JP2011247626A - Method and apparatus for testing steering stability of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method and an apparatus for testing steering stability of a vehicle, which can evaluate steering stability of a slalom state of which the reproducibility is most difficult in reproduction of various traveling states.SOLUTION: In a method for testing steering stability when a vehicle periodically performs continuous route conversion, an excitation controller for individually controlling a plurality of vibrators starts excitation of an vibrator corresponding to a rear wheel of one front wheel side from a point of time delayed by a half period from excitation start time of an vibrator corresponding to one right or left front wheel and advanced by a half period of an excitation waveform, and starts excitation of an vibrator corresponding to the other front wheel simultaneously with excitation start time of an vibrator corresponding to one front wheel and from a point of time advanced from a half period of the excitation waveform so that the excitation of the vibrator corresponding to the rear wheel of the other front wheel side is delayed by a half period from the excitation start time of the other front wheel and from the point of time delayed by a half period of the excitation waveform.

Description

  The present invention relates to a vehicle steering stability test, and more particularly to a vehicle for accurately reproducing the behavior of a wheel and a vehicle in a steering stability performance test assuming a continuous course change (slalom) and evaluating the performance of the wheel and the vehicle. The present invention relates to a steering stability performance testing method and a steering stability performance testing apparatus.

Conventionally, a vehicle steering stability performance test for evaluating the performance of a wheel has a first test method, an actual vehicle running test in which the subject wheel is mounted on the vehicle, and a second test method. A steering stability performance test in which a mounted vehicle is mounted on a steering stability performance test apparatus and tested, and a third method is a vehicle model simulation test performed on software without using any actual vehicle.
In the first test method, a plurality of acceleration sensors for measuring front / rear, left / right and up / down force acting on the vehicle body of the vehicle for performing the steering stability performance test, a gyro sensor for measuring pitching, yawing and rolling moments, A steering angle sensor that detects the steering amount and steering speed of the steering wheel is installed, and each wheel of the vehicle measures the force acting on the front and rear, left and right, up and down, around the front and rear axis, around the left and right axis, and around the vertical axis A 6-component force meter is attached. The acceleration sensor, the gyro sensor, the rudder angle sensor, the 6-component force meter, and the computer that controls the vehicle are connected to a data logger, and the data logger outputs the measurement result output from each sensor and the vehicle output from the vehicle computer. Record the speed and slip condition of each wheel in correspondence.
Then, the test driver actually drives the vehicle repeatedly to reproduce the driving state as a subject, measures various data of wheels and vehicles, and analyzes various measurement data recorded in the data logger. Thus, evaluation of wheel running performance in the steering stability performance test, matching between the wheel and the vehicle, and the like is performed.
In the second test method, a plurality of acceleration sensors for measuring front / rear, left / right and up / down force acting on the vehicle body of the vehicle for which the steering stability test is performed, and a gyro sensor for measuring pitching, yawing and rolling moments. And a steering angle sensor for detecting the steering amount and steering speed of the steering wheel, and each wheel of the vehicle is applied to the front / rear, left / right, up / down, front / rear axis, left / right axis, and upper / lower axis force acting on the wheel. A 6-component force meter is installed to measure Then, a vibration exciter having a load meter that measures the wheel load by exciting the vehicle and various traveling states are built in as a program, and the vibration of the vibration exciter is controlled according to the selected traveling state program. A vibration controller and a data logger connected to the acceleration sensor, gyro sensor, rudder angle sensor, 6-component force meter, and load meter, and for recording the measurement results output from each sensor, 6-component force meter, and load meter. The steering stability performance is tested by the steering stability performance testing device.
The steering stability performance test by the steering stability performance testing device is performed by installing the subject vehicle on the shaker, selecting the running state to be tested from the shake controller, and inputting the test start to the shake controller. The vehicle's wheel performance in the steering stability performance test is determined by vibrating the vehicle's wheels so as to reproduce the driving conditions tested by the shaker, and analyzing the measurement data recorded in the data logger after a predetermined time. And evaluation of matching between wheels and vehicles.
Also, in the third test method, various driving states assuming a steering stability performance test are reproduced on the software by simulation without using hardware such as a vibrator, and the steering stability performance of the wheels and the vehicle is evaluated. ing.

