JP6416006B2 - Simulation device - Google Patents

Description

  The present invention relates to a simulation apparatus, and more particularly to a simulation apparatus for grasping the behavior of a vehicle when a tire comes off a rim.

  2. Description of the Related Art Conventionally, as one of tire performance tests, a rim detachment test is performed assuming that the tire is detached from the rim. In the rim detachment test, the tires to be tested are assembled into rims and mounted on an actual vehicle, and this vehicle is driven under specified driving conditions according to the driving line (driving conditions) specified by the test driver, and the tires are actually tired. By removing the rim from the rim, the behavior of the vehicle when the tire is detached from the rim is grasped.

JP 2008-94241 A

However, it is difficult for a test driver to repeatedly drive an actual vehicle under prescribed driving conditions according to the specified driving conditions, and in order to grasp the behavior of the vehicle when the rim is off with reproducibility, a lot of data must be collected. However, there is a problem of requiring a great amount of man-hours and time. Therefore, in order to reduce man-hours and time, as disclosed in Patent Document 1, an actual vehicle is not used, the tire and the vehicle assembled with the rim are modeled on a computer, and a rim removal test is performed by computer simulation. However, in the extreme state behavior in which the tire is detached from the rim, there is a problem that the result obtained by the simulation does not match the actual behavior of the tire and the vehicle.
Therefore, an object of the present invention is to provide a simulation device that can reduce the man-hours and time required for the rim detachment test and can accurately grasp the behavior of the tire and the vehicle when the rim is detached.

As a configuration of a simulation apparatus for solving the above-described problems, a tire support device that rotatably supports a rim-assembled tire, a pseudo road surface on which the tire is pressed, and a tire support device or a pseudo road surface provided on a pseudo road surface An actuator for controlling the pressure contact state of the tire against the tire, a tire support device and / or a pseudo road surface, and a braking drive device for applying a rotational driving force or a braking force to the tire, and a pressure contact with the pseudo road surface A sensor that detects a force acting on the tire that rotates in a state, and a control device that outputs a signal for controlling the pressure contact state of the tire to the actuator, and the control device detects the force detected by the sensor and the running condition of the vehicle In addition, the vehicle driving condition is calculated by inputting the driving condition of the vehicle and the actuator is operated based on the calculated vehicle driving condition. Vehicle driving condition processing means for controlling the pressure contact state of the tire against the simulated road surface of the vehicle, and the vehicle driving condition is corrected so that the vehicle driving condition obtained from the vehicle driving condition processing means matches the vehicle driving condition. The driving condition correction means for performing the vehicle driving condition processing means so that the driving condition of the vehicle obtained by incorporating the force applied to the actual tire is matched with the driving condition of the vehicle by the driving condition correction means. Since the correction is made, it is possible to reproduce the driving operation in which the test driver corresponds to the behavior of the vehicle in the rim detachment generation process in the actual vehicle test. Therefore, since the behavior of the vehicle can be grasped with an accuracy close to that of the actual vehicle test, the actual vehicle test is unnecessary, and the man-hour and time required for the rim detachment test can be reduced.
As another configuration of the simulation device, the control device detects a rim detachment of the tire when the rim detachment detection unit detects the rim detachment of the tire and the rim detachment detection unit detects the rim detachment of the tire. Since it has a data hold that outputs the value of the force detected by the sensor immediately before to the vehicle running state processing means, calculation of the running state of the vehicle by the vehicle running state processing means can be continued even after the rim removal of the tire is detected. Thus, it is possible to grasp the behavior of the vehicle after the rim is removed.
As another configuration of the simulation apparatus, the vehicle running state processing unit includes a vehicle movement state processing unit that calculates a vehicle movement state, and a tire movement state process that calculates a tire movement state in the vehicle movement state processing unit. And the force detected by the sensor is input to the tire motion state processing means, so that the actual tire motion state is reflected in the tire motion state processing means. In the calculation of the state, the motion state of the vehicle can be obtained with an accuracy close to that of the actual vehicle test.

It is a block diagram of a simulation apparatus. It is a figure which shows a tire load apparatus. It is the elements on larger scale of a spindle axis. It is a figure which shows the direction of 6 component force which acts on the tire detected by a force sensor. It is a figure which shows the lateral force which arises in a tire by a slip angle. It is the figure which showed typically the change of the lateral force before and behind the rim | limb removal of a tire. It is a flowchart which shows operation | movement of a simulation apparatus. It is a flowchart which shows the process of a vehicle travel state process means.

