Thereby, the positional relationship between the arm group, the suspension assembly and the transmission 34 is adjusted.

  These positional relationships may be adjusted according to the amount of human eyes, or may be performed using an electronic device such as a computer. For example, when the suspension assembly data is input to the computer, the computer responds to the load setting unit 100 (the suspension assembly), the second base 42 (the tire roller 38), the arm mounting base 56 (the lower arm 86, etc.). The positional relationship of the arm) may be adjusted.

  Next, by further adjusting the position of the load setting unit 100 in the y-axis direction (vertical direction in FIG. 2), the magnitude of the load applied to the underbody assembly (tire 36, etc.) is set. The magnitude of this load is set in consideration of the weight of the actual vehicle and the weight of a person riding in the actual vehicle. The load is measured by the load cell 96, and the load setting unit 100 is stopped when the load reaches a desired value. As a result, a state where the actual vehicle is stopped is realized in a simulated manner.

  Next, the actual vehicle running pattern program execution device 68 shown in FIG. As a result, the motor control device 66 outputs a control signal corresponding to the actual vehicle running pattern to each of the motors 24, 42, and 22. As a result, the operation of each motor 24, 42, 22 is controlled. When the drive motor 24 rotates, the transmission 34 is driven. As a result, the tire 36 connected to the first output shaft 54 of the transmission 34 also rotates. The rotation speed of the drive motor 24 is mainly controlled. By controlling the operation of the drive motor 24, various acceleration or deceleration patterns can be realized.

  On the other hand, when the first absorption motor 44 rotates, a rotational force is applied to the tire roller 38 b so as to resist the rotation of the tire 36. When the second absorption motor 22 rotates, a negative rotational force is applied to the second output shaft 58 so as to resist the positive rotation of the second output shaft 58. As for the absorption motors 44 and 22, the magnitude of the torque is mainly controlled. By controlling the operation of these absorption motors 44 and 22, various resistance states (road resistance, etc.) during traveling can be realized.

  As a result, the actual traveling state of the vehicle is simulated. As described above, the vibration measurement sensor 90 measures the vibration generated in a state where the actual traveling environment is simulated. By adopting a configuration in which the underbody assembly is inserted as in the present embodiment, it is possible to measure the vibration caused by the drive of the transmission 34, which is close to the vibration generated during the traveling of the actual vehicle, as compared with the conventional case.

  According to the present embodiment, it is possible to measure vibration close to that when using an actual vehicle with a relatively simple configuration in which an undercarriage assembly mainly composed of the tire 36, the shock absorber 92, and the suspension 94 is inserted. Nevertheless, there are fewer inconveniences such as setting a measuring device and replacing the transmission, and it is difficult to repeatedly test vibrations with the same running pattern compared to using an actual vehicle.

  Further, by performing a predetermined calculation process between the measured vibration characteristics and the sensitivity on the body side of the vehicle, it is possible to estimate the vehicle interior sound. As described above, since the vibration can be obtained with high accuracy, the vehicle interior sound obtained using the vibration can be obtained with high accuracy close to the vehicle interior sound generated in the actual vehicle.

Second Example FIG. 3 is a plan view of a vibration measuring apparatus according to a second example. FIG. 4 shows a front view of the device. In addition to the configuration of the apparatus of the first embodiment, this apparatus further includes a cylinder block 116 connected to the input side of the transmission 34 and a vibration cylinder group 112 that applies vibration to the cylinder block 116. A drive motor 110 for driving the cylinder block 116 is attached. When the drive motor 110 is rotated, the cylinder block 116 is operated, and as a result, the transmission 34 is driven. The drive motor 110 corresponds to the drive motor 24 of the first embodiment, but is smaller and has a lower inertia than the drive motor 24. The vibration cylinder group 112 is installed on the third base 114. As shown in FIG. 4, a table 113 is disposed on the vibration cylinder group 112. A cylinder block 116 attached to the attachment portion 111 is located above the table 113. Another base 115 is attached to a part of the upper surface of the base 113. A transmission 34 attached to the attachment portion 117 is located above the table 115.