However, it is difficult to accurately reproduce the driving state of the continuous course change (slalom driving state) in the steering stability performance test of the vehicle in any of the above three methods, and accurately evaluate the steering stability performance. I could not.
Specifically, in the first test method, when the force input to the wheel from the road surface is measured, due to disturbances such as unevenness, inclination, weather, etc. of the road surface on which the vehicle actually travels, Due to poor measurement accuracy and subtle changes in the position where the vehicle travels, reproducible measurement results could not be obtained in repeated tests, and there was concern about the accuracy of steering stability evaluation.
In addition, in the second test method, since the start time of vibration input to each wheel from the shaker was not clearly understood, the consistency between the second test method and the result measured by the first test method There was unevenness in the characteristics, and there was concern about the accuracy of the evaluation of steering stability performance.
Further, in the third test method, as in the second test method, since the starting point of the vibration input to the wheel on the simulation is unknown, it is measured by the third test method and the first test method. There was an unevenness in consistency with the results, and there was concern about the accuracy of the evaluation of steering stability performance.

Japanese Patent Laid-Open No. 11-32253

  In order to solve the above-mentioned problems, the present invention is a vehicle stability control test method and a control stability test for a vehicle that enables evaluation of control stability performance in a slalom state that is most difficult to reproduce while reproducing various driving conditions. Providing equipment.

As a first aspect of the present invention, a vehicle tire is mounted on each of a plurality of shakers that vibrate the vehicle, and a vibration controller that controls the plurality of shakers controls the vibration according to a predetermined vibration waveform. This is a method for testing the steering stability performance when the vehicle is periodically turned and continuously changing the course, and the vibration controller is controlled from the time when the vibration generator corresponding to the left or right front wheel starts vibration. In addition, the excitation of the vibrator corresponding to the rear wheel on the one front wheel side is started from the point when the excitation waveform is delayed by a half cycle and the excitation waveform advances by a half cycle, and the excitation of the vibrator corresponding to the other front wheel Start at the same time as the excitation of the vibration generator corresponding to one front wheel and when the excitation waveform has advanced half a cycle, and after the other front wheel, Whether the excitation of the vibrator corresponding to the wheel is delayed by a half cycle and the excitation waveform is delayed by a half cycle It was to start.
According to the present invention, a vehicle in a continuous course change state can be reproduced by exciting a vehicle wheel with a plurality of vibrators, and a vertical force acting on the wheel in the continuous course change state is vibrated. It is possible to analyze the steering stability performance of wheels and vehicles that are continuously changing courses, and when running the stability stability of newly manufactured tires, it is possible to perform an actual vehicle running test. Therefore, it is possible to accurately evaluate the steering stability performance of the tire.

As a second aspect of the present invention, the excitation waveform is given by a SIN waveform.
According to the present invention, a continuous course change state can be reproduced by a simple SIN waveform without composing the excitation waveform with a complicated waveform, and the continuous courses having different steering angles can be obtained only by changing the amplitude and period of the excitation waveform. It is possible to easily carry out conversion and continuous course switching with different steering cycles, and analyze the steering stability performance of wheels and vehicles.

As a third configuration of the present invention, a plurality of vibration exciters on which vehicle tires are mounted are vibrated according to a predetermined vibration waveform, and a test of the steering stability performance at the time of periodic continuous course change of the vehicle is performed. A steering stability test apparatus for a vehicle, the steering stability test apparatus comprising a plurality of excitation controllers for individually controlling the excitation periods and amplitudes of a plurality of shakers, A data map of an excitation waveform that sets the excitation start time of the shaker corresponding to one of the front wheels, and a half cycle delay of the excitation time of the shaker corresponding to the rear wheel on the one front wheel side, and The excitation waveform data map set when the excitation waveform advances half a cycle and the excitation time of the vibration generator corresponding to the other front wheel are simultaneously with the vibration time of the vibration generator corresponding to one front wheel. And the excitation waveform data set when the excitation waveform advances half a cycle The map and the excitation time of the vibration generator corresponding to the rear wheel on the other front wheel side are delayed by a half cycle and the excitation waveform is set at a time when the excitation waveform is delayed by a half cycle from the excitation start time of the other front wheel And a waveform map data map.
According to the present invention, the vibration controller of the steering stability performance test apparatus includes the data map for vibrating the vibration exciter in order to reproduce the vehicle in the continuous course change state. Since the vehicle steering stability test can be carried out and the vertical force acting on the wheel can be measured, it is possible to accurately analyze the steering stability performance of the wheel and the vehicle in a continuous course change state, for example, When analyzing the steering stability performance of a newly prototyped tire, it is possible to accurately evaluate the steering stability performance without performing an actual vehicle running test.