  FIG. 1 is a block diagram illustrating an embodiment of a simulation apparatus 1. As shown in FIG. 1, the simulation device 1 includes a tire load device 2 that applies a force to an actual tire 10, and a control device 3 that controls the force that the tire load device 2 applies a load to the tire 10. The tire load device 2 including actual tires may be configured to correspond to the number of tires mounted on the vehicle, but at least one tire is configured to be provided in the tire load device 2. Other tire components may be configured by a tire motion state processing means described later and included in the control device 3. In particular, when simulating a situation in which the tire internal pressure of only one wheel is extremely reduced due to puncture or the like and the rim is likely to come off, only one wheel having the reduced internal pressure is configured in the tire load device 2. By configuring the tire with normal internal pressure with the tire motion state processing means, the object can be achieved more easily and accurately. Hereinafter, each configuration of the simulation device 1 will be described using a case where one tire corresponding to the steered wheel is configured by the tire load device 2.

  FIG. 2 is a view showing an example of the tire load device 2, and FIG. 3 is a partially enlarged view of the spindle shaft 18. As shown in the figure, for example, a flat belt test device can be applied to the tire load device 2. The flat belt test apparatus includes a tire support device 5 that rotatably supports a tire 10 assembled with a rim, and a road surface reproduction device 6 that has a pseudo road surface 35a that is in pressure contact with the tire 10 supported by the tire support device 5.

  The tire support device 5 includes a frame 12 supported by a pair of pedestals 11 and a spindle unit 13. The pedestal 11 includes an actuator 14 that is provided on the floor surface at a predetermined distance and that drives the frame 12. The actuator 14 is a drive mechanism that is interposed between the pedestal 11 and the frame 12 and displaces the rising angle of the frame 12 from the pedestal 11. The actuator 14 is connected to a control device 3 to be described later, and rotates the frame 12 with the pedestal 11 side as a fulcrum based on a signal output from the control device 3. The frame 12 includes a pair of leg portions 15 and 15 extending from the actuator 14 of the pedestal 11 and a horizontal frame 16. The leg portions 15, 15 extend so as to cross each other above the pedestal 11, and are connected by a horizontal frame 16. The horizontal frame 16 is provided with a spindle unit 13 that rotatably supports the rim-assembled tire 10.

  The spindle unit 13 includes a main shaft 17 that extends in the vertical direction from the horizontal frame 16, and a spindle shaft 18 that is provided so that the axis is orthogonal to the extension of the main shaft 17. An upper end side of the main shaft 17 is rotatably supported by the horizontal frame 16, and rotates around the axis of the main shaft 17 by driving an actuator 19 provided on the horizontal frame 16. The actuator 19 is connected to the control device 3 to be described later, and rotationally drives the main shaft 17 based on a signal output from the control device 3. A spindle shaft 18 is provided on the lower end side of the main shaft 17.

  As shown in FIG. 3, the spindle shaft 18 is a shaft body that extends so that the axis is orthogonal to the axis of the main shaft 17. At the tip of the spindle shaft 18, a hub 20 for rotatably mounting the rim assembled tire 10 is provided coaxially with the axis of the spindle shaft 18. The hub 20 includes a rotation sensor 22 that detects the rotation of the tire 10. The rotation sensor 22 is connected to the control device 3 described later, and outputs the rotation speed Vt of the tire 10 to the control device 3. The spindle shaft 18 includes a force sensor 21 that detects a force acting on the tire 10 assembled inside the rim. The force sensor 21 is connected to the control device 3 described later, and outputs the detected force to the control device 3. For example, a 6-component force measuring device is applied to the force sensor 21.

  FIG. 4 is a diagram showing the direction of the six component forces P acting on the tire 10 detected by the force sensor 21. As shown in the figure, the force sensor 21 has six forces acting on the tire 10: longitudinal force Fx, lateral force Fy, ground load Fz, overturning moment Mx, rolling resistance moment My, and self-aligning torque Mz. It is detected by disassembling. The longitudinal force Fx is a force acting in the longitudinal direction (X-axis direction) of the tire 10, the lateral force Fy is a force acting in the lateral direction (Y-axis direction) of the tire 10, and the ground load Fz is a vertical direction of the tire 10. The forces acting in the (Z-axis direction) are shown. The overturning moment Mx is a moment about the X axis extending in the front-rear direction of the tire 10, the rolling resistance moment My is a moment about the Y axis extending in the lateral direction of the tire 10, and the self-aligning torque Mz is the tire 10 shows moments around the Z-axis extending in the vertical direction. Note that the six forces detected by the force sensor 21 are collectively referred to as a six component force P in the following description.

