JP3059241B2 - Road simulation device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a road simulation apparatus capable of reproducing an actual road load on a vehicle such as an automobile or a motorcycle on a test bench.

[0002]

2. Description of the Related Art Since a road simulation device can reproduce the actual road load on a completed vehicle on a test bench, it is widely used as an effective device in the development of vehicles such as automobiles for performance evaluation, durability test and the like. By the way, a conventional motorcycle road simulation device generally has a structure in which vibration is applied through wheels mounted on an axle.

[0003]

However, the road simulation apparatus that vibrates via wheels as described above can reproduce only a traveling load on a relatively flat road surface, and when the vibration speed is increased. In this case, a phenomenon occurs in which the tires jump from the shaking table, and it is difficult to faithfully reproduce the actual road running load. The present invention has been made in view of the above circumstances, and has as its object to provide a road simulation device capable of faithfully reproducing an actual road running load.

[0004]

According to the present invention, there is provided an axle vibration means for vibrating an axle rotatably supported by a body frame of a motorcycle. Equipped road simulation device
The rear axle of the motorcycle in the vertical direction.
The first shaker that shakes and the front axle are
The second shaker to be shaken and the front axle are
The third exciter to shake and the rear axle
And a reaction force jig for restraining movement.
You.

[0005]

[0006]

According to a second aspect of the present invention, in addition to the first aspect of the present invention, the reaction force jig is connected to the rear axle.
A link mechanism is interposed between the left and right link arms, and the link mechanism is composed of left and right link arms arranged in parallel at appropriate intervals and a cross member connecting the link arms to each other. Are characterized in that their relative lengths are adjustable.

According to a third aspect of the present invention, in addition to the second aspect of the present invention, a strain cage is attached to each of the left and right front forks supporting the front axle.

[0009] In the present invention of claim 4, wherein, in addition to the first aspect of the invention, the load detecting means is attached to said third vibrator of the configuration member is a vibration rod,該荷heavy detecting means And a controller for controlling the operation of the third vibrator along with the operation of the first and second vibrators so that the detected value of the third vibrator always becomes a constant value.

[0010]

According to the first aspect of the present invention, since the axle is directly vibrated without passing through the wheels, a vibration error element such as air in the tire included before transmission from the tire to the axle is included. And can reproduce the actual road load faithfully.

In addition, since a third vibrator for vibrating the front axle in the front-rear direction when vibrating the axle is provided, it is difficult to obtain the vibration by only vertical vibration. (Particularly, tensile or compressive load in the front-rear direction) can be faithfully reproduced as in the case of actual running.

[0012]

According to the second aspect of the present invention, the link mechanism for exciting the rear axle includes the left and right link arms and the cross member connecting the link arms, so that the vehicle body does not swing right and left. Since the vibration can be applied, it is possible to prevent an unnecessary load from being applied to the body frame during the simulation.

According to the third aspect of the present invention, since the strain gauges are attached to the left and right front forks supporting the front axle, the length of the left and right link arms before performing the vibration operation is adjusted. In addition, the load applied to the front fork can be set so as to be equal while checking the load applied to the front fork by the strain gauge. Can be simulated.

According to the fourth aspect of the present invention, the third vibrator is operated in accordance with the operation of the first and second vibrators so that the load applied to the vibrating rod, which is a component of the third vibrator, becomes constant. Since the operation of the exciter is controlled, unnecessary longitudinal compressive and tensile loads generated when the first and second exciters move vertically due to the link mechanism of the axle restraint in the longitudinal direction. Can be compensated.

[0016]

【Example】

First Embodiment Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a side view of a road simulation device according to the present invention. In the figure, reference numeral 1 denotes a motorcycle to be vibrated, and the front and rear wheels of the vehicle have been removed in advance. Reference numeral 2 denotes a front axle rotatably supported by a body frame (not shown) of the motorcycle. The axle 2 is supported by a telescopic type suspension 3. Reference numeral 5 denotes a rear axle. The axle 5 is attached to a rear fork 6 which is swingably supported by a rear cushion (not shown) combined with a link mechanism.

