JP2022175289A - Chassis dynamo meter, and conversion table creation method - Google Patents

Abstract

To achieve a chassis dynamo meter that enables an implementation of a roller turning action with high accuracy even if disturbance noise such as a swell of a tire and the like occurs.SOLUTION: A dynamo control device 75B is configured to, with reference to a steering angle conversion table T1, output steering angle instruction information SG2 instructing a determination steering angle of a tire 62 on the basis of handle angle information S60 to be obtained from a handle encoder 5 to a motor drive device 78 of a roller turning mechanism 21 (21L and 21R). The steering angle conversion table T1 has a plurality of pieces of angle pair information that has a plurality of pieces of tire turning angles indicated in a form corresponding to a plurality of pieces of handle angles. The roller turning mechanism 21 is configured to implement a roller turning action turning a roller pair 20 (20L and 20R) on the basis of the determination steering angle the steering angle instruction information SG2 instructs.SELECTED DRAWING: Figure 13

Description

The present disclosure relates to a chassis dynamometer used for various vehicle running tests and a conversion table creation method for creating a steering angle conversion table for a predetermined vehicle.

Chassis dynamometers have traditionally been used to test the running of vehicles (automobiles) and include a roller device as a major component. Moreover, the chassis dynamometer further has a vehicle fixing mechanism (vehicle fixing means) for fixing the vehicle placed on the roller device when performing the test. As a conventional chassis dynamometer, for example, there is a chassis dynamometer disclosed in Patent Document 1.

Patent Document 1 discloses, as a vehicle fixing mechanism, a rope lashing structure that fixes a vehicle arranged on a roller device using a vehicle lashing rope from the longitudinal direction of the vehicle when testing the vehicle. .

Further, as a vehicle fixing mechanism that replaces the rope lashing structure, for example, Patent Document 2 discloses a dedicated vehicle fixing structure.

22 and 23 are perspective views schematically showing a conventional chassis dynamometer 101 represented by Patent Document 1. FIG. 22 shows the structure before the vehicle 60 is fixed, and FIG. 23 shows the structure after the vehicle 60 is fixed. 22 and 23 each show an XYZ orthogonal coordinate system.

Four roller devices 102 are provided corresponding to the four openings 85 provided on the floor surface 80 . Each of the four roller devices 102 has a roller pair 120 and a roller support mechanism 122 . The roller support mechanism 122 supports the roller pair 120 so that two rollers in the roller pair 120 can rotate. A single roller may be used instead of the roller pair 120 .

The roller device 102 on the rear (−Y direction) side is further provided with a support base 124 and a moving rail 123 extending in the Y direction. The support base 124 supports the roller support mechanism 122 so that the roller support mechanism 122 can move in the Y direction along the movement rail 123 .

In each of the four roller devices 102 , the tops of the roller pairs 120 are partially exposed on the floor surface 80 through the corresponding openings 85 . The four roller pairs 120 are arranged at positions corresponding to the front and rear wheels of the vehicle 60 .

A total of four vehicle fixing poles 103 are installed on the floor surface 80 in front (+Y direction) and behind (−Y direction) of the four roller devices 102 .

Furthermore, an engine cooling fan 106 is installed in front of the central portion of the four roller devices 102 on the floor surface 80 .

As shown in FIG. 23, four tires 62 of a vehicle 60 are placed on roller pairs 120 of four roller devices 102, respectively. Each of the four tires 62 rests on two rollers forming a corresponding roller pair 120 .

Then, the vehicle lashing rope 104 is used to fix the front of the vehicle 60 to the two vehicle fixing poles 103 . Similarly, vehicle lashing ropes 104 are used to secure the rear of vehicle 60 to two vehicle securing poles 103 (not shown in FIG. 23).

Further, as shown in FIG. 23, an exhaust gas hose 107 having one end connected to the rear portion of the vehicle 60 is further provided. One end of the exhaust gas hose 107 serves as an input port and the other end serves as an output port. The input port (one end) receives the exhaust gas discharged from the vehicle 60, and the exhaust gas is output to the outside from the output port (the other end). .

23, the structure under the floor surface 80, the two rear vehicle fixing poles 103, and the front engine cooling fan 106 are omitted for convenience of explanation.

After the vehicle 60 is fixed by the above-described vehicle fixing mechanism of the chassis dynamometer 101, various tests associated with the steering operation (handle operation) of the vehicle 60 can be performed.

In order to conduct various tests associated with the steering operation of the vehicle 60, it is necessary to perform a roller turning motion for turning the roller 120 so as to match the turning motion of the tire 62. FIG. That is, the chassis dynamometer 101 must have a roller turning function.

The chassis dynamometer disclosed in Patent Document 1 mentioned above has a roller turning function.

24A and 24B are explanatory diagrams schematically showing the operation contents of the roller turning operation by the conventional chassis dynamometer 101. FIG. 4(a) shows the handle 4, and FIG. 4(b) shows the roller device 102 and the tire 62 placed on the roller device 102. As shown in FIG.

Distance meters 64A and 64B are provided on one side of the roller 120, as shown in FIG. Distance meters 64A and 64B measure the distance to tire 62, respectively. Let the distances measured by the rangefinders 64A and 64B be dA and dB. In a normal position of the tire 62 on the roller 120, the distance condition {dA=dB=K} is satisfied. Note that K is a constant.

The roller device 102 can perform a roller turning motion under the control of a turning motion control section (not shown). In order to perform a running test of the vehicle 60 with high accuracy, it is necessary to turn the roller 120 so as to match the tire turning angle of the tire 62 .

The turning motion control section receives distance information indicating distances dA and dB from the rangefinders 64A and 64B, and causes the roller device 102 to execute the roller turning motion so as to satisfy the distance condition {dA=dB=K}.

For example, in the vehicle 60, it is assumed that the tires 62 are turned along the turning direction R62 as indicated by the dashed line as the steering operation is performed on the steering wheel 4 along the steering direction R4. Note that the tire turning angle of the tire 62 is determined based on the steering wheel angle.

Under the control of the turning motion control unit, the roller device 102 performs a roller turning motion with respect to the roller 120 along the turning direction R62 so as to satisfy the distance condition. As a result, the roller device 102 can perform the roller turning motion so that the tire 62 is always in a normal arrangement state when the tire 62 turns.

A method of providing a camera instead of the rangefinders 64A and 64B is also conceivable. A method using a camera will be described below. A plurality of objects to be detected are attached to the tire 62 along the circumference of the side surface of the tire 62 .

Then, a camera is provided in the roller device 102 so as to be able to pick up object image information indicating a plurality of objects to be detected. Allows angle detection. The displacement angle indicates the displacement of the tire 62 on the roller 120 from its normal position.

Therefore, under the control of the turning motion control section, the roller turning motion is executed with respect to the roller 120 so that the displacement angle becomes "0". As a result, the roller device 102 can perform the roller turning motion so that the tire 62 is always in a normal arrangement state when the tire 62 turns.

JP 2019-203869 A JP 2011-33517 A

As described above, the conventional chassis dynamometer 101 performs a roller turning motion with respect to the roller 120 so that the roller 120 is always placed on the roller 120 normally.

However, the rubber portion of the tire 62 is crushed at the contact surface of the tire 62 on the roller 120, or the tire 62 is deformed or twisted due to the friction between the surface of the tire 62 and the surface of the roller 120. Bulging occurs. That is, the shape of the tire 62 changes during the running test of the vehicle 60 on the chassis dynamometer 101 .

Therefore, as the shape of the tire 62 changes, the accuracy of the distances dA and dB detected by the rangefinders 64A and 64B deteriorates. Even if it is turned on, the tire 62 cannot be placed in the normal arrangement state.

As a result, it becomes difficult for the steering angle of the rollers 120 to correctly follow the turning angle (turning angle) of the tires 62, which causes a problem such as a phenomenon that the steering wheel 4 on the operating side of the vehicle 60 becomes heavy. was there. Even if the rangefinders 64A and 64B are replaced with cameras, the above problem cannot be solved.

SUMMARY OF THE INVENTION The present disclosure has been made to solve the above problems, and an object thereof is to obtain a chassis dynamometer capable of executing a roller turning operation with high accuracy even if disturbance noise such as tire inflation occurs.

According to claim 1 of the present disclosure, a chassis dynamometer detects a roller device having a roller for mounting a tire of a vehicle, a vehicle fixing mechanism for fixing the vehicle, and a steering wheel angle during steering operation of the vehicle. a steering wheel encoder for obtaining steering wheel angle information indicating the detected steering wheel angle; information indicating a plurality of types of tire turning angles in a format corresponding to each type of steering wheel angle, the roller device includes a roller turning mechanism that supports the roller, and the roller turning mechanism corresponds to the steering angle instruction information. The chassis dynamometer further comprises a turning motion control section for executing a roller turning control process for controlling the roller turning motion by the roller turning mechanism, and the The roller turning control process includes (a) acquiring the steering wheel angle information from the steering wheel encoder; (c) providing the steering angle instruction information for instructing the determined steering angle determined in step (b) to the roller turning mechanism; step.

The roller turning control process executed by the turning motion control unit in the chassis dynamometer of the present disclosure includes a process of giving steering angle instruction information that instructs a determined steering angle to the roller turning mechanism. The determined steering angle is determined based on the steering wheel angle indicated by the steering wheel angle information with reference to the steering angle conversion table.