The conceptual diagram of the steering stability performance test apparatus which concerns on this invention. The data map for exciting the right front wheel and right rear wheel which concern on this invention. 3 is a data map for exciting the left front wheel and the left rear wheel according to the present invention. The figure which shows the phase difference or phase angle of the excitation by the data map which concerns on this invention. The response waveform figure of the ground reaction force measured by the excitation which concerns on this invention.

  Hereinafter, the present invention will be described in detail through embodiments of the invention. However, the following embodiments do not limit the invention according to the claims, and all combinations of features described in the embodiments are solutions of the invention. It is not necessarily essential to the means, but includes a configuration that is selectively adopted.

Embodiment 1
FIG. 1 shows a steering stability performance testing apparatus 1 according to the present invention. Hereinafter, the steering stability performance test apparatus 1 will be described with reference to FIG.
The steering stability test apparatus 1 includes a plurality of vibrators 4 that vibrate a plurality of wheels 3 a to 3 d of the vehicle 2, and a load meter 5 that is individually provided in the vibrator 4 and measures the wheel load of the wheels 3. The vibration controller 6 that individually controls the plurality of vibrators 4 and outputs waveforms for reproducing various traveling states to the vibrator 4 and the wheel load output from the load meter 5 are individually recorded. And the data logger 7 to be configured.
The vibration exciter 4 includes a vibration unit 11, a load meter 5, and a wheel platform 17 on which the wheels 3 are placed.
In this embodiment, the vibration unit 11 includes a hydraulic cylinder 15 that controls the expansion speed and the expansion amount of the piston 15 a by the operation of the servo valve 13.
The hydraulic cylinder 15 serving as the vibration unit 11 has a cylinder portion 15b erected vertically on the floor surface in the test chamber. Specifically, the cylinder portion 15b includes a plurality of non-illustrated mounting holes formed on the bottom that are larger than the diameter of the cylinder portion 15b and formed in an annular shape, and protrudes from the floor so as to correspond to the mounting holes. A fixing hole is inserted through the anchor bolt, and a nut is screwed into a bolt portion protruding from the fixing hole.
A load meter 5 is fixed to the tip of the piston 15 a of the hydraulic cylinder 15. Each load meter 5 is connected to a data logger, which will be described later, measures the wheel load value of the vehicle, and outputs it to the data logger. An attachment member 16 is fixed to the upper surface side of the load cell 5, and a wheel mount 17 is fixed via the attachment member 16.
The wheel mount 17 is formed of a rectangular flat plate material having an upper surface and a lower surface formed in parallel, and a tire mounting surface on which a tire is mounted is formed on the upper surface side. The tire mounting surface includes a non-illustrated wheel stop mechanism that restricts the wheel 3 from moving in the front-rear direction and the left-right direction when the wheel 3 is mounted.
The vibration exciter 4 having the above-described configuration is installed on the floor surface at intervals corresponding to the wheel base and tread width of the vehicle 2.