Axle vibration means 10 directly vibrates the axles 2 and 5 in front and behind the motorcycle 1. The axle exciting means 10 includes a mechanical part 11 for actually exciting the axle and a controller 1 for controlling the mechanical part 11.
And 2.

The mechanical part 11 of the axle vibration means vibrates the rear axle 5 of the motorcycle 1 in the vertical direction and the first vibrator 14 which vibrates the front axle 2 in the vertical direction. It comprises a second vibrator 15 and a third vibrator 16 for vibrating the front axle 2 in the front-rear direction. For the vibrators 14, 15, 16 for example, double-acting hydraulic cylinders capable of applying both tensile and compressive forces are used.

The piston rods 14 of the vibrators 14 and 15
One ends of connecting rods 17, 17 are respectively pin-connected to the tips of a, 15a, and the other ends of the connecting rods 17, 17 are pin-connected to axles 2, 5, respectively. Further, one end 18b of the swing plate 18 is pin-connected to the tip of the piston rod 16a of the vibrator 16 via a link 16aa.
The oscillating plate 18 is formed in a triangular shape in a side view, and a central base end portion 18 a is rotatably supported on a support 19. The other end 18c of the oscillating plate 18 is pin-connected to one end of a vibration rod 20 extending in a substantially horizontal direction, and the other end of the vibration rod 20 is pin-connected to the front axle 2.

That is, when the piston rod 16a of the third vibrator 16 expands and contracts in the vertical direction, the front axle 2 of the motorcycle is vibrated in the front-rear direction via the rocking plate 18 and the vibration rod 20. It has a structure to be shaken. The vibrating rod 20 is provided with a load detecting means 21. The load detecting means 21 is interposed on the side as far as possible from the vehicle body (the rocking plate 18 side) in order to avoid vibration at the time of excitation.

Reference numeral 25 denotes a rigid reaction force jig for restricting the movement of the motorcycle body in the front-rear direction. The rear axle 5 of the motorcycle is connected to the reaction jig 25 via a link bar 26.

Next, a description will be given of a vibration method using the load simulation apparatus having the above structure. The controller 12 of the axle vibration means 10 will be clarified by a vibration method described below, and a description of a single configuration will be omitted.

In the above-mentioned road simulation apparatus, the first to third vibrators 14, 15, 16 are each subjected to displacement control. This is because displacement control can perform control at a higher speed or higher acceleration than load control, so that the accuracy of reproducing the actual road load can be further improved.

Here, in the above-mentioned road simulation apparatus, the forward and backward movement of the rear axle 5 is restricted by the link rod 26 pin-connected to the reaction force jig 25, as shown in FIG. When the second exciters 14 and 15 are operated, the left end of the link bar 26 draws an arc-shaped trajectory, which may cause an unexpected longitudinal compression load or tension load to be applied to the vehicle body. is there. The following learning control for eliminating such a defect is performed. In other words, since the following learning control is performed, it is possible to perform high-speed displacement control by the first to third vibrators 14 to 16 while supporting with a reaction force jig having an extremely simple configuration. Become.

That is, the third vibrator 16 is set to load control, and a command is issued from the computer incorporated in the controller 12 to the vibrator 16 so that the output of the load detecting means 21 is always zero. Keep it.

Next, the first and second vibrators 14 and 15 are operated based on a command from the computer to move the piston rods 14a and 15a at a low speed from the lowest point to the highest point (third). The vibrator 16 is connected to the first and second vibrators 1
4 and 15, the load detecting means 21 is moved at such a speed that the value of the load detecting means 21 can always be kept at zero). The locus of the piston rod 16a of the third vibrator 16 at this time is input to the memory of the computer via the A / D converter. FIG. 2 shows the storage map. In this way, the displacement of the third vibrator 16 is input in relation to the displacement of the first and second vibrators 14 and 15.