  As long as the force acting on the tire 10 can be measured, the force sensor 21 is not limited to the inside of the spindle shaft 18 and may be provided so as to be sandwiched between the rim R and the hub 20. It may be attached to itself. Further, the force sensor 21 is not limited to the above-described 6-component force measuring device. The force sensor 21 may be any sensor that can detect at least one of the longitudinal force Fx, lateral force Fy, ground load Fz, and self-aligning torque Mz acting on the tire 10.

  The road surface reproduction device 6 is provided below the spindle unit 13 between the bases 11 of the tire support device 5. The road surface reproduction device 6 includes a base 31 fixed to the ground surface, a frame 33 that moves up and down in the vertical direction by an actuator 32 provided on the base 31, and a frame 33 that is rotatable with respect to the frame 33 so that the axes are parallel to each other. A pair of attached drums 34, 34, an endless belt 35 spanning the outer periphery of the pair of drums 34, 34, and a drive device 36 that rotationally drives the drum 34 are provided. The driving device 36 functions as a braking driving device that applies a rotational force or a braking force to the tire 10.

  The base 31 is a base in the road surface reproduction device 6 and is installed and fixed on the floor surface. The base 31 is provided with an actuator 32 that raises and lowers the frame 33. The actuator 32 is connected to the control device 3 to be described later and is driven based on a signal output from the control device 3 to move the frame 33 up and down in the vertical direction (Z-axis direction). The frame 33 is provided with a pair of cylindrical drums 34 and 34. The pair of drums 34 and 34 are supported by the frame 33 such that the axes are parallel to each other and the uppermost part of the outer periphery is located on the same plane, for example, on a horizontal plane. The road surface reproduction device 6 is disposed on the tire support device 5 such that the axis of the drum 34 is orthogonal to a straight line connecting the bases 11 and 11 of the tire support device 5. An endless belt 35 is stretched around the outer periphery of the pair of drums 34 and 34. The outer peripheral surface of the belt 35 is processed to simulate the friction coefficient of a road surface such as concrete or asphalt, and is reproduced as a simulated road surface 35a. The belt 35 is kept constant by an auto tensioner (not shown) so that a predetermined tension is applied between the drums 34 and 34.

One drum 34 is provided with a drive device 36 for rotating the drum 34 and a rotation sensor 37 for detecting the rotation speed of the drum 34. The drive device 36 is connected to a control device 3 described later, and is controlled based on a signal output from the control device 3. The driving device 36 rotationally drives the drum 34 and rotates the belt 35 in a driven manner, whereby the road surface in the traveling state is reproduced in a pseudo manner. The rotation sensor 37 is connected to the control device 3 to be described later, and outputs the detected rotation speed of the drum 34 to the control device 3. The rotation speed of the drum 34 output from the rotation sensor 37 to the control device 3 is processed in the control device 3 as the rotation speed of the belt 35, that is, the traveling speed of the vehicle (vehicle speed Vv).
The road surface reproduction device 6 is not limited to the flat belt test device, but may be a drum type tire test device.

  According to the tire load device 2, the rim-assembled tire 10 is attached to the hub 20 of the tire support device 5, the actuator 32 of the road surface reproduction device 6 is driven, and the belt 35 is moved up and down along the vertical (Z-axis) direction. By displacing it, the pressure contact force of the tire 10 on the simulated road surface 35a is adjusted. This pressure contact force is a contact load Fz applied to the tire 10. Further, the camber angle θ of the tire 10 is adjusted by driving the actuator 14 of the tire support device 5 and changing the inclination angle of the main shaft 17 with respect to the pseudo road surface 35a. Further, by driving the actuator 19 of the tire support device 5 and rotating the main shaft 17 to change the crossing angle of the front and rear direction (X axis) of the tire 10 with respect to the rotation direction of the simulated road surface 35a, the slip angle φ of the tire 10 is changed. Is adjusted. In the following description, the actuator 32 of the road surface reproduction device 6 is referred to as a load actuator 32, the actuator 14 of the tire support device 5 is referred to as a camber angle actuator 14, and the actuator 19 is referred to as a steering actuator 19.

