JP3531266B2 - Traveling equipment for vehicle testing - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle test running device, and more particularly to a device for enabling a pseudo low μ road test during a vehicle running test.

[0002]

2. Description of the Related Art Recently, public interest in the safety performance of automobiles has been greatly increased, and vehicles equipped with safety devices such as airbags as standard equipment have begun to stand out. And especially,
Improving the controllability on slippery roads such as in the case of rain or snow is one of the important issues. Therefore, the spread of devices such as anti-lock brake and traction control, or four-wheel drive vehicles has started to stand out. With the ban on spiked tires, the development of studless tires is being actively promoted to secure grip on snowy roads.

In the development of such safety devices and vehicles, it is necessary to carry out an actual running test on a slippery low μ road such as a wet road surface, a snowy road surface, an ice burn, a mirror burn, etc. Running tests and running tests that reproduce those road surfaces on a test course are generally performed. Especially on the test course, it is common to conduct a running test on a special road surface with tiles or special coating to reduce μ, or on a sprinkling road, and also to reproduce snowy roads with snow machines etc. ing. As an example of such a device, there is JP-A-63-251502.

On the other hand, by using the low μ road on such a test course, the training for improving the driving skill by the user is also actively carried out. In this way, various attempts have been made in various places to improve safety in terms of both hardware and software.

[0005]

By the way, in developing a vehicle on such a low μ road, it may be necessary to transport a large number of human resources, equipment, vehicles, etc. if an actual running test is conducted in a cold region. Many and large costs are required. Also, it is usually impossible for users to go to the site,
Therefore, active use of the test course is desirable.

On the other hand, in the test course, even if it is a sprinkling channel, snowfall / freezing equipment is required to realize a road surface such as a snowy road surface or an ice barn, and this is installed over a vast area, and the road surface condition is maintained. Such management requires relatively large-scale facilities and huge investment.

Therefore, the present invention was devised in view of the above circumstances, and an object of the present invention is to provide a vehicle test traveling device which can easily realize a low μ road.

[0008]

In order to achieve the above-mentioned object, a vehicle testing traveling device according to the present invention is provided with a pseudo low μ
Before and after rolling on the road surface according to the running of the vehicle for road testing
The auxiliary wheels at the four corners on the left and right, and the auxiliary wheels and the vehicle body are connected to each other to set the load applied to the wheels of the vehicle and
In order to weaken the ground contact force and realize the actual running on a pseudo low μ road ,
It is provided with a connecting member that adjusts the height of the vehicle body with respect to the ground when adjusting the load and holds the vehicle body at a constant height with respect to the ground during a running test.

[0009]

According to the above structure, the connecting member receives the road surface reaction force from the auxiliary wheels to hold the vehicle body at a constant height with respect to the ground, and lifts the vehicle body from the normal position. As a result, the load on the wheels of the vehicle is reduced, the ground contact force is weakened, and a pseudo low μ road is realized with a constant value . Also the vehicle
When adjusting the load on the wheels of the
Therefore, various test states can be created.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is an exploded perspective view showing a traveling test vehicle and a traveling apparatus according to the present invention. As shown in the figure, a vehicle body 2 of a vehicle 1 is a ladder type vehicle frame, which will be described later, and a body coupled to the upper portion thereof. 3 and 3. A front bumper and a rear bumper are usually attached to the front and rear ends of the side members 4a, 4b of the vehicle frame, but these are removed here, and the front and rear auxiliary frames 5, 6 of the traveling device 4 are attached instead. To be As will be described later, these frames 5 and 6 can be attached if they are members other than the vehicle frame on the vehicle body 2 side or members on the springs that have a predetermined strength.

The traveling device 4 includes, in addition to the front and rear auxiliary frames 5 and 6, an auxiliary wheel 7 that rolls on a road surface according to the traveling of the vehicle 1 and an intermediate member that connects the auxiliary wheel 7 to the frames 5 and 6. And a member 8. Front and rear auxiliary frames 5, 6
Are formed to have a length larger than the width of the vehicle 1, are attached to the front and rear end portions of the side members 4a and 4b, respectively, and the auxiliary wheels 7 are arranged outside the four corners of the vehicle 1.

