JP2007093211A - Chassis dynamometer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a chassis dynamometer which simulates various road states by rotating wheels in static state of the frame of the vehicle such as an automobile, conducting various test of the automobile and adding a load to the wheels at the moment and can more exactly measure the load transmitted from the drive wheels of the automobile. <P>SOLUTION: A housing of bearing, on which the drive wheels of the automobile is put and, which supports the rotational member driven by the rotation of the drive wheels, is fixed to a bearing support member. A motor for adding resistance to the rotation of the rotational member is supported by the bearing support member. A load sensor measuring the force transmitted from the tire of the vehicle to a flat belt mechanism is arranged in between the bearing support member and a base supporting the bearing support member from the bottom. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a chassis dynamometer that performs various tests of an automobile by rotating a wheel while a frame of a vehicle such as an automobile is stationary, and applies various loads to the wheel to reproduce various traveling states at that time.

In recent years, instead of running a car on a test course, a running test apparatus that performs various measurements by moving a car indoors is being used. In a running test apparatus, a drum or an endless belt is brought into contact with a driving wheel of an automobile so that the body of the automobile does not move even when the driving wheel rotates. Such a traveling test apparatus performs various tests such as measurement of vehicle body vibration and in-vehicle noise during traveling, measurement of exhaust gas, and test of effectiveness of the steering wheel. As such a running test apparatus, a chassis such as that of Patent Document 1 reproduces various running states by applying a load to a drum or an endless belt when the driving wheel is rotating (this is called drive absorption). There is a dynamometer. In such a chassis dynamometer, a motor for driving absorption is prepared outside the chassis dynamometer.
JP-A-6-207886

  In such a chassis dynamometer, a load sensor is provided on a bearing that supports a rotating member such as a roller or a drum on which an endless belt is hung, and the load fluctuation and vibration transmitted from a driving wheel of an automobile to a drum or an endless belt are measured. is there. Thus, by providing a load sensor on the chassis dynamometer side, it is possible to evaluate the vibration of the automobile and the room noise without attaching the sensor to the automobile.

  However, in a conventional chassis dynamometer, a motor for driving absorption is provided outside the chassis dynamometer, and the motor itself is supported separately from the drum and the roller. In such a chassis dynamometer, the load is detected by the load sensor even when the drum or roller pair is driven without placing the driving wheels of the automobile on the drum or roller pair of the chassis dynamometer. This load is called mechanical loss, and when the driving wheel of an automobile is placed on a drum or a tire, if a load is applied to the drum or roller pair by a motor, it is applied from the driving wheel of the automobile to the drum or roller pair. Besides the load, the aforementioned mechanical loss is also detected by the load sensor. For this reason, in a conventional chassis dynamometer, a torque meter is attached to the rotating shaft of the motor, the magnitude of the mechanical loss is estimated from the detection result of the torque meter, and the load is calculated using the estimated magnitude of the mechanical loss. Configured the sensor output value. However, since the estimated magnitude of the mechanical loss includes an error, it is not easy to accurately measure the magnitude of the load applied to the drum or roller from the driving wheel of the automobile. Therefore, a chassis dynamometer that can more accurately measure the load transmitted from the driving wheels of an automobile is desired.

  In order to achieve the above object, in the chassis dynamometer of the present invention, the housing of the bearing portion supporting the rotating member is fixed to the bearing supporting member, and a motor for applying resistance to the rotation of the rotating member is the bearing supporting member. A load sensor that is fixed and measures a force transmitted from the tire of the vehicle to the flat belt mechanism is disposed between the bearing support member and the base that supports the bearing support member from below. Thus, in the present invention, since the motor is fixed to the bearing support member, the reaction force of the mechanical loss transmitted to the motor side is transmitted to the load sensor via the bearing support member. That is, the mechanical loss and the reaction force that are in opposite phases to each other are applied to the load sensor. As a result, only the load transmitted from the driving wheel of the automobile to the rotating member such as a drum or a roller pair is almost accurately detected. It will be detected by the load sensor.