  Returning to FIG. 1, the control device 3 will be described. As shown in FIG. 1, the control device 3 includes a so-called computer, and includes a CPU as arithmetic means provided as hardware resources, a ROM and RAM as storage means, and an input / output interface as communication means. The control device 3 is an input unit that is directly operated by an operator such as a keyboard or a mouse, or an input unit that uses a magnetic or optical drive to input information recorded in advance on a medium such as a magnetic or optical disk. Input device 8 and a display device 9 as a display means such as a monitor. Basic information necessary for the simulation, for example, driving conditions, driving conditions, and the like are input to the control device 3 via the input device 8 and stored in the storage means. The behavior of the vehicle is calculated by the CPU executing the program stored in the storage means. The vehicle behavior is, for example, how much the vehicle is input as the driving condition and deviates from the target driving line when the driving simulation of the vehicle is executed according to the input driving condition and driving condition. The vehicle motion state such as a time-series change in the attitude of the vehicle in response to changes in the ground contact load Fz, slip angle φ, and camber angle θ during traveling.

  The control device 3 includes a program in which the CPU functions as a vehicle movement state processing unit 51, a tire movement state processing unit 52, a driving condition correction unit 53, a vehicle running state processing unit 54, a rim detachment detection unit 55, and a data hold unit 56. . The 6 component force P output from the force sensor 21 to the control device 3 is input to the rim detachment detection means 55 and the data hold means 56.

  The vehicle motion state processing means 51 includes specification information such as vehicle body dimensions, front and rear tread lengths, wheel bases, vehicle weights, front and rear shaft weights, and the like, suspension devices, braking devices, power transmission devices, steering devices, etc. This is a model of a vehicle excluding tires based on the information. The vehicle motion state processing means 51 is operated by a vehicle motion state processing means 51, a tire motion state processing means 52, which will be described later, and a driving condition correction means 53, so that the driving condition inputted in advance and the vehicle state are more matched. Based on the value obtained by correcting the operation amount and the value of the force sensor input from the tire load device 2 via the data hold means 56 described later, the position of the vehicle center of gravity, pitching, rolling, yawing, etc. The motion state of the vehicle including is calculated. As a result, the calculated ground contact load Fz, camber angle θ, slip angle φ, etc. of each tire according to the motion state of the vehicle can be obtained.

  The tire motion state processing means 52 models the relationship between the 6 component force P generated by the tire 10 and the like, the ground load Fz, the camber angle θ, the slip angle φ, and the like. It is used to calculate the behavior of the tire 10 other than that incorporated in the tire load device 2 using an actual tire.

  The driving condition correction means 53 expresses driving operations such as an accelerator operation, a brake operation, and a steering wheel operation by a test driver in a conventional actual vehicle test. Specifically, the driving condition correction unit 53 calculates the vehicle traveling locus obtained by the vehicle traveling state processing unit 54 described later, the traveling direction in the vehicle movement state calculated by the vehicle movement state processing unit 51, and the vehicle body speed Vv. If there is a discrepancy between the driving conditions and driving conditions entered as command values, the accelerator operation, brake operation, and steering wheel entered as driving conditions will return to the driving conditions and driving conditions entered as command values. A command value obtained by correcting the command value for operation or the like is output to the vehicle running state processing means 54. As a result, the driving operation in which the test driver corresponds to the behavior of the vehicle during the rim detachment process in the actual vehicle test is reproduced in the same manner as in the actual vehicle test.