FIG. 2 is a plan view showing a mounting state of the vehicle frame and the traveling device, in which the body 3 is omitted. In the figure, the upper side is the vehicle front side and the lower side is the vehicle rear side.

As shown in the figure, the vehicle frame 9 is mainly composed of both side members 4a and 4b and a cross member 10 that bridges them. A front bumper attachment portion 11 is formed at the front end portions of the side members 4a and 4b, and the front auxiliary frame 5 is attached using this. Similarly, the rear side auxiliary frame 6 is attached using the rear bumper attaching portions 12a and 12b at the rear end portions of the side members 4a and 4b. The front side auxiliary frame 5 is formed of an iron square tube material and extends left and right at the vehicle front end position, and is welded to the main beam 13 and extends rearward,
It is mainly composed of left and right extending portions 14 that are bolted to the front bumper mounting portion 11. The auxiliary wheels 7 are connected to the left and right ends of the main beam 13 via an intermediate member 8. Reference numeral 15a is a front tire (including the wheel 16) which is a front wheel of the vehicle 1, and a circle C ₁ drawn by an imaginary line shows a steering locus thereof. The auxiliary wheel 7 can freely rotate along a circular locus C ₂ centered on O by the configuration of an intermediate member 8 described later. Further, since the length of the main beam 13 is relatively large, the circular locus C ₂ of the auxiliary wheel 7 does not interfere with the circular locus C ₁ of the front tire 15a, so that the auxiliary wheel 7 does not hit the front tire 15a during traveling. It is like this. From the figure, it can be seen that the distance between the auxiliary wheels 7 at the four corners is larger than the front and rear treads and the wheel base of the vehicle 1. The auxiliary wheel 7 can rotate around the axis A. The main beam 13 of the rear auxiliary frame 6 is the same as that described above, and the only difference is the mounting portion to the rear bumper mounting portions 12a and 12b. Further, the auxiliary wheel 7 and the intermediate member 8 have the same configuration. 15b is a rear tire which is a rear wheel.

FIG. 3 is a rear view showing the structure of the traveling device 4 on the rear side of the vehicle. As shown in the drawing, the rear auxiliary frame 6 is
Rear bumper mounting portions 12a, 1 of the side members 4a, 4b
It is attached to 2b. The side members 4a and 4b are formed in a tubular shape having a rectangular cross section, and the rear bumper mounting portion 1 on the left side is formed.
2a is formed by the side member 4a itself, and the right rear bumper mounting portion 12b is formed by adding a towing bracket 17 to the lower portion of the side member 4b. Left and right mounting arms 18 and 19 extend vertically and upward from the main beam 13, and these arms 18 and 19 abut substantially the entire bottom surface and side surfaces of the rear bumper mounting portions 12a and 12b so that a plurality of bolts 20 are provided. Can be installed with. The rear bumper mounting bolt holes formed in the rear bumper mounting portions 12a and 12b are used as they are. The main beam 13 extends obliquely upward at the left and right end portions (only the left side is shown in the drawing), and a pivot bracket 21 forming a part of the rear auxiliary frame 6 is bolted to the tip portion thereof.

Referring also to FIG. 4, the rotary bracket 21 is formed in a U-shaped cross section, and the substantially triangular side plate portions 22 sandwich the main beam 13 and the three hole portions 23 of the side plate portion 22.
Bolts 24a, 24b, and 24c are inserted through a, 23b, and 23c so that the intermediate plate portion 25 is connected in the vertical direction. Three holes 2 of the rotating bracket 21
3a and the corresponding bolt holes 26a, 26b, 26c of the main beam 13 are arranged at equal intervals so as to form the vertex positions of an equilateral triangle. The intermediate plate portion 25 includes
A mounting hole 27 having a relatively small diameter is provided in the lower portion thereof, and a long hole 28 having a relatively large diameter is provided in the upper portion thereof, a mounting bolt 29 is provided in the mounting hole 27, and a lock bolt is provided in the long hole 28 via an adjusting collar 30. 31 is inserted. And these bolts 29, 3
By 1, the holder 32 forming a part of the rear auxiliary frame 6 is fixed to the rotating bracket 21. The holder 32 has a substantially columnar shape, and a hole 33 in which a female screw is formed in a penetrating state is formed in an axial center portion thereof, and a flat surface portion 34 for making surface contact with the intermediate plate portion 25 is formed on one side thereof. It