  Further, for example, the rotating member is a roller pair including a pair of rollers, and an endless belt is stretched over the roller pair, and at least one of tires mounted on the vehicle contacts the endless belt, and at least A configuration may be adopted in which the endless belt rotates around the pair of rollers following the rotation of one tire. At this time, the first pulley provided on the rotating shaft of the motor, the second pulley provided on one rotating shaft of the rollers constituting the roller pair, the first pulley, and the second pulley A configuration may be adopted in which the motor applies resistance to the roller pair by an endless belt mechanism including an endless belt for driving the roller.

  Further, by adopting a configuration in which the motor is disposed between the rollers constituting the roller pair, the chassis dynamometer device can be made more compact.

  As described above, according to the present invention, a chassis dynamometer capable of more accurately measuring a load transmitted from a driving wheel of an automobile is realized.

  Hereinafter, a chassis dynamometer according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a side view of a chassis dynamometer 1 according to an embodiment of the present invention. FIG. 2 is a top view of the chassis dynamometer 1. The chassis dynamometer 1 is a device that gives various running measurements to the driving wheels (front wheels in the present embodiment) of the vehicle in the same running state as when the vehicle is actually running. The measurement result is transmitted to the control unit 800 (described later) of the chassis dynamometer 1, and the measurement result is processed by the control unit 800.

  As shown in FIG. 1, the chassis dynamometer 1 includes a pair 100 on which a frame 100 for fixing the body of the automobile C to be tested and a front wheel Wf of the automobile C are respectively mounted. Flat belt mechanisms 200 and 300 (see FIG. 2), and a slope 400 for moving the automobile C onto the gantry 100 and the flat belt mechanism 200. In the present embodiment, the automobile C is front wheel drive. In the following description, the front side of the car C is defined as “front”, the rear side of the car C is defined as “rear”, and the width direction of the car C is defined as “width direction”.

  As shown in FIG. 1, an L-shaped guide 110 for fixing the body Cb of the automobile C and a pair of tires for fixing two wheels of the rear wheel Wb of the automobile C on the gantry 100, respectively. Grasping means 120 and 130 are provided.

  Three L-shaped guides 110 are provided on each of the left and right sides of the automobile C so that one end 111 thereof is in contact with both side surfaces of the body Cb of the automobile C. A pad 112 (FIG. 2) made of rubber, urethane, or the like is provided at one end 111 of each L-shaped guide 110 that comes into contact with the body Cb of the automobile C, and friction acting between the pad 112 and the body Cb. The vehicle C is held so as not to move by force. Further, each L-shaped guide 110 can adjust the position in the left-right direction and the height of one end 111 of the L-shaped guide 110 in order to correspond to automobiles of various widths and shapes. Various known position adjustment mechanisms such as a rack-pinion mechanism, a feed screw mechanism, and a hydraulic mechanism can be used as a mechanism for performing this adjustment.

  In this embodiment, the L-shaped guide 110 holds the vehicle C by sandwiching the body Cb of the vehicle C from both ends in the width direction. However, the present invention is not limited to the above configuration, and the jack of the vehicle is used. A mechanism for fixing the up point to the gantry 100 may be used instead.

  The tire gripping means 120 (130) has clamps 122 (132) and 124 (134) for gripping the tire from the front and rear. The clamps 122 (132) and 124 (134) are respectively movable in the front-rear direction, and grip and fix the tire of the automobile C from the front and rear. As the clamp moving mechanism, various known position adjusting mechanisms such as a rack-pinion mechanism, a feed screw mechanism, and a hydraulic mechanism can be used.

  As described above, in the present embodiment, since the vehicle C is front-wheel drive, the front wheel Wf is placed on the flat belt mechanisms 200 and 300, and the rear wheel Wb is fixed on the gantry 100. When the automobile C is rear wheel drive, the rear wheel Wb is placed on the flat belt mechanisms 200 and 300 and the front wheel Wf is fixed on the gantry 100. Furthermore, when the automobile C is a four-wheel drive, four flat belt mechanisms are prepared so that all the drive wheels are mounted on separate flat belts.