The vehicle travel state processing means 54 is a command value output from the vehicle motion state processed by the vehicle motion state processing means 51, the tire motion state processed by the tire motion state processing means 52, and the driving condition correction means 53. And a traveling state that is a dynamic behavior of the vehicle traveling based on the 6-component force P input from the force sensor 21 of the tire load device 2 is calculated. That is, the vehicle running state processing means 54 calculates the running state of the vehicle by inputting the force detected by the force sensor 21, the running condition of the vehicle, and the driving condition of the vehicle, and based on the calculated running state of the vehicle. The pressure contact state of the tire 10 against the simulated road surface 35a of the actuator is controlled. For example, the actuator of the tire load device 2 is operated so as to release the pressure contact between the tire 10 and the pseudo road surface 35a when the rim detachment detecting means 55 described later detects the rim detachment of the tire. Releasing the pressure contact is performed by setting the force for pressing the tire 10 against the simulated road surface 35a to 0 (zero) or by separating the tire 10 from the simulated road surface 35a.
That is, the vehicle running state processing means 54 is a vehicle motion state processing means 51 that performs arithmetic processing while referring to the tire motion state obtained by the tire motion state processing means 52, and the vehicle center of gravity position, pitching, Based on the motion state of the vehicle including the posture of the vehicle such as rolling, yawing, etc., the calculation process of the vehicle trajectory and the calculation of how far the vehicle trajectory is off the target travel line of the input travel condition Processing, time-series changes in vehicle attitude, that is, calculation processing of vehicle behavior such as spin and rollover are executed. Each time the vehicle motion state processing unit 51 calculates the motion state of the vehicle, the vehicle running state processing unit 54 calculates the vehicle ground load Fz, the slip angle φ, the camber angle θ, and the vehicle body speed Vv obtained by the calculation. Is output to the tire load device 2. Specifically, the vehicle running state processing means 54 is a command value such that the actual tire 10 provided in the tire load device 2 is pressed against the simulated road surface 35a with the ground load Fz, the slip angle φ, and the camber angle θ. Is output to the load actuator 32, the camber angle actuator 14, and the slip angle actuator 19 of the tire load device 2. Further, a rotational speed at which the simulated road surface 35a to which the tire 10 is pressed is traveling at the vehicle body speed Vv, that is, a command value at which the belt 35 rotates at the vehicle body speed Vv is output to the drive device 36.

  The rim detachment detecting means 55 detects rim detachment based on the 6 component force P input from the force sensor 21. The rim detachment detecting means 55 is configured to detect rim detachment of the tire 10 based on the lateral force Fy, for example. FIGS. 5A and 5B are diagrams showing the lateral force Fy generated in the tire 10 by the slip angle φ. As shown in FIG. 5A, the slip angle φ here is an angle between the traveling direction of the vehicle body (the rotation direction of the belt 35) and the mounting surface of the rim R. The lateral force Fy increases as the vehicle speed Vv increases at the same slip angle φ, and increases as the slip angle φ increases at the same vehicle speed Vv. As shown in FIGS. 5A and 5B, when the lateral force Fy acting on the tire 10 becomes larger than the fitting force between the bead portion of the tire 10 and the rim R, the tire 10 is detached from the rim R. Become. When the tire 10 is detached from the rim R, the lateral force Fy acting on the tire 10 is rapidly reduced. Accordingly, the rim detachment detecting means 55 detects rim detachment by monitoring the change in the lateral force Fy of the six component forces P output from the force sensor 21.

  FIG. 6 is a diagram schematically showing a change in the lateral force Fy before and after the tire 10 is detached from the rim. As shown in the figure, since the lateral force Fy falls at a stretch with the peak immediately before the tire 10 comes off the rim, the rim detachment detection means 55 causes the lateral force Fy output from the force sensor 21 to drop, that is, Detection of rim disengagement based on the change value. As the change value, for example, a continuous decrease rate of the six component forces P sequentially output from the force sensor 21 can be applied. The rim detachment detecting means 55 detects that the tire 10 is detached from the rim R when a change value equal to or greater than the threshold value α continues for a predetermined number of times.

  As for the continuous behavior of the vehicle obtained by the vehicle running state processing means 54 described above, calculation of the movement state of the vehicle including the tires by the vehicle movement state processing means 51 and the tire movement state processing means 52 proceeds at a predetermined time interval δt. Can be obtained. This time interval δt is determined, for example, by the vehicle running state processing from the force sensor 21 at least once more than once between the maximum peak value q1 and the minimum peak value qmin of the lateral force Fy before and after rim removal. It is set so that 6 component force P is output to the means 54.

  Therefore, in the rim detachment detecting means 55, as shown in FIG. 6, when monitoring the change of the lateral force Fy, the respective reduction rates when decreasing from q1 to q2 and q3, which are the maximum peak values of the lateral force Fy, are obtained. When the threshold value α is equal to or greater than two and consecutive for two or more times, it is detected that the rim has been detached. That is, in this embodiment, the rim removal is detected at q4 shown in FIG. When the rim detachment detecting means 55 detects the rim detachment of the tire 10, the rim detachment notification signal T is output to the data hold means 56 simultaneously with the detection of the rim detachment. Simultaneously with the determination that there is no detachment, a notification signal S for notifying that there is no rim removal is output to the data hold means 56.