Referring also to FIG. 5, in the adjusting collar 30, a small diameter portion 35 fitted in the elongated hole 28 is formed at an eccentric position of the large diameter portion 36, and the lock bolt 31 is penetrated through these portions.
A center hole 37 for insertion is provided. And tentatively bolt 2
If you loosen 9, 31 and rotate the adjustment collar 30,
The position of the central hole 37 is moved as shown in FIGS.
The tilt of can be changed and adjusted. With this configuration, the supporting direction of the auxiliary wheel 7 is
That is, a direction adjusting mechanism for adjusting the direction in which the vehicle body 2 and the auxiliary wheel 7 are connected is formed. The outer peripheral portion of the large-diameter portion 36 is formed in an uneven shape so that it can be easily turned by hand.

On the other hand, the rotary bracket 21 can be rotated about the bolt 24a by loosening and leaving the bolt 24a located at the upper part and removing the remaining two bolts, and the bolt can be inserted into the hole 23b in the middle part. The bolt 24b (or 24c) is inserted and fastened in the lower bolt hole 26c, so that the angle can be changed as shown by the phantom line in FIG.
Of course, it can be divided by removing all the bolts 24a. With this configuration, the auxiliary wheel 7 is attached to the auxiliary frame 6.
A holding mechanism for holding the vehicle at a position separated from the road surface G is formed.

The holder 32 forms a part of the rear auxiliary frame 6 and substantially fixes the intermediate member 8. Intermediate member 8
Is a shaft member 38 inserted into the hole 33 of the holder 32,
It mainly includes a support member 39 rotatably connected to the shaft member 38, and a pair of side plate members 40 provided on both sides of the support member 39 and substantially supporting the auxiliary wheels 7.

6 and 7 show a shaft member 38 and a support member 39.
In a plan view and a vertical front view showing a connection state with the shaft member 38, as shown in the drawing, the shaft member 38 includes a shaft portion 41 provided with a male screw that is screwed into a female screw of the hole portion 33 of the holder 32, and a lower end portion thereof. It is integrally formed with the bearing shaft portion 42 formed in. An inner ring 44 of a tapered thrust bearing 43 that supports axial and radial loads is fitted to the bearing shaft portion 42, and is fixed by a washer 45 and a bolt 46. A stepped hole 47 is formed in the support member 39, and an outer ring 49 of the thrust bearing 43 is fixed to the upper and lower stepped portions 48 by press fitting or the like. In this way, the thrust bearing 43 allows the support member 39 to rotate with respect to the shaft member 38. Stepped hole 47
The lower part is closed by the lower lid 50, and the upper part is closed by the upper flange 51 and the seal member 52. The support member 39 is formed in the shape of a relatively thick rectangular plate, and the side plate member 4
There are two bolt holes 53 for fixing 0 on each side.

A square hole 54 is formed along the center of the upper end surface of the shaft 41. As shown in FIGS. 3 and 5, the shaft portion 41 is screwed into the hole portion 33 of the holder 32 in a penetrating state, and the grooved lock nut 55 is tightened from above to fix the position. Therefore, loosen this lock nut 55,
By inserting and turning a ratchet tool or the like into the shaft, the shaft member 38 can be adjusted in position or changed in the axial direction.

