JP6801525B2 - Test equipment - Google Patents

Description

The present invention relates to a test device. More specifically, the present invention relates to an actual tire and a test apparatus in which a tire test unit using this tire is incorporated into a simulation.

Many vehicles, such as four-wheeled vehicles and motorcycles, are fitted with at least two tires. Tire performance varies depending on various factors such as its material, shape, air pressure, contact load on the road surface, and temperature. As a tire test device for evaluating the performance of such a tire, the tire is rotated on a simulated road surface such as a belt or a roller, and its camber angle, slip angle, vertical load, etc. are adjusted. Those that measure the applied force, rolling resistance, etc. are known. According to such a tire test device, the performance of a single tire can be evaluated without mounting the tire on an actual vehicle or actually running the actual vehicle on a test course, so that the time required for the test is required. Is short and convenient.

Further, in recent years, the behavior of the entire vehicle is reproduced by a simulation using a vehicle model by inputting information obtained by using an actual tire with the above-mentioned tire test device, and further, the information obtained by this simulation. A test device has been proposed in which the tire is fed back to an actuator that moves an actual tire in the tire test device (see, for example, Patent Documents 1 and 2). As described above, the test device in which the actual device (in the above example, the actual tire and the tire test device thereof) is incorporated into the simulation is also referred to as a HIL (Hardware Inside Loop) simulator.

In such a test device, the tire can be tested under conditions closer to the actual running conditions by inputting the information obtained by the simulation for reproducing the behavior of the vehicle into the tire test device.

In addition, the tire is made of a composite material such as rubber, organic fiber, and metal, and is an elastic body that undergoes large changes.Since the performance changes greatly depending on the road surface condition and temperature, the behavior of the tire can be accurately reproduced. It is difficult to build a model. On the other hand, according to the above test device, by reproducing the behavior of the vehicle by simulation using the information obtained from the actual tire, it is possible to analyze the behavior of the vehicle precisely under the conditions closer to the actual driving conditions. Become.

Patent No. 4266818 Patent No. 4465506

By the way, for example, in the test apparatus of Patent Document 2, the vehicle on the model is composed of a plurality of nodes having 6 degrees of freedom and beam elements by the finite element method for connecting the nodes, so that the vehicle can be moved up and down, left and right. A vehicle model is used that expresses motion in the direction and front-back direction, rotation in the pitching direction, rolling direction, yawing direction, and the like.

As described above, many of the vehicle models used in the conventional test equipment mainly focus on reproducing the three-dimensional motion of the vehicle. However, in a real vehicle, the force and torque acting on the tires are greatly affected by the behavior of the powertrain mounted on the vehicle, but conventional test equipment does not fully consider such powertrains. However, the accuracy of the test may be reduced accordingly. In particular, in order to be able to measure the effect of tires on the fuel efficiency of a vehicle, it is necessary to accurately reproduce the behavior of the vehicle during acceleration and deceleration, when the behavior of the power train changes significantly. Here, the power train refers to a device that transmits power generated by a vehicle power generation source such as an engine or a motor to a drive wheel or a shaft body connected to the drive wheel, and is a power generation source, a torque converter, a transmission, or the like. It is composed of multiple parts such as a propeller shaft.

An object of the present invention is to provide a test device that combines a tire test device and a simulator that simulates the behavior of a vehicle so that the behavior of the vehicle can be accurately reproduced.