  As another detection method of the rim detachment of the tire 10 by the rim detachment detection means 55, the rim detachment is detected based on changes in the longitudinal force Fx, the ground load Fz, and the self-aligning torque Mz instead of the lateral force Fy. You may make it do. Similar to the lateral force Fy, the longitudinal force Fx, lateral force Fy, ground load Fz, and self-aligning torque Mz out of the six component forces P output from the force sensor 21 are significantly reduced after rim removal. By monitoring changes in the longitudinal force Fx other than the lateral force Fy, the ground load Fz, and the self-aligning torque Mz as described above, it is possible to detect the rim detachment of the tire 10. Further, it is possible to detect the rim removal by combining any one of the changes in the longitudinal force Fx, the lateral force Fy, the ground load Fz, and the self-aligning torque Mz.

  The data hold means 56 detects the rim detachment of the tire 10 by the rim detachment detecting means 55, and the vehicle travels the value of the 6 component force P detected by the force sensor 21 immediately before releasing the pressure contact between the tire 10 and the simulated road surface 35a. Output to the state processing means 54. Specifically, the data hold means 56 receives the 6-component force P detected by the force sensor 21 and the notification signals S and T output from the rim removal detection means 55. The data hold means 56 outputs the 6 component force P input from the force sensor 21 to the vehicle running state processing means 54 in response to the notification signal S or the notification signal T input from the rim detachment detection means 55. The data hold means 56 stores the 6-component force P input from the force sensor 21 and outputs the latest 6-component force P to the vehicle running state processing means 54 when the notification signal S is input. When the notification signal T is input, the 6-component force P immediately before the latest input 6-component force P is input to the vehicle running state processing means 54. For example, in the graph of FIG. 6, since the rim detachment is detected at q4 and the 6-component force P at q4 is input, the notification signal T is input from the rim detachment detecting means 55. The 6-component force P at a certain q3 is output to the vehicle running state processing means 54.

  Hereinafter, the operation of the simulation apparatus 1 will be described. In the following description, it is assumed that a predetermined internal pressure is applied to the tire load device 2 and a rim-assembled subject tire is attached. Further, it is assumed that information related to simulation such as driving conditions and traveling conditions is input to the control device 3 by operating the input device 8. It is assumed that the traveling condition is set to a J-shaped traveling line that combines a straight line and a circular arc that turn to the left along a circumference of a predetermined curvature after going straight ahead for a predetermined distance. The driving conditions include conditions relating to accelerator operation, brake operation, and steering operation when traveling on the travel line input as the travel conditions, specifically, accelerating a straight line from a stationary state to a vehicle speed of 40 km at a predetermined acceleration. It is assumed that the steering operation and the accelerator operation are set such that the vehicle travels on the circumference of a predetermined curvature while maintaining the vehicle speed 40 km after the vehicle travels steady at a vehicle speed of 40 km for a predetermined distance.

When the operator inputs a command to start the simulation from the input device 8, the simulation by the control device 3 and the tire load device 2 is started.
S101: First, one time step N in the simulation is advanced.
S102: When the simulation is started, in the control device 3, the vehicle running state processing means 54 is the vehicle movement state processed by the vehicle movement state processing means 51, the tire movement state processing means 52 processed by the tire movement state processing means 52. Based on the motion state, the 6 component force P input from the force sensor 21 of the tire load device 2, the input driving condition and the command value at the time step N of the traveling condition, the vehicle motion state is calculated, and the process proceeds to S103. To do. At the start of the simulation, the state of the stationary vehicle is calculated.
S103: The vehicle ground load Fz, the slip angle φ, the camber angle θ, and the vehicle body speed Vv are output to the tire load device 2 from the motion state of the vehicle obtained by the calculation.