A plurality of types of angle pair information that the steering angle conversion table has is information indicating a plurality of types of tire turning angles in a format corresponding to a plurality of types of steering wheel angles. The steering angle conversion table is created in advance with highly accurate contents without measuring the tire itself by using a steering wheel encoder for measuring the steering wheel angle and a turning angle measuring device for measuring the turning angle of the tire. can do.

Therefore, by referring to the steering angle conversion table, the chassis dynamometer of the present disclosure can cause the roller turning mechanism to perform the roller turning operation with high accuracy even if disturbance noise such as tire inflation occurs.

1 is a perspective view schematically showing a chassis dynamometer that is Embodiment 1 of the present disclosure; FIG. 1 is an explanatory diagram (before fixing to a vehicle) schematically showing a planar configuration of a chassis dynamometer according to Embodiment 1; FIG. 1 is an explanatory diagram (after fixing to a vehicle) schematically showing a planar configuration of a chassis dynamometer according to Embodiment 1; FIG. FIG. 3 is an explanatory diagram schematically showing the detailed structure (planar structure) of the vehicle gripping mechanism of the first embodiment; FIG. 2 is an explanatory diagram schematically showing the detailed structure (cross-sectional structure) of the vehicle gripping mechanism of the first embodiment; FIG. 6 is an explanatory view showing a cross-sectional structure of an arm shaft portion in the arm shown in FIGS. 4 and 5; FIG. FIG. 6 is an explanatory view showing the details of the clamp section and its peripheral structure (planar structure) shown in FIGS. 4 and 5; It is explanatory drawing which shows the detail of the clamp part shown in FIG.4 and FIG.5, and its peripheral structure (cross-sectional structure). 4 is a flow chart showing a method of fixing a vehicle using the vehicle gripping mechanism of Embodiment 1. FIG. FIG. 2 is a perspective view schematically showing the structure of the chassis dynamometer according to the embodiment after the vehicle is fixed; 2 is a block diagram showing the configuration of a control system for vehicle simulation executed with the vehicle fixed by the chassis dynamometer of the first embodiment; FIG. FIG. 10 is a block diagram showing the configuration of a control system for vehicle simulation executed with the vehicle fixed by the chassis dynamometer of the second embodiment; FIG. 9 is an explanatory diagram schematically showing the principle of operation of roller turning control processing by a dynamo control device in a chassis dynamometer according to Embodiment 2; 4 is a flowchart showing a processing procedure of roller turning control processing by a dynamo control device; 10 is a flow chart showing a processing procedure of a conversion table creation method according to Embodiment 2; It is a block diagram typically about the structure of a table preparation preparation state. FIG. 4 is an explanatory diagram showing a specific example of a steering angle conversion table; FIG. 4 is an explanatory diagram showing the direction of an angle θ; FIG. 2 is a plan view showing a planar structure of a radius gauge; 1 is a cross-sectional view (part 1) showing a cross-sectional structure of a radius gauge; FIG. FIG. 2 is a cross-sectional view (part 2) showing a cross-sectional structure of a radius gauge; 1 is a perspective view (before fixing to a vehicle) schematically showing a conventional chassis dynamometer; FIG. FIG. 11 is a perspective view (after fixing to the vehicle) schematically showing a conventional chassis dynamometer; FIG. 10 is an explanatory diagram schematically showing the contents of a roller turning operation by a conventional chassis dynamometer;

<Embodiment 1>
FIG. 1 is a perspective view schematically showing a chassis dynamometer 1 according to Embodiment 1 of the present disclosure. FIG. 1 shows the structure before the vehicle 60 is fixed. Chassis dynamometer 1 of Embodiment 1 can execute a vehicle simulation, which will be described in detail later, on floor surface 80 . FIG. 1 shows an XYZ orthogonal coordinate system.

As shown in FIG. 1 , four roller devices 2 are provided corresponding to the four roller openings 15 provided on the floor surface 10 . Each of the four roller devices 2 has a roller pair 20, a roller turning mechanism 21 and a roller support mechanism 22. As shown in FIG.

The roller turning mechanism 21 supports the roller pair 20 so that two rollers in the roller pair 20 can rotate. The roller support mechanism 22 is supported so that the roller turning mechanism 21 can turn along the roller turning direction R2. That is, the roller turning mechanism 21 can perform a roller turning operation for turning the roller pair 20 based on steering angle instruction information SG1, which will be described later.

In addition, the roller device 2 on the rear (−Y direction) side further has a moving rail 23 and a support base 24 . A moving rail 23 is provided on a support base 24 and extends in the Y direction. The support base 24 supports the roller support mechanism 22 and the roller turning mechanism 21 and the roller pair 20 on the roller support mechanism 22 so that the roller support mechanism 22 can move in the Y direction along the movement rail 23 . A single roller may be used instead of the roller pair 20 .

In each of the four roller devices 2 , the top of the roller pair 20 is partially exposed on the floor surface 10 from the corresponding roller opening 15 . The four roller pairs 20 are arranged at positions corresponding to the front and rear wheels of the vehicle 60 . A tire 62 is placed on the two rollers that constitute the roller pair 20 when the vehicle simulation is executed.

In each roller device 2, the roller turning mechanism 21, the roller support mechanism 22, the moving rail 23, and the support base 24, except for a part of the roller pair 20 (the top part exposed from the floor surface 10), are all placed on the floor. It is arranged below the plane 10 .

On the floor surface 10, a total of four vehicle gripping mechanisms 3 are installed as vehicle fixing mechanisms between the front two roller devices 2 and the rear two roller devices 2. As shown in FIG. The four vehicle gripping mechanisms 3 are respectively provided on the floor surface 10 and fix the vehicle 60 . Note that FIG. 1 schematically shows the vehicle gripping mechanism 3 and differs from the actual structure of the vehicle gripping mechanism 3 .

Furthermore, an engine cooling fan 6 is installed in front of the central portion of the four roller devices 2 so as to be arranged below the floor surface 10 . The engine cooling fan 6 blows air through a cooling opening 16 provided in the floor 10 toward a vehicle 60 having four tires 62 mounted on four sets of roller pairs 20 . conduct.

2 and 3 are explanatory diagrams schematically showing the planar configuration of the chassis dynamometer 1. FIG. 2 shows the planar structure before the vehicle 60 is fixed, and FIG. 3 shows the planar structure after the vehicle 60 is fixed. 2 and 3 show an XYZ orthogonal coordinate system. 2 and 3, illustration of the engine cooling fan 6 and the cooling opening 16 is omitted.

As shown in FIG. 2 , four vehicle gripping mechanisms 3 are arranged corresponding to four roller devices 2 . In FIGS. 2 and 3, the four vehicle gripping mechanisms 3 are classified into a vehicle gripping mechanism 3FL, a vehicle gripping mechanism 3FR, a vehicle gripping mechanism 3BL, and a vehicle gripping mechanism 3BR according to their positions.

The two vehicle gripping mechanisms 3FL and 3BL are classified as one vehicle gripping mechanism provided corresponding to the left side of the vehicle 60 (−X side; one side), and the two vehicle gripping mechanisms 3FR and 3BR are provided on the right side of the vehicle 60 ( +X side; other side)). That is, the 4 (=2n (n=2)) vehicle gripping mechanisms 3 are classified into two one vehicle gripping mechanisms and two other vehicle gripping mechanisms.

As shown in FIG. 2, the vehicle gripping mechanism 3FL is arranged in close proximity to the rear (-Y direction) of the front (+Y direction) and left (-X side) roller device 2, and the front and right (+X side) roller device 3FL. A vehicle gripping mechanism 3FR is arranged close to the rear of the roller device 2 . Furthermore, the vehicle gripping mechanism 3BL is arranged in front of and close to the rear and left roller device 2, and the vehicle gripping mechanism 3BR is arranged in front and close to the rear and right roller device 2. As shown in FIG.

As shown in FIGS. 2 and 3, each vehicle gripping mechanism 3 includes an iron plate 30 serving as a base as a component. A grasping body portion of the vehicle grasping mechanism 3 is positioned and arranged on the iron plate 30 .

As shown in FIG. 3, vehicle 60 has lockers 61 on both sides. The rocker 61 is an outer frame portion of the vehicle body present at the vehicle body hem (below the door) of the vehicle 60, has a plate shape, and is also called a "side sill".

In FIG. 3, the left locker 61 is classified as a locker 61L, and the right locker 61 is classified as a locker 61R.

As shown in FIG. 3, the front lower end of the rocker 61L is gripped by the vehicle gripping mechanism 3FL, and the rear lower end of the rocker 61L is gripped by the vehicle gripping mechanism 3BL. Similarly, the front lower end of the rocker 61R is gripped by the vehicle gripping mechanism 3FR, and the rear lower end of the rocker 61L is gripped by the vehicle gripping mechanism 3BR.

4 and 5 are explanatory diagrams schematically showing the detailed structure of the vehicle gripping mechanism 3. FIG. 4 shows a planar structure of the vehicle gripping mechanism 3, and FIG. 5 shows a sectional structure taken along line AA of FIG. 4 and 5 each show an XYZ orthogonal coordinate system. Also, the XYZ orthogonal coordinate system is shown for the vehicle gripping mechanism 3FL. note that. The internal structure of each of the four vehicle gripping mechanisms 3 is the same.