  When the automobile C is installed in the chassis dynamometer 1 configured as described above and the front wheels Wf of the automobile C are driven, the endless belts of the flat belt mechanisms 200 and 300 advance and retreat as the front wheels Wf rotate. At this time, various running states can be reproduced by applying resistance to the endless belt by a drive absorption motor provided in the flat belt mechanisms 200 and 300. For example, a downhill can be reproduced by applying resistance in the same direction as the traveling direction of the endless belt, and an uphill can be reproduced by applying resistance in the direction opposite to the traveling direction of the endless belt. Further, by measuring the peripheral speed of the flat belt using a rotary encoder, which will be described later, and applying a load corresponding to the acceleration of the flat belt, the inertial force during acceleration / deceleration can be applied to the vehicle body of the automobile. That is, it is possible to reproduce a transient running state during acceleration / deceleration of the automobile.

  The structure of the flat belt mechanism 200, 300 will be described below. FIG. 3 is a side view of the flat belt mechanism 200 according to the present embodiment. FIG. 4 is a top view of the flat belt mechanism 200. As shown in FIG. 4, the flat belt mechanism 300 is configured and arranged symmetrically with the flat belt mechanism 200, and the structure is the same as the flat belt mechanism 200. The description about this is omitted.

  As shown in FIG. 3, the flat belt mechanism 200 includes a driving roller 212 extending in the width direction, a roller pair 210 including a driven roller 214, and an endless belt 220 stretched over the roller pair 210. Have. The driving roller 212 and the driven roller 214 are arranged side by side in the front-rear direction. As the driving roller 212 rotates, the endless belt 220 rotates around the roller pair 210, and as the endless belt 220 moves, The driven roller 214 rotates. The diameters of the driving roller 212 and the driven roller 214 are about 560 mm.

  The endless belt 220 is a steel plate having a thickness of about 0.5 mm, and a rubber anti-slip material 222 such as Safety Walk (registered trademark) is attached to the outer peripheral surface thereof. This anti-slip material has a higher friction coefficient than the steel endless belt 220 itself, and a state close to an actual asphalt road surface is reproduced.

  The rotation shafts 212a and 214a of the driving roller 212 and the driven roller 214 are rotatably supported by bearings 232 and 234, respectively. The bearings 232 and 234 are provided at both ends of the rotation shafts 212a and 214a of the driving roller 212 and the driven roller 214, respectively.

  The bearing 234 that supports the rotating shaft 214a of the driven roller 214 is provided with a driven roller adjusting mechanism 216 for moving the shaft 224 in the front-rear direction by a feed screw mechanism. By operating the driven roller adjustment mechanism 216, the driven roller 214 can be moved and the distance between the driven roller 214 and the driving roller 212 can be adjusted. As shown in FIG. 4, the driven roller adjusting mechanism 216 is provided at both ends of the driven roller 214.

  Thereby, the tension of the endless belt 220 is adjusted to an appropriate value. The driven roller adjustment mechanism 216 is also used when the endless belt 220 is replaced. That is, when the endless belt 220 is attached to or detached from the roller pair 210, the driven roller 214 is moved in a direction to reduce the distance between the driven roller 214 and the driving roller 212, so that the endless belt 220 is moved without applying force. The belt 220 is detachable.

  Both the bearing 232 and the driven roller adjusting mechanism 216 provided on the driving roller 212 are fixed to the roller support guides 236 and 237. Since a pair of bearings 232 and 234 are provided at both ends in the width direction of the roller pair 210, one roller support guide 236 and 237 is also provided at each of the both ends in the width direction of the roller pair 210 (FIG. 4). reference). The roller support guide 236 on the front side in FIG. 3 includes a plate portion 236a extending on a surface substantially perpendicular to the rotation shafts 212a and 214a of the drive roller 212 and the driven roller 214, and outward in the width direction from both front and rear ends of the plate portion 236a. A front wall surface 236b and a rear wall surface 236c are formed to extend toward the front. The bearing 232 is fixed to the rear wall surface 236c. The driven roller adjusting mechanism 216 is fixed to the front wall surface 236b. In order to improve the rigidity of the roller support guide 236, the lower ends of the front wall surface 236b and the rear wall surface 236c are connected to each other via a lower wall surface 236d extending in the front-rear direction. The roller support guide 237 has a similar configuration.