Next, the third vibrator 16 is switched to the displacement control that operates along the map, and the first and second vibrators 14 and 15 are operated to cause the respective piston rods 14a and 15a to move. Set to the neutral point of excitation. At this time, the third vibrator 16 moves along the map, and the piston rod 1 of the third vibrator 16
6a reaches the vibration neutral point. Hereinafter, each of the vibrators 14, 1
By operating the wheels 5 and 16 based on an input signal described later, an actual road surface load can be applied to the motorcycle.

When stopping the vibrators 14, 15, 16 as well, the third vibrator 16 is caused to move along the above-mentioned map and then stopped. Note that the above map is obtained by learning once for one vehicle, and thereafter, the vehicle can be stably started or lowered any number of times along this map.

Next, an actual vibration method will be described.
In the concentrated endurance road test of the motorcycle, the bottoming of the suspension tends to occur, and the maximum load also occurs at the time of the bottoming. For strength / durability testing,
It is an important issue whether the maximum load in actual running can be faithfully reproduced.

By the way, the control program often used in this type of vibration system is based on the assumption that a linear approximation transfer function is established, and is not suitable for reproducing a phenomenon with strong nonlinearity such as suspension bottoming. In order to cope with this, it is effective to generate the same amount of bottoming as in the actual running and measure the transfer function at this time.

That is, as shown in FIG.
Is reproduced, the transfer function Gb measured with the signal Xb having substantially the same magnitude as that during the actual running has a better approximation degree than the transfer function Ga measured with the test signal Xa. The signal Xb that satisfies such conditions is a test signal that can reproduce the distribution of the absolute value of the Fourier spectrum of the target signal Y on a test bench. The test signal Xb and the transfer function Gb measured therefrom are described below. (See FIG. 4).

First, a vehicle is excited by a noise signal (input signal) having characteristics such as white noise and 1 / f ^2, and a transfer function at this time is measured. In the measurement of the transfer function, for example, when the one accompanying the vibration of the first vibrator 14 is to be obtained, the accelerometer C ₁ is attached to a position above the axle 5 on the rear fork 6. The behavior is measured and determined from this value and the noise signal as the input signal. A second or third vibrator 1
When measuring 5,16 transfer function of the accelerometer C ₂ on the top of the front axle 2 and paste the strain gauge C ₃ on the lower side of the inner pipe 3a of the bottom bridge of the front suspension 3, they The value is obtained from each transducer value and the input signal.

Next, while calculating the inverse transfer function from the measured transfer function, the actual value of the acceleration or strain measured by the transducer provided on the rear fork 6 or the like when the vehicle is running on the test track is measured. The running data is Fourier-transformed, the product of this value and the inverse transfer function is obtained, and the value is inversely Fourier-transformed to obtain a new noise signal for transfer function measurement, and the vehicle is excited by the noise signal. The determining whether the distribution of the Fourier spectrum absolute value of the accelerometer C _1, C ₂ or the measured output signal at the strain gauge C ₃ at this time is similar to the distribution of the absolute value of the Fourier spectrum of the real run I do. If the degree of approximation is not within the predetermined range, the iterative correction shown in FIG. 4 is performed, and the process is continued until the degree of approximation is within the predetermined range.

Then, the accelerometer C when vibrating by the vibrator is used.
_1, C ₂ or when the distribution of the absolute value of the Fourier spectrum of the output signal of the strain gauge C ₃ is within a predetermined range with respect to the distribution of the actual run, level determines in accordance with the frequency of the transfer function measurement noise Then, the transfer function Gb is measured by vibrating the transfer function measurement noise group a plurality of times, and an iterative correction process for reproducing an actual road running load is performed based on the transfer function.

In the above-described vibration control, the same level of bottoming as in actual running is generated, and a transfer function at that time is obtained, and based on the transfer function, iterative correction processing for reproducing the actual road running load is performed. In addition, even in a non-linear response system, vibration can be performed in a state close to the actual road surface load.