As shown in these figures, the vehicle gripping mechanism 3 includes an iron plate 30, a base 32, an arm 33, a clamp portion 34 and a pressing plate 35 as main components. A combined structure of the base 32 , the arm 33 , and the clamping portion 34 constitutes the gripping body portion of the vehicle gripping mechanism 3 .

The iron plate 30 serves as a base for positioning the gripping body structure, and as shown in FIG. 5, the surface 30a presents a planar structure.

The base 32 is arranged on the surface 30a within the iron plate 30 within the base installation region 30r indicated by the dashed line in FIG.

Arm 33 is rod-shaped.

The base 32 rotatably supports one end of the arm 33 . An arm shaft portion 33g is provided on one end side of the arm 33 .

FIG. 6 is an explanatory view showing the cross-sectional structure of the arm shaft portion 33g of the arm 33. As shown in FIG.

As shown in FIG. 6, a pin insertion space 333 is provided in the center along the inner peripheral surface of the iron pipe 331 in the arm shaft portion 33g.

By inserting the arm fixing pin 43 into the pin insertion space 333 of the arm shaft portion 33g of the base 32, the base 32 and the arm 33 are connected.

Hereinafter, in this specification, the combined structure of the base 32 and the arm 33 in a state of being connected to each other is referred to as a "base-arm combination".

In order to fix the base 32 on the iron plate 30 , the two pressing plates 35 are provided extending in the Y direction across both sides of the base 32 (±X direction sides with respect to the base 32 ). Both ends in the Y direction of each of the two pressing plates 35 are fixed to the iron plate 30 with bolts 46 .

The base 32 is fixed to the iron plate 30 by providing the two holding plates 35 on the iron plate 30 .

As a result, in the base-arm combination, the arm 33 can rotate around the arm fixing pin 43 of the base 32 as a rotation axis.

A plurality of screwing openings 41 are provided along the X direction in the end region of the iron plate 30 on the -Y direction side. One end (−Y direction side) of the bolt 46 is screwed into one screwing opening 41 of the plurality of screwing openings 41 . Similarly, a plurality of screwing openings (not shown) are provided along the X direction in the region on the +Y direction side of the iron plate 30 . The other end (+Y direction side) of the bolt 46 is screwed into one of the plurality of screwing openings.

The clamp portion 34 and the arm 33 are connected at the tip region of the arm 33 on the other end side.

7 and 8 are explanatory diagrams showing the details of the clamp section 34 and its peripheral structure. 7 corresponds to an enlarged view of FIG. 4, and FIG. 8 corresponds to an enlarged view of FIG.

As shown in FIGS. 7 and 8, the clamping portion 34 includes a clamp body portion 34m and a connecting portion 34e that are integrated with each other.

As shown in FIG. 7, the clamp body portion 34m of the clamp portion 34 includes a pair of elastic plate members 52A and 52B facing each other across the holding space 53, and a pair of elastic plate members 52A and 52B facing each other across the holding space 53 and the elastic plate members 52A and 52B. It has a pair of opposing iron plate members 51A and 51B.

In the clamp body 34m, the iron plate 51A and the elastic plate 52A are connected so that their YZ planes are in close contact, and the iron plate 51B and the elastic plate 52B are connected so that their YZ planes are in close contact. For example, the elastic plate members 52A and 52B may be made of rubber, which is elastic, relatively soft, and has a relatively high coefficient of friction.

Below the clamp main body 34m (-Z direction), two bolts 44 are attached that pass through the elastic plate members 52A and 52B along the X direction to tighten and fix the elastic plate members 52A and 52B. The two bolts 44 function as fixing members to which a pressing force is applied in the direction of narrowing the gripping space 53 .

A connecting portion 34 e of the clamp portion 34 is fixed to the arm 33 by a clamp fixing bolt 45 . Specifically, along the X direction, the clamp fixing bolt 45 is attached through the connecting portion 34e. The clamp portion 34 and the arm 33 are connected in a fixed state by the clamp fixing bolt 45 .

Furthermore, it is desirable to prepare in advance a plurality of types of arms 33 having different lengths in the Y direction as the arms 33 as necessary. For example, as shown by broken lines in FIGS. 4 and 5, by using a long arm 33X having a longer length in the Y direction, the vehicle gripping mechanism 3 suitable for the wheelbase of the vehicle 60 can be obtained relatively easily. can be done.

FIG. 9 is a flow chart showing a processing procedure of a method for fixing the vehicle 60 using the vehicle gripping mechanism 3 in the chassis dynamometer 1 of the first embodiment. Hereinafter, the fixing procedure of the vehicle 60 will be described with reference to the same figure.

Note that the preparation state before step S1 is a state in which only four iron plates 30 are arranged on the floor surface 10 corresponding to the four roller devices 2 .

First, in step S<b>1 , the single clamp portion 34 is attached to the locker 61 of the vehicle 60 .

A locker 61 of the vehicle 60 has a plate shape having a YZ plane, and at least a lower end thereof protrudes. On the other hand, the clamp portion 34 is in a single state before being connected to the arm 33, and the bolt 44 is not attached.

Therefore, by inserting the lower end of the rocker 61 into the gripping space 53 of the single clamping portion 34, the frictional force between the elastic plate members 52A and 52B and the lower end of the rocker 61 causes the locker 61 to hold the single piece. The clamping part 34 can be temporarily attached. The thickness of the gripping space 53 of the clamp portion 34 is set to a thickness that allows the clamp portion 34 to be attached to the locker 61 by the frictional force.

At this time, the clamp portion 34 for the vehicle gripping mechanism 3FL is temporarily attached to the lower front end portion of the left locker 61L, and the clamp portion 34 for the vehicle gripping mechanism 3BL is temporarily attached to the lower rear end portion of the rocker 61L. be done. Similarly, the clamp portion 34 for the vehicle gripping mechanism 3FR is temporarily attached to the lower front end of the right locker 61R, and the clamp portion 34 for the vehicle gripping mechanism 3BR is temporarily attached to the lower rear end of the rocker 61R. be done.

Subsequently, each clamp portion 34 is fixed to the lower end of the rocker 61 . Specifically, two bolts 44 are attached through the elastic plate members 52A and 52B of the clamp body portion 34m to tighten the elastic plate members 52A and 52B. Tightening by the two bolts 44, which are fixing members, exerts a pressing force that narrows the gripping space 53 between the elastic plate members 52A and 52B.

As a result, the lower end portion of the rocker 61 does not adversely affect the rocker 61 due to the frictional force generated between the elastic plate members 52A and 52B and the pressing force acting in the direction of narrowing the gripping space 53. The four clamp parts 34 are firmly fixed to the locker 61 of the vehicle 60 .

That is, the clamp portion 34 for the vehicle gripping mechanism 3FL is fixed to the lower front end portion of the left locker 61L, and the clamp portion 34 for the vehicle gripping mechanism 3BL is fixed to the lower rear end portion of the rocker 61L. Similarly, the clamp portion 34 for the vehicle gripping mechanism 3FR is fixed to the front lower end portion of the right locker 61R, and the clamp portion 34 for the vehicle gripping mechanism 3BR is fixed to the rear lower end portion of the rocker 61R. .

Thus, only the four clamp portions 34 are attached to the lockers 61 (61L and 61R) of the vehicle 60. FIG.

Subsequently, as shown in step S<b>2 , the vehicle 60 is arranged such that the four tires 62 are positioned on the roller pairs 20 of the four roller devices 2 .

Note that the execution order of steps S1 and S2 may be reversed. However, the four clamp portions 34 can be attached to the locker 61 of the vehicle 60 relatively easily by performing steps S1 and S2 in the order shown in FIG.

Subsequently, in step S3, the base-arm combined body is arranged corresponding to the clamp portion 34. As shown in FIG.

In step S3, the base 32 is positioned within the base installation region 30r of the iron plate 30 so that the tip region of the arm 33 can be connected to the connecting portion 34e of the clamp portion 34 by the clamp fixing bolt 45. FIG.

As a result, the base-arm combined body is arranged on the iron plate 30 so that the clamp portion 34 and the tip region of the arm 33 overlap when viewed in plan on the XY plane.

Thereafter, in step S4, two holding plates 35 are provided across both ends of the base 32, and both ends of the two holding plates 35 are fixed to the iron plate 30 with bolts 46, respectively.

As a result, the base-arm assembly is fixed to the iron plate 30 . At this time, with the base 32 fixed to the iron plate 30, the arm 33 can rotate about the arm fixing pin 43 as a rotation axis. Therefore, the base 32 supports the arm 33 with the arm fixing pin 43 present at one end of the arm 33 as a rotation axis.

Finally, in step S5, the clamp portion 34 is fixed to the base/arm assembly.

That is, the clamp fixing bolt 45 is attached so as to pass through the connecting portion 34e along the X direction.

As a result, the clamp portion 34 is connected to the arm 33 of the base/arm combination by the clamp fixing bolt 45, and the four vehicle gripping mechanisms 3 are completed in a state in which each is fixed to the rocker 61. FIG.

The clamp portion 34 is connected to the arm 33 in a state of being fixed by a clamp fixing bolt 45 .

In addition, all the four vehicle gripping mechanisms 3 except for the upper portion of the clamp main body portion 34m that sandwiches the lower end portion of the locker 61 are present below the underbody of the vehicle 60 .