  The roller support guides 236 and 237 are both fixed on the main support plate 238. That is, the bearings 232 and 234 are fixed to the single main support plate 238 via the roller support guides 236 and 237. Therefore, the load and vibration applied to the endless belt 200 from the front wheel Wf of the automobile C are transmitted to the main support plate 238.

  As shown in FIG. 3, the main support plate 238 is fixed on the base plate 700 with bolts 710. Further, quartz piezoelectric three-component force sensors 721 to 724 are provided between the main support plate 238 and the base plate 700 (only 721 and 722 are shown in FIG. 3). The load sensors 721 to 724 are disposed at the four corners of the roller support plate 236, respectively. Reference numerals 721 to 724 each have a perforated disk shape. A bolt 710 is inserted into the hole, and the bolt 710 fastens the load sensors 721 to 724 to the roller support plate 236 and the base plate 700, whereby predetermined loads are applied to the load sensors 721 to 724. Preload is added.

  A drive motor 242 for applying a load to the endless belt 220 is provided between the drive roller 212 and the driven roller 214. The drive motor 242 is fixed at both ends in the width direction to the roller support guides 236 and 237 in the form of a fixed beam. As a result, the drive motor 242 is supported in a floating state and does not contact the endless belt 220. The rotation shaft 242a of the drive motor 242 passes through an opening 236e provided at the center of the plate portion 236a of the roller support guide 236 and protrudes outward from the roller support guide 236. A pulley 244 is fixed to the tip of the rotation shaft 242a of the drive motor 242. The pulley 244 and the pulley 212b fixed to the tip of the rotation shaft 212a of the drive roller 212 are connected via an endless belt 243. Therefore, the power applied to the rotating shaft 242a of the drive motor 242 is transmitted to the endless belt 220 via the pulley 244, the endless belt 243, the pulley 212b, and the drive roller 212. That is, a load can be applied to the endless belt 220 by the drive motor 242.

  In order to support the rotating shaft 242a at a position closer to the tip of the rotating shaft 242a of the driving motor 242, that is, a position close to the pulley 244, the driving motor bearing 245 includes a front wall surface 236b and a rear wall surface 236c of the roller support guide 236. Is fixed on a bearing fixing plate 239 that is passed to the end face on the outer side in the width direction. An opening 239a for allowing the rotation shaft 242a of the drive motor 242 to pass is formed in the center of the bearing fixing plate 239.

  As described above, in the chassis dynamometer 1 of the present embodiment, the drive motor 242 for absorbing drive and the various members (pulleys 244 and the like) associated with the drive motor 242 all have the roller support guides 236 and 237. Via the main support plate 238. For this reason, both the mechanical loss transmitted from the rotating shaft 242a of the drive motor 242 to the drive roller 212 and the reaction force of the mechanical loss transmitted to the drive motor 242 itself are applied to the load sensor. Only the load transmitted from the front wheel Wf of the automobile to the endless belt 220 is detected by the load sensors 721 to 724 almost accurately. That is, in the chassis dynamometer 1 of the present embodiment, it is possible to accurately detect the load fluctuation and vibration transmitted from the front wheel Wf.

  A rotary encoder 217 (described later) (not shown) is provided on the rotation shaft 214 a of the driven roller 214. The rotational speed of the driving roller 212 is measured by the rotary encoder 217, and the speed of the endless belt 220, that is, the peripheral speed of the front wheel Wf in contact with the endless belt 220 is measured from the measurement result. A rotary encoder (not shown) is also provided on the rotation shaft 212 a of the drive roller 212. When there is a difference between the rotational speed detected by the encoder on the driving roller 212 side and the rotational speed detected by the encoder 217 on the driven roller 213 side, slip occurs between the driving roller 212 and the endless belt 220. Means that The control unit 800 determines whether or not slippage has occurred between the drive roller 212 and the endless belt 220 from the rotational speeds detected by the rotary encoder 217 and the rotary encoder on the drive roller 214 side. If it is determined, the operator is notified of the abnormality of the apparatus.