Although the above control has been described by taking a single axis as an example for convenience of explanation, the actual vibration is performed by the first to third vibrators 14, 15, 16 as shown in FIG. Performed by three-axis vibration. In the multi-axis excitation system, it is necessary to allow for crosstalk between channels. More specifically, the first vibrator 14 is subjected to test vibration alone several times, and is attached to each transducer (the accelerometers C ₁ and C ₂ provided on the rear fork 6 and the front fork 3 or the front fork 3). The transfer functions G ₁₁ , G ₁₂ and G ₁₃ are obtained by measuring the output of the strain gauge C ₃ ). Next, the same processing is performed for the second and third vibrators 15 and 16, and as a result, a 3 × 3 transfer function matrix as shown in FIG. 5 is obtained. That is, as shown in this equation, for example, the output Y of the transducer 1 (the accelerometer provided on the rear fork 6)
₁ is represented by _{Y 1 = G 11 X 1 +} G 21 X 2 + G 31 X 3.

Here, in the notation Gmn, m indicates the number of the vibrator, and n indicates the number of the transducer. Then, an expression using an inverse transfer function matrix is obtained from the expression shown in FIG. 5 as shown in FIG. This is the basic equation for the three-axis system simulation device, and the input signal is obtained based on this.

Second Embodiment FIGS. 7 to 10 show a main part of a second embodiment of the present invention. In this embodiment, spacers 34 are interposed on the outer periphery of the rear axle 30 and inside the left and right rear forks 32 and 33 extending from the vehicle body frame 31, respectively, and a vibration is applied to a substantially central portion of the axle 30. The configuration is such that a point P exists.

That is, as shown in FIGS. 7 and 8,
The spacer 34 is composed of a bolt member 35 and a nut member 36 screwed to the bolt member 35, and the length of the spacer 34 itself can be adjusted by rotating the members relative to each other. Thereby, the excitation point P is adjusted so as to be substantially at the center of the axle 30. Also,
A connecting member 37 is fitted between the left and right spacers 34,
At the center of the connecting member 37 is a connecting rod 38 extending from the shaker.
Are spherically supported via a connecting member 39.
Reference numeral 40 denotes a fixing nut screwed into the end of the axle from outside the rear fork.

In this embodiment, the rear axle 3
0 is supported by the reaction jig 25 via the link mechanism 41 in a state where the movement in the front-rear direction is restricted. This is the same as in the first embodiment. In this embodiment, the link mechanism 41 further includes left and right link arms 42, 42 arranged in parallel at appropriate intervals, and cross members 43, 43 for connecting the link arms 42, 42 to each other.
It is composed of That is, by connecting these members to each other, the overall rigidity of the link mechanism 41 is increased. The distal end of the link arm 42 is an outer periphery of the axle 30 via a connecting member 39, and is connected to the rear fork 32,
Attached to the inner part of the 33.

The link arm 41 and the cross member 42 are connected to each other by three members 44 which are vertically overlapped.
This is performed by sandwiching the link arm 42 and the cross member 43 between a, 44b, and 44c and tightening them with bolts 45. A link arm 42 is provided on the lower surface or the upper surface of the three members
An arc-shaped groove corresponding to the outer shape of the link arm 42 or the like is formed so that a strong connection is made to the link arm 42 and the like.

The left and right link arms 42, 42 are configured such that their relative lengths can be adjusted. Specifically, as shown in FIG. 8, the link arm 42 has a structure in which a first arm 42a and a second arm 42b coaxially arranged are connected to each other by a nut member 46. Male screw portions 42aa and 42bb cut in opposite directions are provided at the ends of the second arms 42a and 42b, and the entire length of the link arm 42 can be adjusted by rotating the nut member 46 forward and reverse. It has become. In addition,
47 are nuts for preventing loosening.