In this way, the chassis dynamometer 1 executes steps S1 to S5 to perform the four vehicle gripping mechanisms 3 with the four tires 62 placed on the four roller pairs 20 of the roller device 2. A vehicle 60 can be fixed.

FIG. 10 is a perspective view schematically showing the structure of the chassis dynamometer 1 after the vehicle 60 is fixed. Note that FIG. 10 shows an XYZ orthogonal coordinate system. 10, the illustration of the engine cooling fan 6 and the four vehicle gripping mechanisms 3 is omitted for convenience of explanation.

As shown in FIG. 10 , four tires 62 of a vehicle 60 are placed on two rollers in roller pairs 20 of each of the four roller devices 2 . As described above, the vehicle 60 is fixed by four vehicle gripping mechanisms 3 not shown in FIG.

Further, as shown in FIG. 10, an exhaust gas hose 7 having one end connected to the rear portion of the vehicle 60 is further provided. One end of the exhaust gas hose 7 serves as an input port and the other end serves as an output port. The input port (one end) receives the exhaust gas discharged from the vehicle 60, and the exhaust gas is output to the outside from the output port (the other end). .

In the chassis dynamometer 1 , the other end of the exhaust gas hose 7 is arranged under the floor surface 10 . The floor surface 10 has a position adjusting function of adjusting the position of the hose hole that guides the exhaust gas hose 7 under the floor surface 10 . Therefore, the position of the hose hole can be adjusted according to the size of the vehicle 60, the position of the exhaust gas output portion, and the like.

In addition, instead of the above-described position adjustment function, a plurality of types of hose holes are provided in advance on the floor surface 10, and from among the plurality of types of hose holes, a hole suitable for the vehicle 60 to be tested is appropriately selected. Also good.

Further, on the floor surface 10, a rectangular image simulator 12 is provided in front of the vehicle 60 (+Y direction) with the X direction as the longitudinal direction and the Z direction as the lateral direction. The image simulator 12 , which is a simulation auxiliary member, has a display function of displaying an entire view visually recognizable from the vehicle 60 .

Furthermore, a target simulator 11 is provided in front of the central portion of the vehicle 60 on the floor surface 10 . The target simulator 11 is arranged further forward (+Y direction side) than the image simulator 12 with respect to the vehicle 60 . The target simulator 11, which is a simulation auxiliary member, is a device that simulates the movement of the target.

FIG. 11 is a block diagram showing the configuration of a control system for vehicle simulation executed with the vehicle 60 fixed by the chassis dynamometer 1 of the first embodiment.

As shown in the figure, there are a dynamo control device 75 and an ADAS test control device 77 as control devices for executing vehicle simulation.

Note that "ADAS (Advanced Driver Assistance System)" means "advanced driving system" and is a system that detects and avoids the possibility of accidents in advance.

A dynamometer detector 71, which is a rotation detector, is mounted on each roller device 2, detects the rotation state of two rollers in the roller pair 20, and outputs a rotation pulse signal S71 as a rotation detection signal. For example, a pulse generator (PLG (Pulse Generator)) is used as the dynamometer detector 71 .

A steering wheel encoder 5 is mounted on the vehicle 60. The steering wheel encoder 5 detects the steering state (steering wheel angle A60) by the driver of the vehicle 60 and outputs steering wheel angle information S60. A pulse generator, for example, is used as the steering wheel encoder 5 .

A vehicle ECU (Electronic Control Unit) 73 may be used instead of the steering wheel encoder 5 to output the steering wheel angle information S60. When the vehicle ECU 73 is used, the steering wheel angle information S60 acquired by the steering wheel encoder 5 is output using CAN (Control Area Network) communication.

Vehicle 60 also has an external sensor 74 . The external sensor 74 includes a radar and lidar (LiDAR) used as a corner sensor or the like and a side camera (side electronic mirror).

The external world sensor 74 detects external world information and outputs external world sense information S74 indicating the detected external world information. The external world information includes, for example, detection information of the target simulator 11, distance information to the target simulator 11, vehicle side information recognized by the side camera, and the like.

A dynamo control device 75 receives a rotation pulse signal S71 and steering wheel angle information S60. The dynamo control device 75 calculates the speed (km/s) and acceleration (m/s ² ) of the vehicle 60 based on the rotation pulse signal S71, and outputs the speed signal SV indicating the vehicle speed and acceleration to the ADAS test control device 77. output to

Further, the dynamo control device 75 outputs steering angle instruction information SG1 that instructs the steering angles of the four tires 62 to the ADAS test control device 77 and the motor drive device 78 based on the steering wheel angle information S60. The steering angle instruction information SG1 is obtained based on the steering information indicated by the steering detection signal S60, taking into account the turning accuracy, turning response accuracy, etc. of the roller turning mechanism 21. FIG.

The rotation pulse signal S71, the steering wheel angle information S60, the external sense information S74, the speed signal SV, the steering angle instruction information SG1, etc. are transmitted using wired or wireless communication functions.

The ADAS test control device 77 controls the image simulator 12 and the target simulator 11 based on the speed signal SV, the steering angle instruction information SG1, and the external sense information S74 to execute vehicle simulation. Specifically, it controls the display contents of the entire scenery visually recognizable from the vehicle 60 on the image simulator 12 and controls the display contents of the target simulator 11 . It should be noted that the target simulator 11 can be visually recognized from the vehicle 60 through the image simulator 12 when the vehicle simulation is executed.

In this way, the target simulator 11 and the image simulator 12 function as simulation aids in the vehicle simulation executed under the control of the ADAS test controller 77 and are arranged on the floor 10 in front of the vehicle 60 .

On the other hand, the motor drive device 78 of the roller turning mechanism 21 outputs a drive control signal S78 to the roller turning motor 25 based on the steering angle instruction information SG1. The roller turning motor 25 turns the turning base 28 along the roller turning direction R2 based on the drive control signal S78. A swivel base 28 rotatably supports the roller pair 20 .

Therefore, the roller pair 20 rotatably supported by the turning base 28 is turned along the roller turning direction R2 so as to match the steering state of the vehicle 60 (handle angle A60).

Therefore, the vehicle simulation in the chassis dynamometer 1 includes control processing of the roller turning mechanism 21 based on the steering wheel angle information S60.

Thus, under the control of dynamo controller 75 and ADAS test controller 77, a vehicle simulation can be performed for vehicle 60. FIG. Therefore, the dynamo controller 75 and the ADAS test controller 77 function as controllers for vehicle simulation.

The vehicle 60 is fixed by the four vehicle gripping mechanisms 3 when the vehicle simulation is performed.

At this time, the arm 33 can rotate around the arm fixing pin 43 as a rotation axis. Therefore, by rotating the arm 33, the four vehicle gripping mechanisms 3 can follow the attitude of the vehicle 60 and fix the vehicle 60 with good stability.

Specifically, the attitude of the vehicle 60 tends to tilt up and down when the vehicle 60 is driven (particularly during acceleration and deceleration) during the execution period of the vehicle simulation. At this time, the movement tendency of the vehicle 60 can be followed by the rotational movement of the arm 33 .

(effect)
The chassis dynamometer 1 of Embodiment 1 mainly includes the following components (a) to (c).

(a) Support mechanism for vehicle 60 provided under floor 10 including roller device 2 having roller turning mechanism 21
(b) Fixing mechanism for vehicle 60 including vehicle gripping mechanism 3
(c) A simulation execution unit that controls the target simulator 11, the image simulator 12, and the roller turning mechanism 21 under the control of the dynamo control device 75 and the ADAS test control device 77 to execute the vehicle simulation.

As described above, the chassis dynamometer 1 of Embodiment 1 mainly has the following features (1) to (6).

(1) A dynamometer detector 71 serving as a rotation detector detects the rotation state of the roller pair 20 and obtains a rotation pulse signal S71, which is a rotation detection signal.

(2) The steering wheel encoder 5 detects the steering state of the vehicle 60 to obtain steering wheel angle information S60.

(3) The dynamo control device 75 and the ADAS test control device 77 control the target simulator 11 and the image simulator 12, which are simulation auxiliary members, based on the rotation pulse signal S71, the steering wheel angle information S60, and the external sense information S74 to perform vehicle simulation. to run.

(4) Each roller device 2 has a roller turning mechanism 21 that supports the roller pair 20 so as to be able to turn.

(5) Most of the four vehicle gripping mechanisms 3 that secure the vehicle 60 are arranged below the underbody of the vehicle 60 .

(6) As part of the vehicle simulation, control processing for turning the roller turning mechanism 21 along the roller turning direction R2 is executed under the control of the dynamo control device 75 based on the steering wheel angle information S60.

The chassis dynamometer 1 of the first embodiment executes a vehicle simulation including a process of turning the roller turning mechanism 21 based on the steering angle information S60 under the control of the steering angle instruction information SG1 of the dynamo control device 75 serving as a control device. (Feature (6) above).

Therefore, the chassis dynamometer 1 of Embodiment 1 can perform various vehicle simulations including steering operations other than straight-ahead.

Therefore, the vehicle simulation can be performed with a higher response speed than the vehicle simulation that detects the angle of the tire 62 with respect to the roller pair 20 .