The side plate member 40, which is transparently shown in FIG. 3, is made of a substantially parallelogrammic metal plate that extends obliquely in one direction on one side, and its both end edges are outside (in the drawing, the thickness of the paper surface). It has a bending piece 56 formed by bending it toward the front side).
The bending piece 56 improves the rigidity and prevents the side plate member 40 from being bent or twisted. The side plate member 40 is formed in a rounded shape having a radius between the tubular boss portion 57 formed at one corner portion of the upper end portion thereof and protruding to the outside and the boss portion 57 formed at the other corner portion. And a bent hole 58. The boss 57 and the bent hole 5
Collars (not shown) are fitted to the fixing bolts 8, and the fixing bolts 5 that are coupled to the bolt holes 53 of the support member 39 are attached to these collars.
9 is inserted and fixed. In addition, a plurality of wheel mounting holes 60 are formed at the lower end of the side plate member 40 at equal intervals along the edge thereof.
Is formed. Then, the axle 61 of the auxiliary wheel 7 is inserted through one of them, and the grooved nut 62 is tightened so that the auxiliary wheel 7 is rotatably supported. Either of the holes 60 is selectively used, and the offset amount with respect to the shaft member 38 can be changed. The auxiliary wheel 7 is a general small wheel in which a rubber tire is attached to an iron wheel.

The side plate member 40 has a tubular boss portion 57.
Is rotatable with respect to the collar, and the bending hole 58 is movable with respect to the collar. Therefore, if the auxiliary wheel 7 does not come into contact with the road surface, the tubular boss 57 can be freely rotated and swung up and down. It is possible. In particular, the upward rotation causes the collar to come into contact with the lower end of the bending hole 58, and the regulating bolt 59a for hanging the both side plate members 40 below the bending hole 58.
Is abutted against the support member 39. With this configuration, the intermediate member 8 is provided with a mounting mechanism that allows the auxiliary wheels 7 to move up and down.

The configuration of the intermediate member 8 and its peripheral portion as described above is common to the right side of the rear auxiliary frame 6 and both sides of the front auxiliary frame 5. The rotation center O of the auxiliary wheel 7 shown in FIG. 2 is formed by the center of the shaft member 38, and the axis A of the auxiliary wheel 7 is formed by the center of the axle 61. In particular, the front and rear auxiliary frames 5, 6 and the intermediate member 8 form a connecting member for connecting the vehicle body 2 and the auxiliary wheel 7.

Now, the structure of the mounting portion of the front auxiliary frame 5 will be described. FIG. 8 shows only the left side thereof, and the extending portion 14 of the front auxiliary frame 5 includes an extending plate 63 extending from the main beam 13, a right-angled plate 64 connecting the extending plate 63, the main beam 13 and the plates 63, 64. Is integrally formed with a lid plate 65 (see FIG. 2) that connects the upper ends of the. The front bumper mounting portion 11 is formed of a box-shaped portion 66 and a small tube portion 67 provided on the side portion and the tip portion of the side member 4a. Then, the extension plate 63 and the box-shaped portion 66, the right-angled plate 64 and the small tube portion 67 are fixed by a plurality of bolts 69 using the holes 68 for mounting the bumper as they are, whereby the front auxiliary frame 5 is firmly fixed to the vehicle frame 9. Will be attached to.

Next, the operation of this embodiment will be described.

Referring to FIG. 3, when the vehicle 1 alone stands on the road surface G, the height position of the vehicle body 2 at that time, for example, the height position of the left side member 4a of the vehicle frame 9 is set to H.
And Then, the traveling device 4 is adjusted, that is, the shaft member 38 of the intermediate member 8 is moved up and down while the auxiliary wheel 7 is in the straight traveling direction, the auxiliary wheel 7 is grounded, and the side plate member 40 is rotated to the upper regulation position. The shaft member 38 is positioned so that it is moved and the reaction force from the road surface G to the auxiliary wheel 7 becomes about the weight of the auxiliary wheel 7 and the side plate members 40. Shaft member 38 at this time
Is set as the reference position a and the shaft member 38 is moved from the position
When the vehicle body 2 is moved to the adjustment position b below, the vehicle body 2 is lifted or lifted by this amount, and the vehicle body 2 is moved to H + Δ.
It will be held at the height position of h. That is, the connecting member receives the road surface reaction force from the auxiliary wheels 7 and holds the vehicle body 1 at a predetermined height. As a result, the load of the vehicle body 2 is also supported by the auxiliary wheels 7, the suspension of the vehicle 1 extends more than in the stationary state, the axial load or load applied to the tires 15a and 15b is reduced, and the suspension of the road surface by the tires 15a and 15b is reduced. The friction coefficient μ can be reduced.