According to this embodiment, the excitation point P is set substantially at the center of the axle 30 so that the axle 30
Can excite the central part of the vehicle, which causes a unique problem seen in motorcycles, namely, the vehicle body swings from side to side during simulation due to the narrower vehicle width compared to vehicles such as automobiles Failures can be prevented from occurring. Further, at the time of the simulation, it is possible to prevent the occurrence of such a problem that the body of the motorcycle swings right and left and the vibration rod hits a member such as a silencer near the axle.

Further, strain gauges are attached to the left and right front forks supporting the front axle, and the lengths of the left and right link arms 42 are adjusted so that the loads applied to the left and right front forks from the reading of the strain gauges become equal. The adjustment is performed, and when the adjustment is completed, the left and right link arms 42 are rigidly connected by the cross member 43. Thus, when performing a subsequent simulation, it is possible to excite the vehicle body while suppressing the lateral vibration of the vehicle body.

Third Embodiment FIG. 11 shows a third embodiment of the present invention. In this example, the second and third vibrators 15, 16 vibrate the front axle 5 from both directions orthogonal to each other. This is the same as in the first embodiment. In this embodiment, one of the vibrations (vibration by the second vibrator 15) is performed from a direction along the longitudinal direction of the front fork 3, and the other vibration is performed in a direction perpendicular to the front fork 3. Have gone from.

When the front axle 2 is moved up and down by vibration, one of the vibrations is performed from the longitudinal direction of the front fork 3, so that the front axle 2 moves up and down while moving up and down. Will also move. When exciting the rear axle, it is necessary to move the front axle 2 also in the front-rear direction in order to cancel the front-rear movement of the front axle 2. Here, a vibration device having the same structure as that of vibrating the front axle 2 in FIG. 1 is used.

According to this embodiment, the front fork 3
Excessive compressive force or tensile force can be applied without applying excessive bending force to the wire. In this embodiment, one of the vibrations is performed from the direction along the length direction of the front fork 3, but the vibration may be slightly shifted.

In the first embodiment, the third vibrator 16 is connected to the vibrating rod 20 via the link 16aa rocking plate 18.
Is connected to the third vibrator so that the axis of the third vibrator is oriented in the vertical direction. However, the swinging plate 18 is eliminated and the third vibrator is arranged so that the axis is oriented horizontally. Vibration rod 2
0 may be directly connected.

In each of the above embodiments, the front and rear axles 2 and 5 are directly vibrated by the first to third vibrators 14 to 16, however, members having a certain degree of rigidity such as wheels and hubs are used. The axles 2 and 5 may be excited via the.

[0050]

As described above, according to the present invention, the following excellent effects can be obtained. According to the first aspect of the present invention, since the axle is directly vibrated without passing through the wheels, the influence of a vibration error element such as air in the tire included before transmission from the tire to the axle is performed. It is possible to faithfully reproduce the actual road surface load without receiving it.

Further , since a third vibrator for vibrating the front axle in the front-rear direction when the axle is vibrated is provided, it is difficult to obtain only the vibration in the vertical direction. (Particularly, a tensile or compressive load in the front-rear direction) can be faithfully reproduced in the same manner as during actual running. In front of the rear axle
Since it has a reaction force jig that restrains backward movement,
Compared to the case where both rear axles are vibrated in the front-back direction
Therefore, the number of vibrators can be reduced, and
Call cost and running cost can be reduced.
Control of the shaker is also facilitated.

[0052]

According to the second aspect of the present invention, the link mechanism for exciting the rear axle is constituted by the left and right link arms and the cross member connecting the link arms, so that the vehicle body does not swing right and left. Since the vibration can be applied, it is possible to prevent an unnecessary load from being applied to the body frame during the simulation.