In addition, most of the four vehicle gripping mechanisms 3 in the chassis dynamometer 1 are arranged below the underbody of the vehicle 60 (feature (5) above). It does not exist in the detection range and the four vehicle gripping mechanisms 3 do not interfere with the target simulator 11 or the image simulator 12 in recognizing the field of view.

As a result, the chassis dynamometer 1 of Embodiment 1 can stably fix the vehicle 60 by the four vehicle gripping mechanisms 3 and can accurately perform vehicle simulation.

In the chassis dynamometer 1 of Embodiment 1, the clamp portions 34 of the two one vehicle gripping mechanisms (vehicle gripping mechanisms 3FL and 3BL) and the two other vehicle gripping mechanisms (vehicle gripping mechanisms 3FR and 3BR) The lower end portions of the lockers 61 (61L, 61R) on both side surfaces of the vehicle 60 are held by the clamp portion 34 in good balance.

As a result, the chassis dynamometer 1 of Embodiment 1 can fix the vehicle 60 in good balance by the gripping operations of the four vehicle gripping mechanisms 3 .

The lower end portion of the locker 61 located in the holding space 53 is held by the clamping portions 34 of the four vehicle holding mechanisms 3 in a state of being sandwiched between the pair of elastic plate members 52A and 52B, and the two fixing members 52A and 52B are held. A pressing force is applied in the direction of narrowing the gripping space 53 by the bolt 44 of .

Therefore, the chassis dynamometer 1 of the first embodiment clamps the lower end of the rocker 61 of the vehicle 60 at a total of four points by the frictional force of the elastic plate members 52A and 52B and the pressing force of the two bolts 44. 34, the vehicle 60 can be stably fixed.

As a result, the chassis dynamometer 1 of Embodiment 1 can accurately perform vehicle simulation.

The other end of the exhaust gas hose 7 of the chassis dynamometer 1 of Embodiment 1 is arranged under the floor surface 10 . Therefore, the exhaust gas hose 7 existing on the floor surface 10 can be minimized and arranged in the blind spot of the external sensor 74 .

As a result, the chassis dynamometer 1 of Embodiment 1 can output the exhaust gas of the vehicle 60 to the outside through the exhaust gas hose 7 and can accurately perform vehicle simulation.

Chassis dynamometer 1 of Embodiment 1 has engine cooling fan 6 arranged under floor surface 10 . Therefore, the engine cooling fan 6 does not exist within the detection range of the external sensor 74, and the presence of the engine cooling fan 6 does not interfere with the visibility recognition of the target simulator 11 or the image simulator 12. FIG.

As a result, the chassis dynamometer 1 of the first embodiment can cool the vehicle 60 with the engine cooling fan 6 and accurately execute the vehicle simulation.

<Embodiment 2>
FIG. 12 is a block diagram showing the configuration of a control system for vehicle simulation executed with vehicle 60 fixed by chassis dynamometer 1B of the second embodiment. The chassis dynamometer 1B has the same configuration as the chassis dynamometer 1 of the first embodiment shown in FIGS. 1 to 10 except for a part of the control system described later.

That is, the chassis dynamometer 1B includes four roller devices 2 having four rollers 20 on which four tires 62 of a vehicle 60 are placed, and four vehicle gripping mechanisms 3 serving as vehicle fixing mechanisms for fixing the vehicle 60. I have. A conventional rope lashing structure or the like may be employed instead of the four vehicle gripping mechanisms 3 as the vehicle fixing mechanism.

Further, each roller device 2 includes a roller turning mechanism 21 that supports the roller pair 20, and the roller turning mechanism 21 can execute a roller turning operation for turning the roller pair 20 based on the steering angle instruction information SG2. be.

Therefore, like the chassis dynamometer 1, the chassis dynamometer 1B of the second embodiment can fix the vehicle 60 and perform vehicle simulation using the target simulator 11 and the image simulator 12, as shown in FIG. can.

11 are denoted by the same reference numerals, and description thereof will be omitted as appropriate. We will focus on the characteristics of

As shown in FIG. 12, there are a dynamo control device 75B and an ADAS test control device 77 as control devices for executing vehicle simulation.

A steering wheel encoder 5 is mounted on the vehicle 60. The steering wheel encoder 5 detects the steering state (steering wheel angle A60) by the driver of the vehicle 60 and outputs steering wheel angle information S60 indicating the steering wheel angle A60. A pulse generator, for example, is used as the steering wheel encoder 5 .

Note that the vehicle ECU 73 may be used instead of the steering wheel encoder 5 to output the steering wheel angle information S60. When the vehicle ECU 73 is used, the steering wheel angle information S60 acquired by the steering wheel encoder 5 is output using CAN communication.

The dynamo control device 75B receives the rotation pulse signal S71 and the steering wheel angle information S60, like the dynamo control device 75 of the first embodiment. The dynamo control device 75B calculates the speed (km/s) and acceleration (m/s ² ) of the vehicle 60 based on the rotation pulse signal S71, and outputs the speed signal SV indicating the vehicle speed and acceleration to the ADAS test control device 77. output to

The control system of the chassis dynamometer 1B further has a table storage section 79 unlike the first embodiment.

The table storage section 79 stores a steering angle conversion table T1. The steering angle conversion table T1 has a plurality of types of angle pair information. A plurality of types of angle pair information is information indicating a plurality of types of tire turning angles in a format corresponding to a plurality of types of steering wheel angles. The table storage section 79 functions as a conversion table providing section that provides the steering angle conversion table T1 to the dynamo control device 75B. The steering angle conversion table T1 is important information for performing follow-up control of the steering angle.

The dynamo control device 75</b>B also functions as a turning motion control section that executes roller turning control processing for controlling the turning motion of the roller by the roller turning mechanism 21 . That is, the dynamo control device 75B executes a roller turning control process for controlling the roller turning operation of the roller turning mechanism 21 with respect to the roller pair 20 .

Specifically, the dynamo control device 75B refers to the steering angle conversion table T1, and based on the steering angle information S60, converts the steering angle instruction information SG2, which instructs the determined steering angle of the tires 62, to the ADAS test control device 77 and the roller turning. Output to the motor drive device 78 of the mechanism 21 .

The ADAS test control device 77 controls the image simulator 12 and the target simulator 11 based on the speed signal SV, the steering angle instruction information SG2, and the external sense information S74 to execute vehicle simulation.

Like the chassis dynamometer 1 of the first embodiment, the chassis dynamometer 1B of the second embodiment includes the components (a) to (c) described in the first embodiment. It has features (1) to (6).

Therefore, the chassis dynamometer 1B of the second embodiment has the same effects as the chassis dynamometer 1 of the first embodiment.

(Roller turning control process)
FIG. 13 is an explanatory diagram schematically showing the operating principle of the roller rotation control process by the dynamo control device 75B in the chassis dynamometer 1B of the second embodiment.

As shown in the figure, the dynamo control device 75B, which also functions as a turning motion control section, receives steering wheel angle information S60 from the steering wheel encoder 5 attached to the steering wheel 4. FIG. As described above, the steering wheel angle information S60 indicates the steering wheel angle A60.

Furthermore, since the steering angle conversion table T1 is provided from the table storage unit 79, the dynamo control device 75B can always refer to the contents of the steering angle conversion table T1.

As shown in FIG. 13, the steering angle conversion table T1 has multiple types of angle pair information indicating multiple types of tire turning angles in formats corresponding to multiple types of steering wheel angles.

The four roller pairs 20 shown in FIGS. 1 to 3 include a left tire mounting roller pair 20L (left roller) and a right tire mounting roller pair 20R (right roller). That is, the four roller pairs 20 are classified into a front-wheel roller pair 20L, a rear-wheel roller pair 20L, a front-wheel roller pair 20R, and a rear-wheel roller pair 20R.

Hereinafter, in the second embodiment, for the convenience of explanation, it is assumed that the vehicle 60 employs general front wheel steering in which two front wheels are steered, and the roller pair 20L is the left front wheel roller, and the roller pair 20R is the front left roller. It will be explained as a roller for the right side of the front wheel.

Therefore, the multiple types of tire turning angles include multiple types of left tire turning angles for the front wheel roller pair 20L and multiple types of right tire turning angles for the front wheel roller pair 20R.

The four roller turning mechanisms 21 include a roller turning mechanism 21L serving as a left roller turning mechanism that supports the roller pair 20L and a roller turning mechanism 21R serving as a right roller turning mechanism supporting the roller pair 20R.

As described above, in Embodiment 2, it is assumed that the vehicle 60 employs front-wheel steering. is provided with a pair of rollers 20R for the front wheels.

The roller turning mechanism 21L includes a roller turning motor 25L and a turning base 28L, and the turning base 28L is driven to turn by the roller turning motor 25L. The swivel base 28L rotatably supports the roller pair 20L. Therefore, as the turning base 28L turns, the roller pair 20L can be turned along the roller turning direction R2 without affecting the rotational movement of the roller pair 20L itself.

The roller turning mechanism 21R includes a roller turning motor 25R and a turning base 28R, and the turning base 28R is driven to turn by the roller turning motor 25R. The swivel base 28R rotatably supports the roller pair 20R. Therefore, the roller pair 20R can be turned along the roller turning direction R2 without affecting the rotational movement of the roller pair 20R itself as the turning base 28R turns.

The motor drive device 78 is shared between the roller turning mechanisms 21L and 21R. The dynamo control device 75B provides the motor drive device 78 with the steering angle instruction information SG2. The steering angle instruction information SG2 instructs the determined left steering angle for the roller turning mechanism 21L and the determined right steering angle for the roller turning mechanism 21R.