  As shown in FIG. 4, the vibration cylinder group 112 is connected to the hydraulic servo valve 120. A hydraulic unit 122 is connected to the hydraulic servo valve 120. In addition, an excitation control device 118 is connected to the hydraulic servo valve 120. The vibration control device 118 is connected to the actual vehicle travel pattern execution device 68 described in the first embodiment. As in the case of the first embodiment, the execution device executes the actual vehicle travel pattern program. When this program is executed, the vibration control device 118 outputs a control signal for controlling vibration characteristics such as the magnitude and frequency of vibration to be applied to the hydraulic servo valve 120 according to the contents of the program. As a result, the hydraulic pressure from the hydraulic unit 112 is controlled, whereby the operation of the vibration cylinder group 112 is controlled. According to the present embodiment, it is possible to reproduce the coupled state with the engine, and therefore, it is possible to measure vibration closer to the vibration generated while the vehicle is traveling.

  Vibrations caused by transmissions measured using the present invention may be used, for example, to estimate in-vehicle sound. Therefore, the present invention may be used when, for example, it is desired to know the loudness of the interior sound of a running vehicle in order to evaluate the performance of the vehicle.

Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.
The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology illustrated in the present specification or the drawings can achieve a plurality of purposes at the same time, and has technical utility by achieving one of the purposes.

The top view of the vibration measuring device of the 1st example is shown. The front view of the vibration measuring device of the 1st example is shown. The top view of the vibration measuring apparatus of 2nd Example is shown. The front view of the vibration measuring apparatus of 2nd Example is shown.

Explanation of symbols

24: Drive motor (drive unit)
38: Tire roller (roller part)
39: Slide part (position adjustment mechanism)
44: 1st absorption motor (load part, rotational force addition part)
66: Motor control device (load control unit)
68: Actual vehicle running pattern program execution device (load control unit)
80: Cylinder for slide (position adjustment mechanism)
90: Vibration measurement sensor (vibration measurement unit)
92: Shock absorber (shock absorbing mechanism)
94: Suspension (impact buffer mechanism)
96: Load cell (load measuring section)
98: Wire rope spring (vibration damping part)
100: Load setting unit (loading section, load adding section)
112: Excitation cylinder (vibration adding part)

Claims (9)

A drive for driving the transmission;
A tire connected to the output shaft of the transmission;
A load portion for applying a load to the tire;
A vibration measuring device including a vibration measuring unit that measures vibration generated due to driving of the transmission.   The vibration measuring apparatus according to claim 1, wherein the load section includes a load addition section that applies a load as a load to the tire.   The vibration measuring device according to claim 2, wherein an impact buffering mechanism is provided between the load applying portion and the tire.   A load measuring unit that is disposed between the load applying unit and the shock absorbing mechanism and that measures a load applied by the load adding unit, and is disposed between the load adding unit and the load measuring unit, to the load adding unit. The vibration measuring apparatus according to claim 3, further comprising a vibration attenuating unit that attenuates the transmitted vibration.   The load portion includes a roller portion that rotates as the tire rotates, and a rotational force addition portion that applies a rotational force to the roller portion so as to apply a load to the rotation of the tire. The vibration measuring device according to any one of the above.   The vibration measuring device according to claim 1, further comprising a position adjusting mechanism capable of adjusting a position of the load portion according to a size of the tire.   The vibration measuring apparatus according to claim 1, further comprising a load control unit that automatically controls a load applied by the load unit over time.   The vibration measuring device according to claim 1, further comprising a cylinder block connected to the transmission and a vibration applying unit that applies vibration to the cylinder block. A method for measuring vibration caused by transmission drive in a state in which a running environment of an actual vehicle is simulated,
A first step of driving the transmission;
A second step of applying a load to the tire connected to the output shaft of the transmission;
A vibration measurement method including a step of measuring the vibration in a state where the first step and the second step are performed.

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