In this way, a pseudo low μ road can be realized, and a test equivalent to an actual low μ road test can be performed even on a general paved road surface on a test course. As a result, it is not necessary to install snowfall / freezing equipment on the test course, and a low μ road can be easily realized with such a simple device. Also, in the case of low μ road test, the test course required a relatively large area (radius of about 200 m) for safety, but such a device makes it possible to test on a small area (radius of about 50 m). Further, since the load condition can be set to be constant and accurate, extremely accurate and stable reproducible data can be collected.

On the other hand, with respect to driving training or education by the user, the present apparatus enables training for a large number of people at low cost. Also, in the past, when training was carried out especially on a vehicle with a high center of gravity, there was a danger of rollover in the worst case due to changes in the road surface μ, but each auxiliary wheel of this device was placed outside the four corners of the vehicle. Therefore, the stability of the vehicle is significantly improved, and such a situation can be prevented in advance.

Further, various test conditions can be created by appropriately changing the lift amount of the vehicle body for each auxiliary wheel. For example, it is possible to reduce only the grip of the front wheel portion, or reduce only one of the left and right sides.

In the adjustment of the device 4 performed before the running test, the position of the shaft member 38 is adjusted while measuring the load of each tire 15a, 15b with a weight scale or an axle 6-component force meter. Further, it is conceivable that the grip of the auxiliary wheel 7 is improved by the vehicle load applied to the auxiliary wheel 7, but this has been solved by using a tire having an extremely low grip for the tire forming the auxiliary wheel 7. Further, in this embodiment, the shaft member 38
By adjusting the screws, the appropriate road surface μ is generated with a simple and low-cost configuration. For example, by using a hydraulic lift mechanism or a motor & ball screw, it is possible to develop into a target setting system by height and load feedback. It is also possible.

In addition, the present apparatus 4 also solves various problems as described below. That is, when the test is performed with the lift Δh of the vehicle body 2 set to a relatively small value, the vehicle 1 rolls during turning due to its characteristics, but at this time, the auxiliary wheel 7 on the inner wheel side floats up from the road surface G and rotates around the center O. It becomes possible to freely rotate, and the auxiliary wheel 7 flaps like rotational vibration, causing a symptom similar to a shimmy phenomenon. Therefore, in the present device 4, the side plate member 40 is allowed to freely rotate downward, or the intermediate member 8 is moved from the adjustment position to the auxiliary wheel 7.
By allowing the auxiliary wheels 7 to freely expand and contract, the ground contact state of the auxiliary wheels 7 is always ensured as shown by the phantom line in FIG. 3, the road surface following performance of the auxiliary wheels 7 is improved, and the stability of the vehicle 1 is ensured. . From this, the stability of the vehicle 1 during turning, slaloming, etc. is further improved, and it becomes possible to carry out a safe test or training.

Further, when the device 4 is in the test state, it may be inconvenient if the device 4 is left as it is, for example, back and forth to the test course.
Therefore, the present device 4 is capable of changing the angle of the rotating bracket 21 or the auxiliary frames 5 and 6 and allowing the auxiliary wheels 7 to be completely lifted to enable normal traveling. Also,
This can also be done by raising the shaft member 38 or removing the rotating bracket 21, but in the former case, the shaft member 38 is
The position setting or load setting of (1) is required again, and the latter is not preferable because transportation, reattachment, parts management, etc. occur. With such a configuration, there is an advantage that the test state and the normal running state can be reproduced many times without such a trouble. Further, since the rotating bracket 21 is fixed obliquely (about 60 ° with respect to the vertical) in the normal traveling state, the auxiliary wheel 7
By using the weight of the intermediate member 8 and the free rotation of the auxiliary wheel 7 around the center O, it is possible to improve safety and prevent breakdowns. At this time, the auxiliary wheel 7 faces the width direction outer side of the vehicle 1 and stands still. It is also possible to make the structure tilted in the front-rear direction to be stationary.