(1) The test device (for example, the test devices S and SA described later) is an actuator (for example, described later) for moving an actual tire (for example, the tire T described later) on a simulated road surface (for example, a simulated road surface 25a described later). Camber angle adjusting actuator 32, vertical load adjusting actuator 37, tire drive actuator 38) and a state detecting means (for example, a force sensor 39 described later) that generates a tire state signal according to the state of the tire moving on the simulated road surface. The behavior of a tire test unit (for example, a tire test unit 1 described later) and a virtual vehicle using the tire as a drive wheel is simulated by using the tire state signal as an input to generate an input signal to the actuator. It includes a control device to generate (for example, general control devices 6 and 6A described later). The control device receives a command signal (for example, throttle opening command signal Th or vehicle speed command signal V_cmd) for the virtual power train or the actual power train mounted on the virtual vehicle, and the virtual output shaft of the virtual power train or Generates an axle torque signal (for example, axle torque signal Tshaft described later) corresponding to the torque generated on the actual output shaft (for example, right output shaft SR described later) of the actual power train (for example, power train W described later). The powertrain element (for example, the powertrain simulator 632 and the powertrain test unit 7 described later), the tire state signal, and the axle torque signal are used as inputs to perform an operation simulating the behavior of the virtual vehicle. It is characterized by including a vehicle body simulator (for example, a vehicle body simulator 633 described later) that generates an input signal.

(2) In this case, the state detecting means is an actual speed detector (for example, a tire rotation speed detection signal ωtire) that generates an actual rotation speed signal (for example, a tire rotation speed detection signal ωtire) according to the rotation speed of the tire on the simulated road surface. It is preferable that the power train element is provided with the tire rotation speed sensor 41) described later, and generates the axle torque signal in response to the command signal and the actual rotation speed signal.

(3) In this case, the powertrain element uses the command signal and the actual rotation speed signal as inputs to perform an operation simulating the behavior from the virtual power generation source of the virtual powertrain to the virtual output shaft. It is preferable that the power train simulator (for example, the power train simulator 632 described later) generates the axle torque signal.

(4) In this case, the power train simulator is an inertial body in which the virtual power generation source is characterized by a predetermined moment of inertia (JE) and a torque (Teng) determined in response to the command signal is input. The virtual output shaft is characterized by a predetermined spring stiffness (K), a damping coefficient (C), and a moment of inertia (Jshaft), and is via a mechanical element having the inertial body and a predetermined input / output characteristic. It is preferable to simulate with a shaft body connected by

(5) In this case, the mechanical element is a virtual torque converter connected to the virtual power generation source and its input side, and the virtual output shaft and its input side connected to the output side and its input side of the virtual torque converter. It is preferable to include a virtual transmission connected on the output side.

(6) In this case, the actual power train generates a power corresponding to the command signal, and the actual power generation source (for example, the right output shaft SR described later) is rotated by the power. The engine E) described later is provided, and the power train element corresponds to a power meter connected to the actual output shaft (for example, the right power meter 71R described later) and the rotation speed of the actual output shaft or the power meter. The axle rotation speed detector (for example, the right rotation speed detector 73R described later) that generates an axle speed signal (right axle speed detection signal ωR), and the axle speed signal and the actual rotation speed signal are matched with each other. A speed control device that controls the rotation speed of the power meter (for example, the right power meter control device 75R described later) and an axle torque detector that generates a signal corresponding to the torque generated on the actual output shaft as the axle torque signal (for example, the axle torque detector). For example, it is preferable that the power train test unit (for example, the power train test unit 7 described later) includes the right shaft torque detector 74R described later.

(7) The test device (for example, the test device SB described later) is a left actuator that moves an actual left tire (for example, a left tire TL described later) on the left simulated road surface and the left that moves on the left simulated road surface. A left tire test unit (for example, the left tire test unit 1L described later) provided with a left condition detecting means for generating a left tire condition signal according to the tire condition, and an actual right tire (for example, the right tire TR described later). A right tire test unit (for example, a right tire described later) including a right actuator that moves on a right simulated road surface and a right state detecting means that generates a right tire state signal according to the state of the right tire that moves on the right simulated road surface. By simulating the behavior of the test unit 1R) and the virtual vehicle with the left and right tires as the left and right drive wheels, using the left and right tire status signals as inputs, input signals to the left and right actuators are generated. It includes a control device (for example, a general control device 6B described later). The control device responds to a command signal for the virtual power train or the real power train mounted on the virtual vehicle, and the virtual left output shaft and the virtual right output shaft of the virtual power train or the real left output shaft of the real power train. And a powertrain element (for example, a powertrain simulator 632B described later) that generates a left axle torque signal and a right axle torque signal corresponding to the torque generated on the actual right output shaft, the left and right tire status signals, and the left and right axles. It is characterized by including a vehicle body simulator (for example, a vehicle body simulator 633B described later) that generates the input signal by performing an operation simulating the behavior of the virtual vehicle using the right axle torque signal as an input.