  The support roller mechanism 600 for supporting the upper part of the endless belt 220 will be described below. As shown in FIG. 3, the support roller mechanism 600 includes five rollers 611 to 615 that are arranged in the front-rear direction and whose rotation axes are in the left-right direction. Both ends of the rollers 611 to 615 are rotatably supported by bearings 622 and 624 provided on the roller support guides 236 and 237. The heights of the upper ends of the rollers 611 to 615 are adjusted to be the same as or slightly higher than the heights of the upper ends of the driving roller 212 and the driven roller 214. For this reason, the upper ends of the rollers 611 to 615 are always in close contact with the inner peripheral upper portion of the endless belt 220. Therefore, in a state where the front wheel Wf is placed on the flat belt mechanism 200, the front wheel Wf is supported not only by the endless belt 220 but also by the rollers 611 to 615.

  As described above, the chassis dynamometer 1 of the present embodiment places the driving wheels of the automobile C on the flat belt mechanism, and then drives the driving wheels to advance and retract the endless belt of the flat belt mechanism. Here, when the rotation shaft of the driving wheel is inclined with respect to the rotation shaft of the roller of the flat belt mechanism, that is, when there is a deviation between the traveling direction of the automobile and the traveling direction of the endless belt, a lateral force is applied to the endless belt. In the present embodiment, a guide roller mechanism for preventing the endless belt from moving in the width direction that can be generated by the lateral force is provided.

  The guide roller mechanism 250 provided in the flat belt mechanism 200 will be described below. The flat belt mechanism 300 is also provided with a similar guide roller mechanism. The guide roller mechanism 250 includes a disk-shaped guide roller 251 that contacts both ends of the lower end of the endless belt 220 in the width direction, and a bearing plate 252 that rotatably supports the guide roller 251. In the present embodiment, two sets of guide roller mechanisms 250 are provided at one end in the width direction of the endless belt 220 and two sets at the other end, and are supported from both ends of the endless belt 220. In this embodiment, the guide roller mechanism 250 is configured to support both ends of the lower end of the endless belt 220 in the width direction, but the guide roller mechanism 250 supports both ends of the upper end of the endless belt 220 in the width direction. Alternatively, the guide roller mechanism 250 may support both ends in the width direction of the endless belt 220 at both the upper and lower portions of the endless belt 220.

  The bearing plate 252 of the guide roller mechanism 250 is fixed on the main support plate 238. As shown in FIG. 4, long holes 252a extending in the width direction are formed at both ends of the bearing plate 252 in the front-rear direction, and bolts (not shown) are formed through the long holes 252a. The bearing plate 252 is fastened to the main support plate 238. In the present embodiment, since the bearing plate 252 is fixed through a pair of elongated holes, the position of the bearing plate 252 with respect to the main support plate 238 can be adjusted in the width direction. As shown in FIG. 3, most of the guide roller mechanism 250 is located on the outer side in the width direction with respect to the plate portion 236 a of the roller support guide 236. In this state, a notch 236f is provided in the lower portion of the plate portion 236a so that the guide roller 251 can pass through the plate portion 236a and contact the endless belt 220.

  An enlarged view of the guide roller mechanism 250 is shown in FIG. As illustrated, a groove 251 a extending in the circumferential direction is formed on the cylindrical surface of the guide roller 251. The width of the groove 251a is slightly larger than the thickness of the endless belt 220. In the state where the guide roller mechanism 250 is attached to the flat belt mechanism 200, the end portion in the width direction of the endless belt 220 enters the groove 251a.

  The bearing plate 252 is fitted with a bearing portion 252b for supporting the rotation shaft 251b of the guide roller 251. The bearing portion 252b is urged toward the endless belt 220 by a spring (not shown) built in the bearing plate 252. As a result, the groove 251a of the guide roller 251 contacts the endless belt 220. Further, since the groove 251a and the endless belt 220 are always in contact with each other, the endless belt 220 is guided by the groove 251a and does not move in the vertical direction.

  Further, the guide rollers 251 of the four sets of guide roller mechanisms 250 are urged toward the endless belt 220, and each of the guide rollers 251 comes into contact with the endless belt 220 with a substantially equal load. . As a result, slip is unlikely to occur between the endless belt 220 and the guide roller 251. When a slip occurs between the endless belt 220 and the guide roller 251, the wear of the guide roller 251 proceeds. Therefore, the life of the guide roller 251 can be extended by the configuration of the present embodiment.