Next, the vibration controller 6 that controls the vibration operation of the vibrator 4 will be described.
The vibration controller 6 is individually connected to each servo valve 13 of the vibration exciter 4, and outputs a vibration signal to the servo valve 13 to control the displacement amount and the displacement speed of the piston 15 a of the hydraulic cylinder 15. That is, by controlling the opening / closing speed and flow rate of the servo valve 13, the amount of displacement and the displacement speed in the vertical direction of the wheel mount 17 are controlled.
The vibration controller 6 includes an input unit 6A, a storage unit 6B, and a control unit 6C.
The input unit 6A is connected to an input device such as a keyboard and a mouse for inputting test conditions for performing the steering stability performance test, and each load meter 5.
The storage unit 6B stores an excitation waveform for reproducing various traveling states in which the steering stability performance test is performed. Specifically, the storage unit 6B of the vibration controller 6 stores data maps FR, RR, and so on having vibration waveforms as shown in FIGS. 2 (a), 2 (b), 3 (a), and 3 (b). FL and RL are stored.
The control unit 6C outputs an excitation signal to the servo valve 13 of each vibration exciter 4 based on the excitation waveform read from the storage unit 6B, and controls the opening / closing speed and flow rate of the servo valve 13. Thus, the displacement amount and the displacement speed of the piston 15a of the hydraulic cylinder 15 are controlled. Further, the control unit 6C sets the phase difference α at the vibration start position at which each vibration exciter 4 starts vibration corresponding to the traveling speed of the vehicle 2 in the test conditions, and according to this, each vibration exciter 4 To control.

Hereinafter, an excitation waveform in the case where the continuous course change test according to the present invention is performed in the steering stability performance test will be described with reference to FIGS. 2 (a), 2 (b), 3 (a), and 3 (b).
FIG. 2A shows an excitation waveform data map FR for exciting the right front wheel 3a. The excitation waveform of the data map FR is composed of one sine wave (Sin wave) as a basic waveform. The amplitude of the sine wave is the amount of displacement of the wheel mount 17 of the shaker 4 and indicates the steering angle in the vehicle, and the period is the displacement speed of the wheel mount 17 of the shaker 4 and indicates the steering period in the vehicle. Yes.
Next, FIG.2 (b) shows the data map RR of the vibration waveform which vibrates the right rear wheel 3b. The data map RR is composed of a sine waveform that starts oscillating from a position delayed by a half cycle from the oscillating waveform for oscillating the right front wheel 3a and the oscillating waveform for oscillating the right front wheel advanced by a half cycle. The
Next, FIG. 3A shows an excitation waveform data map FL for exciting the left front wheel 3c. The data map FL is composed of a sine waveform that starts excitation from a position delayed by a half cycle from the excitation waveform for exciting the right front wheel 3a, and the data map FR for exciting the right front wheel 3a is represented by a steering cycle axis. The waveform is inverted at.
Next, FIG. 3B shows an excitation waveform data map RL for exciting the left rear wheel 3d. The data map RL is composed of a sine waveform that starts oscillating from a position delayed by a half cycle from the oscillating waveform for oscillating the left front wheel 3c and the oscillating waveform for oscillating the left front wheel 3c advanced by a half cycle. Is done. This is just a waveform obtained by inverting the data map RR for exciting the right rear wheel 3b on the steering cycle axis.
In other words, the excitation waveforms of the data maps FR and RR and the data maps FL and RL that excite the left and right wheels 3a and 3c of the front wheels and the left and right wheels 3b and 3d of the rear wheels are steered by the data map FL with respect to the data map FR. The data map RR and the data map RL are set so as to be symmetric with respect to the periodic axis.
By storing the vibration signals output to the vibration exciter 4 in the storage unit 6B as the data maps FR, RR, FL, and RL as described above, the steady slalom traveling state can be repeatedly reproduced under the same conditions.
In addition, by appropriately selecting the amplitude and period, it is possible to carry out a steering stability performance test in various steady slalom running conditions.
Then, the control unit 6C controls the excitation based on the data maps FR, RR, FL, RL. Specifically, as shown in FIG. 4A, the control unit 6C reads the data map RR first with the phase difference α than the reading of the data map FR, and has the phase difference α with respect to the reading of the data map FL. The data map RL is read, and each servo valve 13 is controlled in accordance with the read timing of the data map FR, RR, FL, RL and the data map FR, RR, FL, RL, and the displacement of the wheel mount 17 is controlled. The phase difference α is set according to the speed of the vehicle 2 when the continuous course change test is performed. For example, the phase difference α is set to 2 to 100 seconds, and the speed setting of the vehicle 2 becomes faster. The phase difference α increases.
Thus, by setting the phase difference α in reading the data maps FR, RR, FL, and RL, it is possible to reproduce the influence of the inertial force of the vehicle 2 that actually changes the course in the continuous course change test.
The control unit 6C reads the data map RR with the phase difference α before reading the data map FR, and reads the data map RL with the phase difference α rather than reading the data map FL. ), The phase angle β corresponding to the phase difference α may be set in the data maps RR and RL stored in the storage unit 6B, and the data maps FR, RR, FL, and RL may be read simultaneously.
That is, the behavior of the vehicle 2 in the slalom running state in an actual vehicle is as follows. First, at the start of steering, the front wheels 3a and 3c (steering wheels) of the vehicle 2 start to advance in the steering direction, but the vehicle body 2A of the vehicle 2 immediately before steering. Since the inertial force to move in the traveling direction of the vehicle 2 acts, the vehicle body 2A tilts in the direction opposite to the steering direction. Furthermore, the inclination of the vehicle body 2A acts from the front wheels 3a, 3c side to the rear wheels 3b, 3d side with a delay of one tempo due to the influence of the phase difference α. For example, when the steering is performed to the right, the vehicle body 2A on the left front wheel 3c side sinks, and the vehicle body 2A on the right front wheel 3a side is lifted. Since the vehicle body on the 3d side sinks and the vehicle body 2A on the right rear wheel 3b side is lifted, a plurality of vehicle bodies 2A are inclined forward and backward and left and right like the behavior of the vehicle body 2A in the slalom running state in an actual vehicle. The slalom running state can be reproduced by individually controlling the vibration exciter 4 and moving the wheels 3a to 3d up and down. Therefore, the amplitude at which the shaker 4a moves up and down is a steering angle corresponding to the inclination angle of the vehicle body 2A, and the cycle at which the shaker 4 moves up and down is a steering cycle corresponding to the speed of switching of steering.