(8) The test device (for example, the test device SC described later) includes a left front actuator that moves an actual left front tire (for example, the left front tire TFL described later) on the left front simulated road surface and the left front that moves on the left front simulated road surface. A left front tire test unit (for example, the left front tire test unit 1FL described later) provided with a left front state detecting means for generating a left front tire state signal according to the tire condition, and an actual right front tire (for example, the right front tire TFR described later). A right front tire test unit (for example, a right front tire described later) including a right front actuator that moves on the right front simulated road surface and a right front tire state detecting means that generates a right front tire state signal according to the state of the right front tire that moves on the right front simulated road surface. The test unit 1FR), the left rear actuator that moves the actual left rear tire (for example, the left rear tire TRL described later) on the left rear simulated road surface, and the left rear tire that moves on the left rear simulated road surface. A left rear tire test unit (for example, the left rear tire test unit 1RL described later) provided with a left rear condition detecting means for generating a corresponding left rear tire condition signal, and an actual right rear tire (for example, the right rear tire TRR described later). ) Is moved on the right rear simulated road surface, and the right rear tire is provided with a right rear tire state detecting means that generates a right rear tire state signal according to the state of the right rear tire moving on the right rear simulated road surface. The behavior of the test unit (for example, the right rear tire test unit 1RR described later) and the virtual vehicle using the left front, right front, left rear, and right rear tires as drive wheels is described in the left front, right front, left rear, and right rear. A control device (for example, a general control device 6C described later) that generates input signals to the front left, front right, rear left, and rear right actuators by simulating a tire state signal as an input is provided. The control device responds to a command signal for the virtual power train or the actual power train mounted on the virtual vehicle, and the virtual left front output shaft, virtual right front output shaft, virtual left rear output shaft, and virtual right of the virtual power train. Left front axle torque signal, right front axle torque signal, left rear corresponding to the torque generated in the rear output shaft or the actual left front output shaft, the actual right front output shaft, the actual left rear output shaft, and the actual right rear output shaft of the actual power train. Axle torque signal, power train element that generates right rear axle torque signal (for example, power train simulator 632C described later), the left front, right front, left rear, and right rear tire status signals, and the left front, right front, left rear. , And a vehicle body simulator (for example, a vehicle body simulator 633C described later) that generates the input signal by performing an operation simulating the behavior of the virtual vehicle by using the right rear axle torque signal as an input. And.

(1) In the test device of the present invention, an input signal to the actuator of the tire test unit is generated by a control device including a power train element and a vehicle body simulator. Here, the power train element corresponds to the torque generated on the virtual output shaft of the virtual power train or the actual output shaft of the actual power train according to the command signal for the virtual power train or the actual power train mounted on the virtual vehicle. Use one that generates an axle torque signal. Further, in the vehicle body simulator, the behavior of the virtual vehicle is simulated by using the tire condition signal generated in the tire test unit according to the actual tire condition and the axle torque signal which is the output of the power train element as inputs. The input signal to the actuator is generated by performing the above-mentioned calculation. As described above, in the present invention, when simulating the behavior of a virtual vehicle in the vehicle body simulator, it is generated by inputting a command signal to the power train element in addition to the tire condition signal according to the actual tire condition. By using the axle torque signal as an input, it is possible to accurately reproduce the behavior of the vehicle by adding the non-linear input / output characteristics of the power train.