  In order to further prevent the guide roller 251 from being worn, the guide roller 251 is formed of a material having high hardness such as iron that has been quenched. Furthermore, the end faces of the endless belt 220 in the width direction and the cylindrical surface of the guide roller 251 are coated with hard chrome plating or the like. For this reason, the end surfaces of the endless belt 220 at both ends in the width direction and the cylindrical surface of the guide roller 251 are smoothly formed, and the contact area between the two is reduced. As a result, the load in the front-rear direction applied from the endless belt 220 to the guide roller 251 is reduced, and the guide roller 251 is less likely to be worn.

  The processing of the output of the load sensors 721 to 724 and the rotary encoder 217 and the control of the drive motor 242 (and the processing of the output of the sensor on the side of the flat belt mechanism 300 corresponding to these and the control of the motor) are performed by the control unit 800. Done. FIG. 6 shows a block diagram of the control unit 800.

  Each of the load sensors 721 to 724 is connected to the charge amplifiers 821 to 824, whereby the outputs of the load sensors 721 to 724 are amplified. Outputs of the charge amplifiers 821 to 824 are input to signal input terminals 831a to 834a of the filter amplifiers 831 to 834.

  Each of the filter amplifiers 831 to 834 removes noise from the input signal and amplifies the signal level at a predetermined amplification factor. Each of the filter amplifiers 831 to 834 has control signal output terminals 831b to 834b and 831c to 834c, which are connected to the controller 801. The filter amplifiers 831 to 834 amplify the input signal at any one of two preset amplification factors A1 and A2. The signals amplified at the amplification factor A1 are discretized by the A / D converters 841a to 844a via the signal output terminals 831b to 834b of the amplifiers 831 to 834. The signal amplified at the amplification factor A2 is discretized by the A / D converters 841b to 844b via the signal output terminals 831c to 834c of the amplifiers 831 to 834. A2 has a higher amplification factor than A1.

  The discretized signal is input to the controller 801 and processed. In the present embodiment, for simplification, the output from each of the load sensors 721 to 724 is shown as being configured to be processed by one signal processing system, but each of the load sensors 721 to 724 is 3 minutes. Since it is a force load sensor, it has three output terminals each. Accordingly, each processing system has a 3-channel signal processing system. The controller 801 calculates the orthogonal three-axis direction component of the force transmitted from the front wheel Wf of the automobile C to the endless belt 220 by adding the outputs of the load sensors 721 to 724 for each axis. Further, by calculating the outputs of the load sensors 721 to 724 using a known predetermined method, the controller 801 calculates moments about three orthogonal axes transmitted from the front wheels Wf of the automobile C to the endless belt 220.

  The output pulse of the rotary encoder 217 is input to the controller 801 as it is. The controller 801 is connected to a timer 802 that measures time, and by measuring the pulse interval output from the rotary encoder 217 with reference to the timer 802, the rotational speed of the rotary encoder 217 (that is, the driven roller 214). Measure.

  Further, the control unit 800 has an external input terminal 803, and various sensors (exhaust gas concentration detection sensor, flow rate sensor, etc. of the automobile C) provided outside the apparatus can be connected. The sensor output input from the external input terminal 803 is input to the controller 801.

  The controller 801 is connected to the drive motor 242 and controls the operation of these drive motors.

  The controller 801 is connected to a monitor 861 for displaying an index obtained by processing the output from each sensor, and a keyboard 862 for inputting various data to the control unit 800. The operator of the travel test apparatus 1 can perform various controls of the travel test apparatus 1 such as adjusting the torque of the drive motor 242 and recording measurement results by inputting various data from the keyboard 862.

  The control unit 800 described above describes the relationship between the sensor and motor on the flat belt mechanism 200 side, but the sensor and motor on the flat belt mechanism 300 side are similarly connected to the control unit 800. It is possible to process signals from sensors and to control motors.