Hereinafter, the steering stability performance test of the wheels 3a to 3d and the vehicle 2 in the steady slalom running state will be described.
First, before mounting the vehicle 2 on the steering stability test apparatus 1, it is checked whether the internal pressure of each of the wheels 3a to 3d is set to a car manufacturer specified value, and if it is not a set value, the specified value is set. adjust.
Next, the vehicle 2 is transported to the steering stability performance testing apparatus 1 and the wheels 3 a to 3 d are placed on the wheel platform 17.
Next, test conditions such as a steering angle and a steering cycle of the steady slalom running test are input from the input device.
Next, a SIN waveform is constructed so as to have the input steering angle and steering cycle, and a data map of the excitation waveform as shown in FIGS. 2 (a), 2 (b), 3 (a), and 3 (b). The vibration signals based on FR, RR, FL, and RL are given to each vibration exciter 4 with a phase difference α in which the vibration signals in the data maps RR and RL are advanced with respect to the vibration signals in the data maps FR and FL. The steady slalom running test is started by outputting and vibrating the wheel mount 17 to individually vibrate the wheels 3a to 3d.
Based on the vibration signals in FIGS. 2A, 2B, 3A, and 3B, the vibration exciter 4a pushes the right front wheel 3a upward, and the vibration exciter 4b moves the left front wheel 3c. Lower downward. This reproduces a state in which the left and right front wheels 3a and 3c as steering wheels are steered rightward. At this time, no vibration is applied to any of the rear wheels 3b and d.
Next, the excitation of the left and right rear wheels 3b and 3d is started ahead of the phase difference α that is reached half a cycle after the excitation of the left and right front wheels 3a and 3c is started. The right rear wheel 3b starts to be excited in the same direction as the right front wheel 3a, and the left rear wheel 3d starts to be excited in the same direction as the left front wheel 3c. . That is, by starting the excitation of the rear wheels 3b and 3d by the phase difference α from the half cycle rather than the start of the excitation of the front wheels 3a and 3c, the response delay of the vehicle body 2A with respect to steering in the actual vehicle 2, that is, The vertical movement of the vehicle body 2A can be reproduced.
And a steady slalom running state is reproduced by vibrating each wheel 3a-3d repeatedly with a fixed period and fixed amplitude when the vibration of each wheel 3a-3d is started.
When the vibration of the wheels 3a to 3d is started, each load meter 5 measures a change in the wheel load of each wheel 3a to 3d that changes according to the vibration and sequentially outputs it to the data logger 7. Thereby, the force of the up-down direction which acts on each wheel 3a-3d can be measured with a sufficient precision.
Next, the steady slalom running test is completed by stopping the vibration after the predetermined time of vibration.