(2) In the test apparatus of the present invention, the actual rotation speed of the tire is detected by the actual speed detector, and in the power train element, the axle torque signal is received according to the actual rotation speed signal of the actual speed detector in addition to the command signal. To generate. By adding the actual rotation speed signal to the input to the powertrain element in this way, the actual rotation speed of the tire can be matched with the rotation speed of the virtual output shaft or the actual output shaft in the powertrain element. Further, as a result, the power train element can generate an appropriate axle torque signal according to the actual rotation speed of the tire, so that the reproduction accuracy of the vehicle behavior in the vehicle body simulator can be further improved.

(3) In the test apparatus of the present invention, an axle torque signal is generated by performing an operation simulating the behavior from a virtual power generation source to a virtual output shaft by inputting a command signal and an actual rotation speed signal in a power train simulator. Then, this is used for the calculation of the car body simulator. As a result, the accuracy of reproducing the behavior of the vehicle in the vehicle body simulator can be further improved by calculation without using the actual power train.

(4) In the test apparatus of the present invention, in the power train simulator, the virtual power generation source is simulated by an inertial body characterized by a predetermined moment of inertia, and the virtual output shaft has a predetermined spring rigidity, damping coefficient, and inertia. It is simulated by a shaft body characterized by a moment of inertia and connected to the inertial body via a predetermined mechanical element. As a result, it is possible to generate an appropriate axle torque signal while reproducing the acceleration change of the vehicle body when the vehicle is virtualized or decelerated, and the vibration of the axle element included in the power train. Further, this can further improve the reproducibility of the behavior of the vehicle in the vehicle body simulator.

(5) In the test apparatus of the present invention, in the power train simulator, the virtual output shaft and the inertial body are connected via a virtual torque converter and a virtual transmission. As a result, the powertrain simulator can reproduce the non-linear behavior of these torque converters and transmissions, so that the accuracy of reproducing the behavior of the vehicle can be further improved.

(6) In the test apparatus of the present invention, a powertrain element that generates an axle torque signal in response to a command signal and an actual rotation speed signal is configured by a powertrain test unit using an actual powertrain. More specifically, the power train test unit generates an axle speed signal according to the rotation speed of the actual power train, the power meter connected to the actual output shaft of the actual power train, and the actual output shaft. Axle rotation speed detector, speed control device that controls the rotation speed of the power meter so that the axle speed signal and the actual rotation speed signal match, and the axle torque signal that corresponds to the torque generated on the actual output shaft. The axle torque detector generated as is included in the configuration. According to the test apparatus of the present invention, by using the detection signal of the axle torque detector obtained by driving the actual power train as the axle torque signal, as compared with the case where the behavior of the power train is simulated by calculation as described above. , The reproduction accuracy of the vehicle behavior can be further improved.

(7) In the test apparatus of the present invention, the input signals to the left tire test unit and the right tire test unit to the respective actuators are input to the power train element and the vehicle body simulator having the same input / output characteristics as the invention of the above (1). It is generated by a control device equipped with. In the test apparatus of the present invention, when simulating the behavior of a virtual vehicle in a vehicle body simulator, it is generated by inputting a command signal to a power train element in addition to a left and right tire condition signal according to an actual left and right tire condition. By using the left and right axle torque signals as inputs, it is possible to accurately reproduce the behavior of the vehicle by adding the non-linear input / output characteristics of the power train. Further, in the present invention, by using the left and right tire test units, the balance of the left and right tires in a front-wheel drive (FWD) or rear-wheel drive (RWD) vehicle can be reproduced in more detail.

(8) In the test apparatus of the present invention, the input signals to the left front tire test unit, the right front tire test unit, the left rear tire test unit, and the right rear tire test unit to the respective actuators are the same as the invention of (7) above. It is generated by a control device equipped with a power train element having similar input / output characteristics and a vehicle body simulator. In the test apparatus of the present invention, when simulating the behavior of a virtual vehicle in the vehicle body simulator, a command signal is input to the power train element in addition to the front / rear / left / right tire condition signals according to the actual front / rear / left / right tire conditions. By using the front, rear, left, and right axle torque signals generated by the above as inputs, it is possible to accurately reproduce the behavior of the vehicle by adding the non-linear input / output characteristics of the power train. Further, in the present invention, by using the front, rear, left and right tire test units, the balance of the front, rear, left and right tires in a four-wheel drive (AWD) vehicle can be reproduced in more detail.