Further, in the running test, when the body posture is tilted back and forth by the adjustment of the device 4, or when the weight distribution is largely changed by modifying the test vehicle, the device is in the normal body posture. When the vehicle body posture is tilted from the state of No. 4, that is, the state where the shaft member 38 coincides with the vertical direction, the caster angle is attached to the auxiliary wheel 7 and, for example, the shaft member 3
When 8 receives a load in the bending direction other than the axial force, deformation and damage due to an increase in input, or fluttering of the auxiliary wheel 7 (shimmy phenomenon) and other problems in terms of strength and safety are caused. Therefore, in the present device 4, since the inclination of the holder 32 with respect to the rotating bracket 21 can be changed and adjusted and the inclination angle of the intermediate member 8 with respect to the vertical can be changed, the intermediate member 8 is inclined in the direction in which the caster angle is canceled. It is possible to completely eliminate the above problems. This further improves durability and accuracy of the test.

Next, a modified embodiment will be described. As shown in FIG. 9, in this vehicle 1, the vehicle body 2 is of a monocoque type rather than having the vehicle frame as described above. In this, the bumper mounting part
Since it does not have sufficient strength to lift the vehicle body 2,
In this embodiment, bottom auxiliary frames 71 are attached to four jack-up portions 70 at the bottom of the vehicle body 2, and front and rear auxiliary frames 5 and 6 (only the front side is shown) are attached thereto. With this configuration, the vehicle body 2 can be lifted from the bottom through the frames 70, 5, 6, and the same operational effects as described above can be exhibited. In this way, the vehicle frame 9 of the above-described embodiment,
The jack-up portion 70 of the present embodiment constitutes a strength portion of the vehicle body 2 having sufficient strength for lifting the vehicle body 2. The strength portion may be another portion, and these are only two examples.

[0036]

The present invention exhibits the following excellent effects.

(1) According to the present invention as set forth in claim 1, a low μ road can be easily realized, and a test equivalent to an actual low μ road test can be performed even on a general paved road surface on a test course. It will be possible.

(2) According to the second aspect of the present invention, the stability of the vehicle when turning can be improved.

(3) According to the present invention described in claim 3, the test state and the normal running state can be repeatedly reproduced.

(4) According to the present invention described in claim 4, the durability of the device and the accuracy of the test can be improved.

[Brief description of drawings]

FIG. 1 is an exploded perspective view showing a vehicle and a traveling device according to the present invention.

FIG. 2 is a plan view showing a mounted state of a vehicle frame and a traveling device.

FIG. 3 is a rear view showing the configuration of the vehicle rear side of the traveling device.

FIG. 4 is an exploded perspective view showing a configuration of a traveling device.

FIG. 5 is a view showing how the adjustment collar is attached to the long hole.

FIG. 6 is a plan view showing a connection state between a shaft member and a support member.

7 is a vertical front view of FIG.

FIG. 8 is an exploded perspective view showing a configuration of a mounting portion of the front auxiliary frame.

FIG. 9 is a perspective view showing a modified example.

[Explanation of symbols]

1 vehicle 2 car body 5 Front auxiliary frame 6 Rear auxiliary frame 7 auxiliary wheels 8 Intermediate member 15a front tire 15b rear tire

Front page continued (58) Fields surveyed (Int.Cl. ⁷ , DB name) G01M 17/007 G01N 19/02 B60R 16/02

Claims (4)

(57) [Claims] 1. Auxiliary wheels at front, rear, left, and right four corners that roll on the road surface according to the running of a vehicle on which a pseudo low μ road test is run, and the auxiliary wheels and the vehicle body are connected to the wheels of the vehicle. A load is set to weaken the ground contact force of the wheel and a pseudo low μ
In order to realize actual running on the road, the height of the vehicle body with respect to the ground is adjusted when adjusting the load, and a connecting member that holds the vehicle body at a constant height with respect to the ground during a running test is provided. A traveling device for vehicle testing, which is characterized by: 2. The vehicle test traveling apparatus according to claim 1, wherein the connecting member has a mounting mechanism that allows the auxiliary wheels to descend and always follows the road surface. 3. The vehicle test traveling apparatus according to claim 1, wherein the connecting member has a holding mechanism for holding the auxiliary wheel at a position separated from the road surface. 4. The connecting member has a direction adjusting mechanism for adjusting a supporting direction of the auxiliary wheel.
Alternatively, the running device for vehicle test according to the item 3.