  In the tire load device 2, the tire 10 supported by the tire support device 5 is pressed against the pseudo road surface 35 a with the ground load Fz, the slip angle φ, and the camber angle θ input from the vehicle running state processing unit 54. The load actuator 32, the slip angle actuator 19, and the camber angle actuator 14 are driven. Further, the driving of the driving device 36 is controlled so that the rotational speed of the pseudo road surface 35a becomes the vehicle body speed Vv. The six component force P detected by the force sensor 21 of the tire load device 2 is output to the control device 3 by driving the load actuator 32, the slip angle actuator 19, the camber angle actuator 14, and the drive device 36.

S104: The six component force P input from the force sensor 21 is output to the rim detachment detecting means 55 and the data holding means 56, and the process proceeds to S105.
S105: It is determined whether or not there is a detection history of rim removal. If there is no rim detachment detection history, the process proceeds to S106, and if there is a rim detachment detection history, the process proceeds to S109.
S106: The 6-component force immediately before the latest 6-component force is stored, and the process proceeds to S107.
S107: The change value of the lateral force Fy of the six component forces P input from the force sensor 21 is calculated by the rim detachment detecting means 55, and the presence or absence of rim detachment is determined by comparing with a threshold value α. When the calculated change value is less than the threshold value α, it is determined that there is no rim removal, and a notification signal S to be notified is output to the data hold means 56, and the process proceeds to S108. If the change value is equal to or greater than the threshold value α, it is determined that the rim has been removed, and a notification signal T for notifying the rim has been output to the data hold means 56, and the process proceeds to S109.

S108: The data hold means 56 stores the latest 6-component force P input from the force sensor 21 in response to the input of the notification signal S from the rim removal detection means 55, and the latest 6-component force is stored in the vehicle running state processing means 54. And the process proceeds to S110.
S109: The 6 component force P stored in S106 is output to the vehicle running state processing means 54, and the process proceeds to S109.
S110: It is determined whether or not the time step N in the simulation is Nmax. If it is Nmax, the simulation is terminated. If it is not Nmax, the process returns to S101, and the simulation is continued by advancing the time step N by one.
That is, the dynamic behavior of the vehicle is simulated by repeating S101 to S110.

In the calculation of the motion state of the vehicle in S102, when a deviation occurs from the travel line, the driving condition correction unit 53 outputs a command value for correcting the deviation from the travel line to the vehicle travel state processing unit 54. The motion state of the vehicle is calculated.
FIG. 8 is a flowchart showing the processing of the vehicle travel state processing means 54 in S102.
As shown in the figure, in S102, the processing of S201 to S204 is executed.
S201: Update the input driving conditions and driving conditions. That is, the running condition and the driving condition are updated based on the passage of time when the time step proceeds in S101, the vehicle running position, and the like.
S202: It is determined whether or not the motion state of the vehicle calculated in the previous time step in which the time step is updated matches the driving condition and driving condition read in S201. If they match, the process proceeds to S204, and if they do not match, the process proceeds to S203.
S203: Calculate a command value in which the driving condition is corrected so that the motion state of the vehicle calculated in the time step immediately before the time step is updated matches the driving condition and driving condition read in S201. The travel condition input from the input device 8 defines a travel line for each time step. For example, when the vehicle travels along a predetermined curvature, the rim comes off and the lateral force Fy decreases. Thus, in the calculation of the movement of the vehicle by the vehicle running state processing means 54, the position where the vehicle runs may deviate from the running line. In such a case, the driving conditions such as the steering wheel operation amount are automatically corrected so as to be performed by the test driver in the actual vehicle test, and the corrected driving conditions are output to the vehicle running state processing means 54.
S204: The movement of the vehicle is calculated based on the corrected driving condition output from S203 and the driving condition updated in S201, or the driving condition and driving condition updated in S201.
By correcting the driving conditions in this way, it is possible to reproduce in the simulation driving operations that the test driver responds to in accordance with the behavior of the vehicle in the actual vehicle test.

  As described above, the accuracy of the vehicle motion state calculated by the vehicle motion state processing means 51 is obtained by linking the tire motion state calculated in the virtual space on the computer and the actual tire 10 motion state. And the accurate dynamic behavior of the vehicle can be grasped. The results calculated by the vehicle running state processing means 54 are sequentially output to the storage means and the display device 9. It is stored as data in the storage means, and is displayed as an animation on the display device 9, for example.