The motor drive device 78 applies a drive control signal S78L based on the determined left steering angle indicated by the steering angle instruction information SG2 to the roller turning motor 25L, and performs drive control based on the determined right steering angle indicated by the steering angle instruction information SG2. A signal S78R is applied to the roller turning motor 25R. The drive control signals S78L and S78R are signals independent of each other.

Therefore, the roller turning motor 25L turns the turning base 28L along the roller turning direction R2 by the control amount indicated by the drive control signal S78L. As a result, the roller pair 20L supported by the turning base 28L can be turned along the roller turning direction R2.

Similarly, the roller turning motor 25R turns the turning base 28R along the roller turning direction R2 by the amount of control instructed by the drive control signal S78R. As a result, the roller pair 20R supported by the revolving base 28R can be revolved along the roller revolving direction R2.

In this manner, the roller turning mechanism 21L, which is the left roller turning mechanism, can execute the left roller turning operation of turning the roller pair 20L, which is the left roller, based on the determined left steering angle indicated by the steering angle instruction information SG2. .

Similarly, the roller turning mechanism 21R, which is a right roller turning mechanism, executes a right roller turning operation to turn the roller pair 20R, which is a right roller, based on the determined right steering angle indicated by the steering angle instruction information SG2. It is possible.

As described above, the roller turning operation performed by the roller turning mechanism 21 includes the left roller turning operation executed by the roller turning mechanism 21L and the right roller turning operation executed by the roller turning mechanism 21R.

The dynamo control device 75B can finally provide the steering angle instruction information SG2 to the motor drive device 78, thereby executing roller turning control processing for causing the roller turning mechanism 21 to perform a roller turning operation.

The roller turning control process includes a left roller turning control process and a right roller turning control process. The left roller turning control processing is processing for controlling the left roller turning operation by the roller turning mechanism 21L, and the right roller turning control processing is processing for controlling the right roller turning operation by the roller turning mechanism 21R.

FIG. 14 is a flow chart showing the procedure of the roller turning control process by the dynamo control device 75B. Hereinafter, the contents of the roller rotation control process will be described with reference to the same drawing.

In step S11, the dynamo control device 75B acquires steering wheel angle information S60 from the steering wheel encoder 5. FIG.

Thereafter, in step S12, the steering angle conversion table T1 is provided to the dynamo controller 75B from the table storage section 79, which is a conversion table providing section. Therefore, the dynamo control device 75B can acquire the steering angle conversion table T1 and always refer to the contents of the steering angle conversion table T1.

Next, in step S13, the dynamo control device 75B refers to the steering angle conversion table T1, and among the plurality of types of tire turning angles shown in the steering angle conversion table T1, the steering wheel angle A60 indicated by the steering wheel angle information S60. The corresponding tire turning angle is determined as the determined steering angle.

As described above, since the determined steering angle includes the determined left steering angle and the determined right steering angle, step S13 more precisely includes steps S13-1 and S13-2 below.

S13-1 . . . Referring to the steering angle conversion table T1, the left tire turning angle corresponding to the steering wheel angle A60 indicated by the steering wheel angle information S60 is selected from among the left tire turning angles shown in the steering angle conversion table T1. Determined as the determined steering angle for the left.

S13-2 ... Referring to the steering angle conversion table T1, the right tire turning angle corresponding to the steering wheel angle A60 indicated by the steering wheel angle information S60 among the plurality of types of right tire turning angles shown in the steering angle conversion table T1. The angle is determined as the right determined steering angle.

Thereafter, in step S14, steering angle instruction information SG2 for instructing the determined steering angle (determined steering angle for left + determined steering angle for right) is provided to the motor drive device 78 of the roller turning mechanism 21 in step S13.

The motor drive device 78 is shared between the roller turning mechanisms 21L and 21R. Therefore, in the process of step S14, steering angle instruction information SG2 instructing at least the determined left steering angle is given to the roller turning mechanism 21L, and steering angle instruction information SG2 instructing at least the determined steering angle for right is given to the roller turning mechanism 21R. This is the processing in which the corner indication information SG2 is given.

If the motor drive device 78 is a dedicated device specialized for the roller turning mechanism 21L, the motor drive device 78 may be provided with the steering angle instruction information SG2 that instructs only the determined left steering angle. Similarly, if the motor drive device 78 is a dedicated device specialized for the roller turning mechanism 21R, the motor drive device 78 may be provided with the steering angle instruction information SG2 that instructs only the determined right steering angle.

Thus, the process of finally giving the steering angle instruction information SG2 to the roller turning mechanism 21 is the roller turning control process. Then, the process of finally giving the steering angle instruction information SG2 for instructing the left determined steering angle to the roller turning mechanism 21L becomes the left roller turning control process, and finally instructs the right determined steering angle to the roller turning mechanism 21R. The process of giving the steering angle instruction information SG2 is the right roller turning control process.

As step S14 is executed, the roller turning mechanism 21 performs a roller turning operation based on the steering angle instruction information SG2. More specifically, the roller turning mechanism 21L performs the left-handed determined steering angle based on the steering angle instruction information SG2, and the roller turning mechanism 21R performs the right-handed determined steering supported by the steering angle instruction information SG2. Perform the right roller pivoting motion based on the angle.

The roller turning control process executed by the dynamo control device 75B of the chassis dynamometer 1B of the second embodiment includes the process of giving the steering angle instruction information SG2 instructing the determined steering angle to the roller turning mechanism 21 (21L, 21R). I'm in. The determined steering angle (determined steering angle for left, determined steering angle for right) is determined based on the steering wheel angle A60 indicated by the steering wheel angle information S60 with reference to the steering angle conversion table T1.

The steering angle conversion table T1 has a plurality of types of angle pair information indicating a plurality of types of tire turning angles in a format corresponding to a plurality of types of steering wheel angles. The steering angle conversion table T1 can be prepared in advance with highly accurate contents by using a radius gauge 9 having a steering wheel encoder 5 and a turntable encoder 8, as will be described in detail later.

Further, when the dynamo control device 75B in the chassis dynamometer 1B of the second embodiment executes the roller rotation control processing, the detection information of the arrangement state of the tires 62 obtained by the distance meters 64A and 64B shown in FIG. 24 is used. not. Therefore, the roller rotation control process is not affected by disturbance noise such as swelling of the tire 62 .

Therefore, by referring to the steering angle conversion table T1, the chassis dynamometer 1B of the second embodiment causes the roller turning mechanism 21 to perform the roller turning operation with high accuracy even if disturbance noise such as swelling of the tire 62 occurs. can be made

Step S13 executed by the dynamo control device 75B of the chassis dynamometer 1B includes the above-described steps S13-1 and S13-2, and the steering angle instruction information SG2 given in step S14 is the determined left steering angle and the determined right steering angle. is instructing.

Therefore, the chassis dynamometer 1B of the second embodiment executes left roller turning control processing and right roller turning control processing by means of the dynamo control device 75B, which is a turning operation control section, so that the left tire roller pair 20L is rotated. and the roller pair 20R for the right tire can be rotated independently with high accuracy.

(Creation of steering angle conversion table T1)
FIG. 15 is a flow chart showing the processing procedure of the conversion table creating method according to the second embodiment. The conversion table creation method of the second embodiment is a method of creating the steering angle conversion table T1 used by the chassis dynamometer 1B of the second embodiment. Therefore, the conversion table creation method of the second embodiment is positioned as an important tool for creating the steering angle conversion table T1 that is indispensable for performing steering angle follow-up control.

The steering angle conversion table T1 is obtained using a radius gauge 9, which is a turning angle measuring device to be described in detail later, and serves as unique information for a vehicle 60, which is a predetermined vehicle. The vehicle 60 is equipped with a steering wheel encoder 5 that detects a steering wheel angle during steering operation of the vehicle 60 to obtain steering wheel angle information S60.

The conversion table creation method of the second embodiment is executed under a conversion table creation environment different from that of the chassis dynamometer 1B. Here, a conversion table creation environment is assumed in which the vehicle 60 employs general front wheel steering and two radius gauges 9 are used for the front wheels. Hereinafter, the processing contents of the conversion table creating method according to the second embodiment will be described with reference to FIG.

In step S<b>21 , the vehicle 60 is arranged so that the left and right front tires are positioned on the two radius gauges 9 .

A radius gauge 9, which is a turning angle measuring device, measures a turning angle of a tire while the tire is mounted, and includes a turntable encoder 8 for obtaining table turning angle information S8 indicating a table turning angle equivalent to the turning angle of the tire. have. The turntable encoder 8 functions as a turning angle encoder for obtaining table rotation angle information S8 as tire turning angle measurement information.

Next, in step S22, a conversion table preparation preparation state is set. FIG. 16 is a schematic block diagram of the configuration of the conversion table creation preparation state.

As shown in the figure, the conversion table creation unit 18 receives steering wheel angle information S60 from the steering wheel encoder 5, and receives table rotation angle information, which is tire rotation angle measurement information, from the turntable encoder 8, which is a rotation angle encoder. I am receiving S8. This state is the conversion table creation preparation state. As the conversion table creating section 18, for example, the dynamo control device 75B of the chassis dynamometer 1B may be used.