  As described above, the chassis dynamometer of the present embodiment is a belt-type chassis dynamometer that uses a flat belt mechanism including a roller pair and an endless belt. However, in a drum-type chassis dynamometer that uses a drum instead of a flat belt mechanism, a configuration in which a drive absorption motor is fixed to a support member that supports a bearing that supports the drum is also within the scope of the present invention. .

It is a side view of the chassis dynamometer of the embodiment of the present invention. It is a top view of the chassis dynamometer of the embodiment of the present invention. It is a side view of the flat belt mechanism of the embodiment of the present invention. It is a top view of the flat belt mechanism of the embodiment of the present invention. It is an enlarged view of the guide roller mechanism of the embodiment of the present invention. It is a block diagram of the control part of the chassis dynamometer of the embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Chassis dynamometer 100 Base 110 L-shaped guide 120, 130 Tire grip means 122, 124 Clamp 132, 134 Clamp 200, 300 Flat belt mechanism 210 Roller pair 212 Drive roller 212a Rotating shaft 212b Pulley 214 Followed roller 214a Rotated shaft 216 Followed roller Adjustment mechanism 217 Rotary encoder 220 Endless belt 222 Anti-slip material 232, 234 Bearing 236, 237 Roller support guide 238 Main support plate 242 Drive motor 244 Pulley 245 Bearing 250 Guide roller mechanism 251 Guide roller 251a Groove 251b Rotating shaft 252 Bearing plate 252a Slot 400 Slope 500 Support belt mechanism 510, 520 Roller 512, 522 Bearing 523 Roller adjustment mechanism 530 Endless 540 bearing support member 600 support roller mechanism 611 to 615 support roller 700 base plate 710 bolt 721 to 724 6 component force sensor 800 control unit 801 controller 803 external input terminal 821 to 824 charge amplifier 831 to 834 filter amplifier 841 to 844 A / D converter 861 Monitor 862 Keyboard C Car Cb Car body Wf Front wheel Wb Rear wheel

Claims (12)

A rotating member on which a driving wheel of an automobile is placed and is driven to rotate as the driving wheel rotates,
A bearing portion for rotatably supporting the rotating member;
A bearing support member to which a housing of the bearing portion is fixed;
A motor fixed to the bearing support member for applying resistance to the rotation of the rotating member;
A base for supporting the bearing support member from below;
A load sensor disposed between the bearing support member and the base for measuring a force transmitted from a vehicle tire to the flat belt mechanism;
A chassis dynamometer. The rotating member is a roller pair including a pair of rollers;
An endless belt stretched around the roller pair, wherein at least one of tires mounted on a vehicle contacts the endless belt, and the endless belt is driven by the rotation of the at least one tire. Further comprising one configured to pivot about the pair of rollers;
The chassis dynamometer according to claim 1, wherein: A first pulley provided on a rotating shaft of the motor;
A second pulley provided on one rotating shaft of the rollers constituting the roller pair;
An endless belt for driving a roller that is stretched between the first pulley and the second pulley;
The chassis dynamometer according to claim 2, further comprising:   The chassis dynamometer according to claim 2 or 3, wherein the motor is disposed between rollers constituting the roller pair.   The chassis dynamometer according to claim 2, wherein the endless belt is made of metal.   The chassis dynamometer according to any one of claims 2 to 5, wherein an anti-slip material is provided on an outer peripheral surface of the endless belt. A plurality of support rollers;
The support roller contacts the endless belt;
The endless belt is sandwiched between at least one of the plurality of support rollers and the at least one tire;
The chassis dynamometer according to claim 2, wherein the chassis dynamometer is provided.   The chassis dynamometer according to any one of claims 2 to 7, further comprising tension adjusting means for adjusting tension of the endless belt.   The chassis dynamometer according to claim 8, wherein the tension adjusting means adjusts the tension of the endless belt by moving at least one of the rollers constituting the roller pair.   The chassis dynamometer according to claim 1, further comprising a rotary encoder provided on a rotating shaft of the rotating member.   The chassis dynamometer according to any one of claims 1 to 10, wherein the load sensor is a six-component force sensor.   12. The six-component force sensor includes a plurality of three-component force sensors and a calculation unit that calculates a moment in three axial directions from detection results of the plurality of three-component force sensors. Chassis dynamometer.

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