  When the rim detachment is detected, the 6-component force P immediately before the rim detachment detection stored in the data hold means 56 is input to the vehicle running state processing means 54. Based on this input, the tire motion state processing is performed. The tire movement state is calculated by the means 52, and the calculated movement state of the tire is reflected in the vehicle movement state processing means 51 so that the vehicle movement state can be continuously calculated. The dynamic behavior of the vehicle can be simulated and grasped.

  For example, the force sensor 21 in which the tire 10 is detached from the rim in the tire load device 2 outputs an error value or a value equal to the error value because the tire 10 is in a state of being detached from the rim. Even if this error value is input to the tire motion state processing means 52 and the tire motion state is calculated, an error occurs in the calculation, the calculation of the tire motion state is stopped, and the simulation of the vehicle behavior ends. Therefore, the data holding means 56 outputs the 6-component force immediately before the rim removal detection to the vehicle running state processing means 54 after the rim is removed, so that the tire movement state processing means 52 calculates the tire movement state. The calculation of the vehicle motion state can be continued by reflecting the state of rim removal in the calculation of the vehicle motion state by the vehicle motion state processing means 51 using the calculated value. As a result, even if the rim of the tire 10 is removed between the start and end of the simulation, it is possible to reliably grasp the dynamic behavior of the vehicle.

In the tire load device 2 of the above-described embodiment, the driving device 36 is provided in the road surface reproduction device 6 and the simulated road surface 35a is rotated to rotate the tire 10 in a driven manner. An apparatus may be provided to rotate the tire 10 to rotate the simulated road surface 35a.
Further, both the tire support device 5 and the road surface reproduction device 6 are provided with a driving device to apply a rotational force or a braking force to the simulated road surface 35a, and to apply a rotational force or a braking force to the tire 10 to thereby simulate the simulated road surface 35a. Alternatively, the tire 10 may be configured to rotate relative to the tire 10. Thus, by actively driving both the tire side and the drum side (a rotational force or a braking force is applied to the simulated road surface 35a and a rotational force or a braking force is applied to the tire 10), the vehicle's own ground moving speed is achieved. In addition, it is possible to simultaneously reproduce the slip ratio, slip angle, and the like due to braking and driving of the tire, and a more accurate simulation can be performed.
Further, the camber angle actuator 14, the steering actuator 19, and the load actuator 32 may be provided in either the tire support device 5 or the road surface reproduction device 6 of the tire load device 2.

1 simulation device, 2 tire load device, 3 control device,
5 tire support device, 6 road surface reproduction device, 10 tire,
14 camber angle actuator (actuator),
19 Steering actuator (actuator), 21 Force sensor,
32 load actuator (actuator), 35a simulated road surface, 36 drive device,
51 vehicle motion state processing means, 52 tire motion state processing means,
53 driving condition correcting means, 54 vehicle running state processing means, 55 rim removal detecting means,
56 Data hold means.

Claims (3)

A tire support device that rotatably supports a tire assembled with a rim; and
A simulated road surface on which the tire is pressed,
An actuator that is provided on the tire support device or the simulated road surface, and that controls a pressure contact state of the tire with respect to the simulated road surface;
A braking drive device that is provided on both or either of the tire support device and the pseudo road surface, and applies a rotational driving force or a braking force to the tire;
A sensor for detecting a force acting on the tire rotating in a state of being pressed against the pseudo road surface;
A controller for outputting a signal for controlling the pressure contact state of the tire to an actuator;
The control device includes:
The vehicle travel state is calculated by inputting the force detected by the sensor, the vehicle travel condition, and the vehicle drive condition, and the pressure contact state of the tire against the simulated road surface of the actuator is calculated based on the calculated vehicle travel state. Vehicle running state processing means for controlling
A simulation apparatus comprising: driving condition correction means for correcting the driving condition of the vehicle so that the driving condition of the vehicle obtained from the vehicle driving condition processing means matches the driving condition of the vehicle. The control device includes a rim detachment detecting means for detecting rim detachment of the tire;
A data holding means for outputting the value of the force detected by the sensor to the vehicle running state processing means immediately before the rim removal of the tire is detected when the rim removal detection means detects the rim removal of the tire;
The simulation apparatus according to claim 1. The vehicle running state processing means includes vehicle movement state processing means for calculating the movement state of the vehicle,
Tire movement state processing means for calculating and processing the tire movement state in the vehicle movement state processing means,
The simulation apparatus according to claim 1, wherein a force detected by the sensor is input to the tire motion state processing unit.

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