Returning to FIG. 15, in step S23, one steering wheel angle is set by the steering operation of the vehicle 60. FIG. The set steering wheel angle is one of a plurality of types of steering wheel angles that the steering angle conversion table T1 has. 16 is set in step S22, steering wheel angle information S60 is automatically given to the conversion table generator 18 from the steering wheel encoder 5. FIG.

Therefore, the steering wheel angle information S60 is obtained from the steering wheel encoder 5 after step S23 is executed. The steering wheel angle information S60 indicates the set steering wheel angle A60.

After that, in step S24, the steering angle is measured by the turntable encoder 8. FIG. That is, step S24 is processing for causing the radius gauge 9 to measure the table rotation angle when the handle angle is set in step S23. This table rotation angle matches the tire turning angle of the vehicle 60 .

In the conversion table preparation preparation state shown in FIG. 16, the table rotation angle information S8 is automatically given from the turntable encoder 8 to the conversion table preparation section 18. FIG.

Therefore, after step S24 is executed, table rotation angle information S8, which is tire rotation angle measurement information, is obtained from the turntable encoder 8, which is a rotation angle encoder. The table rotation angle information S8 indicates the table rotation angle.

The table rotation angle information S8 includes table rotation angle information S8L from the left radius gauge 9 on which the left tire is mounted and table rotation angle information S8R from the right radius gauge 9 on which the right tire is mounted. I'm in.

The table rotation angle information S8L indicates the left tire angle of the left tire, and the table rotation angle information S8R indicates the right tire angle of the right tire. That is, the tire angles indicated by the table rotation angle information S8 include the left tire angle and the right tire angle.

Next, in step S25, angle pair information S68 is recorded as one of a plurality of types of angle pair information. The angle pair information S68 is combination information of the steering wheel angle A60 indicated by the steering wheel angle information S60 and the tire angles (left tire angle, right tire angle) indicated by the table rotation angle information S8.

After that, in step S26, it is determined whether or not (YES) or not (NO) the setting of the assumed plural types of steering wheel angles has been completed. If NO is determined in step S26, the process returns to step S23, and steps S23 to S26 are repeated until YES is determined in step S26. In step S23 executed for the second and subsequent times, a new steering angle not recorded in step S25 is set as the angle pair information S68.

The steering angle conversion table T1 is completed in step S27, which is executed in the case of YES in step S26. That is, the steering angle conversion table T1 is completed in which a plurality of types of angle pair information S68 are recorded corresponding to all of the assumed plurality of types of steering wheel angles.

The completed steering angle conversion table T1 is stored in the table storage section 79. FIG. The angle pair information S68 may be recorded in the table storage section 79 in step S25.

FIG. 17 is an explanatory diagram showing a specific example of the steering angle conversion table T1. As shown in the figure, a plurality of types of tire angles are shown in a format corresponding to a plurality of types of steering wheel angles. In the figure, the left tire angle is shown in the column labeled "Tire Angle-Left", and the right tire angle is shown in the column labeled "Tire Angle-Right".

FIG. 18 is an explanatory diagram showing the direction of the angle θ (steering wheel angle, tire angle). As shown in the figure, the right turning direction from the fourth quadrant to the first quadrant is the negative direction, and the left turning direction from the third quadrant to the second quadrant is the positive direction.

FIG. 17(a) shows angle pair information when the steering wheel angle in the steering angle conversion table T1 is negative (in the case of turning right), and FIG. 17(b) shows the steering wheel angle in the steering angle conversion table T1 is positive (left turn). Also, the steering wheel angle is set in units of, for example, 1/20 degree, and the tire angle is set in units of, for example, 1 degree.

As shown in FIG. 17, the steering angle conversion table T1 has a plurality of types of angle pair information. is the information shown.

As shown in FIG. 17, a plurality of types of steering wheel angles are obtained by turning the steering wheel 4 to the maximum left direction from the maximum rightward angle (negative maximum value) when the steering wheel 4 is turned to the maximum rightward direction. It is set at relatively small angular intervals over the leftward maximum angle (maximum positive value) of the case.

The multiple types of tire turning angles corresponding to the multiple types of steering wheel angles include multiple types of left tire turning angles and multiple types of right tire turning angles. The left tire turning angle and the right tire turning angle are set to different values for each of the plurality of types of tire turning angles.

The conversion table creation method of Embodiment 2, which is a method of creating the steering angle conversion table T1 used by the chassis dynamometer 1B, is a conversion table creation method including a steering wheel encoder 5, a turntable encoder 8, and a conversion table creation unit 18. A preparation state is set, and multiple types of tire turning angles corresponding to multiple types of steering wheel angles are measured.

Therefore, the steering angle conversion table T1 having a plurality of types of angle pair information indicating a plurality of types of tire turning angles in a format corresponding to a plurality of types of steering wheel angles can be created with high accuracy.

As a result, the chassis dynamometer 1B of the second embodiment can accurately perform various tests involving the steering operation of the vehicle 60 using the steering angle conversion table T1 unique to the vehicle 60, which is a predetermined vehicle. .

(Radius gauge 9)
19 is a plan view showing the planar structure of the radius gauge 9. FIG. 20 and 21 are sectional views showing the sectional structure of the radius gauge 9. FIG. 20 shows the BB section of FIG. 19, and FIG. 21 shows the CC section of FIG. 19 to 21 each show an XYZ orthogonal coordinate system.

As shown in these figures, the radius gauge 9 is provided with a frame 90 on a radius gauge mounting base 99, and a circular turntable 93 is mounted on the frame 90 via a plurality of rotating balls 94. be provided.

A plurality of rotating balls 94 are provided along the circumference of the surface of the frame 90 in plan view. In the example shown in FIGS. 20 and 21, a plurality of rotating balls 94 are provided along three different circumferences. Since each of the plurality of rotating balls 94 serves as a rotatable moving body, the turntable 93 can rotate along the table rotation direction R9 via the plurality of rotating balls 94 .

The frame 90 has a rectangular shape in plan view, and two frame deviation prevention bolts 95 are provided on the upper surface of a radius gauge mounting base 99 in close contact with the sides near the four corners of the frame 90 . Two frame anti-slip bolts 95 are provided to restrict movement of the frame 90 .

Therefore, the amount of movement of the frame 90 in the right direction DR, the left direction DL, the forward direction DF, and the rearward direction DB is regulated within a predetermined range by a total of eight frame deviation prevention bolts 95 . Therefore, the turntable 93 can move along with the frame 90 in the right direction DR, left direction DL, forward direction DF and backward direction DB, but the amount of movement is restricted by the eight frame deviation prevention bolts 95 .

Thus, the turntable 93 of the radius gauge 9 is rotatable in the table rotation direction R9 and linearly movable within a predetermined range along the right direction DR, left direction DL, forward direction DF and backward direction DB. be.

The turntable 93 on which the tire 62 is placed rotates integrally with the tire 62 when the tire 62 rotates. Therefore, the turntable 93 of the radius gauge 9 can rotate at a table rotation angle that matches the tire rotation angle of the mounted tire 62 regardless of the rotation center of the vehicle 60 .

An arc-shaped angular scale 92 is provided on the turntable 93 along the outer peripheral surface of the turntable 93 . A needle 91 is provided above the turntable 93 . The tip of the needle 91 is arranged so as to overlap a part of the angle scale 92 in plan view.

As shown in FIGS. 20 and 21, a fastening part 96 is provided at the center of the lower surface of the turntable 93, and a shaft 97 is provided through the center of the fastening part 96 so as to be rotatable. The shaft 97 has its upper end connected to the center of the lower surface of the turntable 93 and its lower end connected to the upper portion of the coupling 98 through the mount opening 99O.

Further, a turntable encoder 8 is attached below the coupling 98 . Therefore, the shaft 97 is coupled to the turntable encoder 8 via the coupling 98 .

The shaft 97 described above can rotate in conjunction with the rotation of the turntable 93 . Therefore, the turntable encoder 8 can accurately detect the table rotation angle of the turntable 93 based on the rotation state of the shaft 97 . The turntable encoder 8 can output table rotation angle information S8 indicating the table rotation angle to the outside.

Moreover, unlike the rangefinders 64A and 64B shown in FIG. is not affected by disturbances of

The table rotation angle can also be detected by manually confirming the position of the tip of the needle 91 on the angle scale 92 . However, the needle 91 and the angle scale 92 are not used in the conversion table creation method of the second embodiment.

Thus, the turntable encoder 8 provided in the radius gauge 9 detects the table rotation angle of the turntable 93 based on the rotation state of the shaft 97, and outputs table rotation angle information S8 indicating the detected table rotation angle. can be output.

As shown in FIG. 21, the turntable encoder 8 is supported by an encoder bracket 88. As shown in FIG. A part of the encoder bracket 88 is fixed to the upper part of the radius gauge mounting frame 99 . Therefore, the turntable encoder 8 is stably supported by the encoder bracket 88 .

The radius gauge 9 having such a configuration is used as a turning angle measuring device for creating the steering angle conversion table T1, as described above. Two radius gauges 9 are used for the left and right tires when the conversion table creation method of the second embodiment shown in FIG. 15 is executed.

Hereinafter, the radius gauge 9 for the left tire will be referred to as a radius gauge 9L, and the radius gauge 9 for the right tire will be referred to as a radius gauge 9R. The turntable 93 of the radius gauge 9L is called a turntable 93L, and the turntable 93 of the radius gauge 9R is called a turntable 93R.