According to the third aspect of the present invention, since the strain gauges are attached to the left and right front forks supporting the front axle, the length of the left and right link arms before performing the vibration operation is adjusted. In addition, by checking the load applied to the front fork by the strain gauge, they can be set so that they become equal, and in this state, the link member with the left and right links is rigidly connected by the cross member, so that a link support with good left and right balance is provided. The simulation can be performed in a state where left and right swings are prevented.

According to the fourth aspect of the present invention, the third and fourth vibrators are operated together with the third vibrator so that the load applied to the vibrating rod, which is a component of the third vibrator, becomes constant. Since the operation of the exciter is controlled, unnecessary longitudinal compressive and tensile loads generated when the first and second exciters move vertically due to the link mechanism of the axle restraint in the longitudinal direction. Can be compensated. As a result,
If the operation of the third vibrator accompanying the operation of the first and second vibrators is stored in advance in the form of a map so that the load applied to the vibrating rod becomes constant, the third vibrator is accordingly stored. By operating the shaker, displacement control of the first to third shakers can be performed without generating an excessive load in the front-rear direction. Since the displacement control can perform control at a higher speed than the load control, the actual road load can be reproduced more faithfully.

[Brief description of the drawings]

FIG. 1 is a side view of a road simulation device according to a first embodiment of the present invention.

FIG. 2 is a control map used for controlling displacement of a third vibrator.

FIG. 3 is a diagram showing the operation and effect of the first embodiment.

FIG. 4 is a flowchart showing the contents of vibration control.

FIG. 5 is a diagram showing a relationship between a transfer function and input / output signals in a multi-axis system.

FIG. 6 is a diagram showing a relationship between an inverse transfer function and input / output signals in a multi-axis system.

FIG. 7 is a perspective view showing a structure for exciting a rear portion of a vehicle body in a second embodiment.

FIG. 8 is a plan view of a vibration structure at a rear portion of the vehicle body in the embodiment.

FIG. 9 is a detailed view around the rear axle.

FIG. 10 is a perspective view showing a connection structure between a link arm and a cross member.

FIG. 11 is a side view showing a vibrating structure of a front portion of a vehicle body according to a third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Motorcycle 2 Front axle 3 Front suspension 5 Rear axle 6 Rear fork 10 Axle vibration means 11 Mechanical part of axle vibration means 12 Controller of axle vibration means 14 First vibration machine 15 Second Vibrator 16 third vibrator 20 vibrating rod 21 load detecting means 25 reaction force jig 26 link rod (link mechanism) 30 axle 34 spacer 42 link arm 43 cross member

────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Kazuyoshi Yasuda 1-4-1, Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Kazuo Shinomiya 1-4-1, Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (56) References JP-A-63-15136 (JP, A) JP-B 3-77453 (JP, B2) JP-B 1-28442 (JP, Y2) (58) Fields surveyed (Int.Cl. ⁷ , DB name) G01M 17/00-17/007 G01M 17/04 G01M 7/00

Claims (4)

(57) [Claims] An axle vibration means for vibrating an axle rotatably supported by a body frame of a motorcycle is provided.
It was in the load simulation device, of a motorcycle
A first vibrator for vertically vibrating the rear axle;
A second shaker for vertically exciting the front axle;
A third vibrator for vibrating the front axle in the front-rear direction,
A reaction force jig that restrains the rear axle
A road simulation device comprising: 2. The method according to claim 1, wherein said reaction force jig is connected to said rear axle.
A link mechanism is interposed between the left and right link arms , and the link mechanism is composed of left and right link arms arranged in parallel at appropriate intervals and a cross member connecting the link arms to each other. 2. The device according to claim 1, wherein the relative lengths are adjustable.
The road simulation device as described. 3. The road simulation device according to claim 2, wherein strain cages are respectively attached to left and right front forks supporting the front axle. 4. A load detecting means is attached to a vibrating rod, which is a component of the third vibrator, so that the first and second load detecting means always have a constant value. vibrator load simulation apparatus according to claim 1, characterized in that it comprises a with controller for controlling the operation of the third vibrator to the operation of the.