  As described above, an oscillating waveform is formed using one sine wave as a basic waveform, and one of the front wheels 3a and 3c is vibrated by the oscillating waveform, and the other wheels are different from the basic waveform. It is possible to perform a steering stability performance test in a steady slalom running state by applying a vibration with a given phase difference.

FIGS. 5A and 5B are response waveform diagrams showing changes in the ground reaction force of each wheel 3 measured by the load meter 5 when the steering stability performance test is performed by the steering stability performance test apparatus 1. Specifically, FIG. 5A shows changes in the ground reaction force between the left front wheel 3c and the left rear wheel 3d, and FIG. 5B shows changes in the ground reaction force between the right front wheel 3a and the right rear wheel 3b. Indicates. 5A and 5B, the horizontal axis indicates the dimensionless steering cycle, and the vertical axis indicates the dimensionless grounding reaction force.
As shown in FIG. 5 (a), the change in the ground reaction force of the left front wheel 3c and the left rear wheel 3d becomes periodic from the steering cycle after about 1.5 or more, and the peak of the ground reaction force of the left front wheel 3c and the left rear A response delay due to the phase difference α of the vibration between the wheel 3d and the ground reaction force peak is reproduced as a change in the wheel load position due to the vertical movement of the vehicle body 2A.
Further, as shown in FIG. 5 (b), the change in the ground reaction force of the right front wheel 3a and the right rear wheel 3b becomes periodic from the steering cycle after about 1.5 and the peak of the ground reaction force of the right front wheel 3a A response delay due to the phase difference α of vibration between the right rear wheel 3b and the ground reaction force peak is reproduced as a change in the wheel load due to the vertical movement of the vehicle body 2A.
The response delay of the change in the ground reaction force of the rear wheels 3b and 3d with respect to the front wheels 3a and 3c coincides with the result of the actual vehicle running test. In addition, the verification of the test of the slalom state of the steering stability test device 1 is performed by inputting the steering amount and the steering cycle by the test driver measured in the actual vehicle running test into the steering stability testing device 1 as an excitation waveform, and the actual vehicle running test. The wheel load value and the change of the wheel load value measured in the above were compared with the wheel load value and the change of the wheel load value measured by the steering stability performance test apparatus 1.
Therefore, it was proved that the steering stability performance test in the slalom state, which is equivalent to the actual vehicle running performance test, can be accurately reproduced by vibrating the wheels 3 of the vehicle 2 with the shaker 4 as in the present invention.

  As described above, according to the present invention, one of the front wheels corresponds to one of the rear wheels 3b and 3d rather than the timing of starting the vibration of the vibration exciter 4 corresponding to one of the left and right front wheels 3a and 3c. Excitation is started at a phase difference α earlier than the position where the excitation device 4 is delayed by a half cycle and the excitation waveform is advanced by a half cycle, and the excitation device 4 corresponding to the other front wheel is excited at one of the front wheels. At the same time as the start of the excitation, the excitation waveform is started from a position where the excitation waveform has advanced by a half cycle, and the excitation device 4 corresponding to the other rear wheel is delayed by a half cycle from the timing of starting the excitation of the other front wheel, In addition, it is difficult to obtain reproducibility in the steering stability performance test by exciting the wheels together with the vehicle so that the excitation waveform starts from the phase difference α earlier than the position where the excitation waveform is delayed by a half cycle. The stable driving performance test for continuous course changes It became so. Thereby, in the steering stability performance test of the continuous course change, it became possible to perform a reliable evaluation on the tire performance and the matching of the tire with the vehicle 2.