Further, the turntable encoder 8 of the radius gauge 9L is referred to as a turntable encoder 8L, and the turntable encoder 8 of the radius gauge 9R is referred to as a turntable encoder 8R. In addition, the table rotation angle information S8 output from the turntable encoder 8L is referred to as table rotation angle information S8L, and the table rotation angle information S8 output from the turntable encoder 8R is referred to as table rotation angle information S8R.

19 to 21 will be described below in association with the conversion table creation method shown in FIG.

The vehicle 60 is arranged such that the left tire 62 is positioned on the turntable 93L of the radius gauge 9L and the right tire 62 is positioned on the turntable 93R of the radius gauge 9R when step S21 is executed.

At this time, the center of the left tire 62, which is the front wheel of the vehicle 60, is positioned above the center of the turntable 93L, and the center of the right tire 62, which is the front wheel of the vehicle 60, is positioned above the center of the turntable 93R. are arranged so that The wheelbase (length between front and rear axles) and tread (center-to-center distance of left and right tires) of vehicle 60 are taken into account when making the above arrangements.

After execution of step S21, each of the turntables 93L and 93R rotates at a table rotation angle that is the same as the rotation angle of the tire 62 as the mounted (left or right) tire 62 rotates. Therefore, the table rotation angle indicated by the table rotation angle information S8 output by the turntable encoder 8 is the correct tire turning angle of the tire 62 .

At the time of execution of step S22, by connecting the conversion table creation unit 18 and the turntable encoder 8 so that the table rotation angle information S8 can be given to the conversion table creation unit 18, the A configuration on the encoder 8 side can be realized.

When step S24 is executed, the left tire turning angle corresponding to the steering wheel angle set in step S23 is measured by the turntable encoder 8L. Therefore, the table rotation angle indicated by the table rotation angle information S8L output by the turntable encoder 8L becomes the left tire rotation angle.

Similarly, the right tire turning angle corresponding to the steering wheel angle set in step S23 is measured by the turntable encoder 8R. Therefore, the table rotation angle indicated by the table rotation angle information S8R output by the turntable encoder 8R becomes the right tire turning angle.

As described above, since the radius gauge 9 used in the conversion table creation method of the second embodiment has the turntable encoder 8, the steering angle measurement processing in step S24 shown in FIG. 15 can be performed accurately and automatically. It can be carried out.

Further, the inventors confirmed that the steering angle conversion table T1 obtained by executing the conversion table creation method shown in FIG. 15 using the radius gauge 9 shown in FIGS. 19 to 21 has high accuracy. It is

That is, when the chassis dynamometer 1B of the second embodiment performs a test involving steering operation on the vehicle 60, the dynamo control device 75B refers to the steering angle conversion table T1 and executes the roller turning control process. , the right and left tires 62 do not deviate from the roller pairs 20L and 20R and always maintain a normal arrangement state.

<Others>
In the chassis dynamometer 1 of the first embodiment and the chassis dynamometer 1B of the second embodiment, the four vehicle gripping mechanisms 3 consisting of two one vehicle gripping mechanisms and two other vehicle gripping mechanisms are used. It is not limited to this. That is, a chassis dynamometer having 2n vehicle gripping mechanisms 3 consisting of n (≧1) one vehicle gripping mechanisms and n other vehicle gripping mechanisms may be used.

In the conversion table creation method of the second embodiment, it is assumed that the vehicle 60 adopts general front-wheel steering, but it is of course applicable to rear-wheel steering and four-wheel steering.

In the case of rear wheel steering, it is necessary to position the vehicle 60 so that the left and right tires of the rear wheels are positioned on the two radius gauges 9 in step S21 shown in FIG.

In the case of four-wheel steering, in step S21 shown in FIG. 15, the left and right tires of the front wheels are positioned on the two radius gauges 9 for the front wheels, and the left and right tires of the rear wheels are positioned on the two radius gauges 9 for the rear wheels. The vehicle 60 must be positioned so that As a result, in step S24, four pieces of table rotation angle information S8 (for left front wheel, right front wheel, left rear wheel, and right rear wheel) are obtained.

It should be noted that, within the scope of the disclosure, each embodiment can be freely combined, and each embodiment can be appropriately modified or omitted.

Reference Signs List 1, 1B Chassis dynamometer 2 Roller device 3 Vehicle gripping mechanism 4 Handle 5 Handle encoder 8 Turntable encoder 9 Radius gauge 10 Floor surface 18 Conversion table creation unit 20, 20L, 20R Roller pair 21, 21L, 21R Roller turning mechanism 25, 25L, 25R Roller turning motor 28, 28L, 28R Turning base 60 Vehicle 62 Tire 75, 75B Dynamo control device 93 Turntable 97 Shaft 98 Coupling T1 Steering angle conversion table

Claims (3)

A chassis dynamometer,
a roller device having rollers for placing vehicle tires;
a vehicle fixing mechanism for fixing the vehicle;
a steering wheel encoder that detects a steering wheel angle during steering operation of the vehicle and obtains steering wheel angle information indicating the detected steering wheel angle;
a conversion table providing unit that provides a steering angle conversion table having a plurality of types of angle pair information, wherein the plurality of types of angle pair information indicate a plurality of types of tire turning angles in a format corresponding to a plurality of types of steering wheel angles. information,
The roller device is
including a roller turning mechanism that supports the roller,
The roller turning mechanism is capable of executing a roller turning operation for turning the roller based on steering angle instruction information,
The chassis dynamometer is
further comprising a turning motion control unit for executing a roller turning control process for controlling the roller turning motion by the roller turning mechanism;
The roller turning control process includes:
(a) obtaining the steering wheel angle information from the steering wheel encoder;
(b) referring to the steering angle conversion table and determining, as a determined steering angle, a tire turning angle corresponding to the steering wheel angle indicated by the steering wheel angle information among the plurality of types of tire turning angles;
(c) giving to the roller turning mechanism the steering angle instruction information that instructs the determined steering angle determined in step (b);
chassis dynamometer. The chassis dynamometer of claim 1, comprising:
The rollers include a left roller for mounting the left tire of the vehicle and a right roller for mounting the right tire of the vehicle,
The multiple types of tire turning angles include multiple types of left tire turning angles and multiple types of right tire turning angles,
The roller turning mechanism includes a left roller turning mechanism that supports the left roller and a right roller turning mechanism that supports the right roller,
The determined steering angle includes a left determined steering angle and a right determined steering angle,
The left roller turning mechanism is capable of executing a left roller turning operation of turning the left roller based on the determined left steering angle indicated by the steering angle instruction information,
The right roller turning mechanism is capable of executing a right roller turning operation of turning the right roller based on the determined right steering angle indicated by the steering angle instruction information,
The roller turning motion includes the left roller turning motion and the right roller turning motion,
The roller rotation control processing includes left roller rotation control processing and right roller rotation control processing. The left roller rotation control processing is processing for controlling the left roller rotation operation by the left roller rotation mechanism. The right roller turning control process is a process for controlling the turning operation of the right roller by the right roller turning mechanism,
The step (b) includes
(b-1) referring to the steering angle conversion table and determining, as the determined left steering angle, the left tire turning angle corresponding to the steering wheel angle indicated by the steering wheel angle information among the plurality of types of left tire turning angles; When,
(b-2) Referring to the steering angle conversion table, the right tire turning angle corresponding to the steering wheel angle indicated by the steering wheel angle information among the plurality of types of right tire turning angles is set as the determined right steering angle. determining;
In step (c),
The steering angle instruction information that instructs at least the determined left steering angle is provided to the left roller turning mechanism, and the steering angle instruction information that instructs at least the determined right steering angle is provided to the right roller turning mechanism. to be
chassis dynamometer. A conversion table creation method for creating a steering angle conversion table for a predetermined vehicle using a turning angle measuring device,
The steering angle conversion table has a plurality of types of angle pair information, and the plurality of types of angle pair information is information indicating a plurality of types of tire turning angles in a format corresponding to a plurality of types of steering wheel angles,
The predetermined vehicle is equipped with a steering wheel encoder that detects a steering wheel angle during steering operation and obtains steering wheel angle information indicating the detected steering wheel angle,
The turning angle measuring device has a turning angle encoder that measures the turning angle of the mounted tire and obtains tire turning angle measurement information indicating the turning angle of the tire,
(a) positioning the tires of the predetermined vehicle on the turning angle measuring device;
(b) receiving the steering wheel angle information from the steering wheel encoder and setting a table creation preparation state for receiving the tire turning angle measurement information from the turning angle encoder;
(c) setting a steering wheel angle by steering operation in the predetermined vehicle;
(d) causing the turning angle measuring device to measure the tire turning angle of the predetermined vehicle when the steering wheel angle is set in step (c);
After executing step (c), the steering wheel angle information is obtained from the steering wheel encoder; after executing step (d), the tire turning angle measurement information is obtained from the turning angle encoder;
(e) further comprising recording a combination of the steering wheel angle indicated by the steering wheel angle information and the tire turning angle indicated by the tire turning angle measurement information as one of the plurality of types of angle pair information;
The steps (c) to (e) are repeatedly performed until all of the plurality of types of steering wheel angles are set in the step (c).
How to create a conversion table.

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