Further, by adding a 6-component force meter to the steering stability performance test apparatus 1 and attaching it to the wheel of the wheel, it becomes possible to measure the axial force of the continuous course change. That is, it is possible to measure the front / rear, left / right, vertical force acting on the tire by vibration and the moment about the front / rear axis, left / right axis, and vertical axis. Therefore, the vertical force transmission characteristic of the wheel 3 is analyzed by comparing the vertical force measured by the 6-component force meter and the ground reaction force as the load value measured by the load meter of the shaker 4. be able to.
Further, by adding a stroke sensor and a stroke speed sensor for measuring the displacement amount and the displacement speed of the suspension to the suspension of the vehicle 2 to the steering stability performance test apparatus 1 and mounting the vehicle on the vehicle 2, the vertical force of the suspension in the vibration state is added. The transmission characteristics can be analyzed, and the steering stability performance test for matching the tires to the wheels and the vehicle 2 can be performed with higher accuracy.

In the above embodiment, the right front wheel is described as being excited by the sine waveform of the basic waveform. However, the left front wheel may be excited by the sine waveform of the basic waveform.
In addition, although the vibration waveform has been described as one vibration waveform, when performing a steering stability performance test other than continuous course switching, the vibration waveform may be selected as appropriate.

  The steering stability performance test for continuous course switching has been described above. However, the present invention is not limited to this, and for example, a steering stability performance test for examining the behavior of wheels and vehicles at the time of minute steering angle operation may be used.

  As mentioned above, although this invention was demonstrated using embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. Various modifications or improvements can be added to the above embodiment.

1 Steering stability test apparatus, 2 vehicles, 3a to 3d wheels, 4; 4a to 4d vibrator,
5 Load meter, 6 Excitation controller, 7 Data logger, 11 Excitation unit,
13 Servo valve, 15 Hydraulic cylinder, 15a Piston, 15b Cylinder,
16 mounting member, 17 wheel mount, 6A input unit, 6B storage unit, 6C control unit,
FR; RR; FL; RL Data map.

Claims (3)

Each of the vehicle tires is placed on a plurality of vibrators for exciting the vehicle,
A method for testing a steering stability performance at the time of periodic continuous course change of the vehicle by exciting the shaker according to a predetermined excitation waveform by an excitation controller that controls the plurality of shakers. ,
The excitation controller
The excitation of the vibration generator corresponding to the rear wheel on the one front wheel side is delayed by a half cycle from the point of time when the vibration generator corresponding to one of the left and right front wheels starts vibration, and the vibration waveform is half Start at the end of the cycle,
The excitation of the vibrator corresponding to the other front wheel is started at the same time as the vibration start of the vibrator corresponding to the one front wheel, and at the time when the excitation waveform has advanced half a cycle,
The excitation of the vibrator corresponding to the rear wheel on the other front wheel side is delayed by a half cycle from the start time of excitation of the other front wheel, and the excitation waveform is started from the time when the excitation waveform is delayed by a half cycle. A vehicle stability control test method for vehicles.   2. The vehicle steering stability test method according to claim 1, wherein the excitation waveform is given by a SIN waveform. A vehicle steering stability test apparatus for testing a steering stability performance when a plurality of vibrators on which vehicle tires are mounted are vibrated according to a predetermined excitation waveform and the vehicle is periodically switched to a continuous course. There,
The steering stability performance testing device is:
A plurality of vibration controllers for individually controlling the vibration period and the vibration amplitude of the plurality of vibrators;
The excitation controller is
An excitation waveform data map for setting the excitation start time of the shaker corresponding to either the left or right front wheel;
A vibration waveform data map for setting the excitation time of the vibration exciter corresponding to the rear wheel on the one front wheel side to be delayed by a half cycle, and the excitation waveform being advanced by a half cycle;
Excitation waveform data set at the same time as the excitation time of the vibration generator corresponding to the one front wheel and the time when the vibration waveform advances half a cycle. Map and
Excitation that sets the excitation time of the vibrator corresponding to the rear wheel on the other front wheel side to a half cycle delay and the excitation waveform to a half cycle delay from the excitation start time of the other front wheel. A vehicle steering stability test apparatus, comprising: a waveform data map.

Images