It is a figure which shows the structure of the test apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows typically a plurality of actuators and a plurality of sensors provided in a test apparatus. It is a figure which shows the slip angle on the simulated road surface. It is a figure which shows the camber angle on the simulated road surface. It is a figure which shows the force acting on the tire moving on the simulated road surface. It is a functional block diagram of a general control device. It is a figure which shows the structure of the power train model. It is a figure which shows the structure of the test apparatus which concerns on 2nd Embodiment of this invention. It is a figure which shows the structure of the power train test unit. It is a functional block diagram of a general control device. It is a figure which shows the structure of the test apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows the structure of the test apparatus which concerns on 4th Embodiment of this invention.

<First Embodiment>
Hereinafter, the first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a test device S according to the present embodiment.
FIG. 2 is a diagram schematically showing a plurality of actuators and a plurality of sensors provided in the test device S.

The test device S includes a tire test unit 1 that moves the tire T by applying various external forces to the actual tire T using a plurality of actuators, and a general control device 6 that controls the tire test unit 1.

The test device S uses the information obtained by using the actual tire T in the tire test unit 1 as an input to the general control device 6, and the general control device 6 uses the tire T as a part of the behavior of the virtual vehicle. Is reproduced by a simulation using a model, and the information obtained by this simulation is fed back to the tire test unit 1. In the following, the virtual vehicle assumed in the test device S is a four-wheeled vehicle using an engine as a power generation source, but the number of wheels and the power generation source of the virtual vehicle are not limited to these. Further, the case where the tire T is a drive wheel for transmitting power from a power generation source in this virtual vehicle and a steering wheel whose steering angle can be changed by steering that can be operated by the driver will be described. The role of the tire T in the vehicle is not limited to this.

The tire test unit 1 predetermined the tire T assembled on the wheel, the road surface simulating device 2 in contact with the tire T, and the tire T with respect to the road surface simulating device 2 while rotationally driving the tire T around its hub. A tire support mechanism 3 that supports the tire in a posture is provided.

The road surface simulating device 2 includes a base 21 fixed to a horizontal floor surface and a belt unit 22 rotatably provided around a rotation axis OSA along a vertical direction perpendicular to the base 21. A slip angle actuator 23 (see FIG. 2) that rotates the belt unit 22 about a rotation axis, and a slip angle sensor 29 (see FIG. 2) are provided.

The belt unit 22 includes a pair of tubular belt drums 24a and 24b rotatably provided, and these belt drums 24a. It is provided with an endless band-shaped flat belt 25 spanning the outer periphery of 24b. The outer peripheral surface of the flat belt 25 is processed to imitate a real road surface. As a result, the vertically upper surface of the outer peripheral surface of the flat belt 25 is a simulated road surface 25a in contact with the tire T. The rotation axes of the belt drums 24a and 24b are parallel to each other and perpendicular to the rotation axis OSA.

Further, the belt drum 24a includes a road surface drive actuator 26 (see FIG. 2) whose output shaft is connected to the belt drum 24a and a belt rotation speed sensor 27 (FIG. 2) that detects the rotation speed of the output shaft of the road surface drive actuator 26. (See) and a belt shaft torque sensor 28 (see FIG. 2) that detects the shaft torque generated on the output shaft. The road surface drive actuator 26 rotationally drives the drum 24a in response to a command signal from the overall control device 6. As a result, the simulated road surface 25a flows along the road surface traveling direction FR in a plane perpendicular to the rotation axis OSA at a speed corresponding to the rotation speed of the belt drum 24a. The belt rotation speed sensor 27 detects the rotation speed of the output shaft, that is, the rotation speed of the belt drum 24a, and transmits the belt rotation speed detection signal ωbel according to the detected value to the general control device 6. Further, the belt shaft torque sensor 28 detects the shaft torque generated on the output shaft, and transmits the belt shaft torque detection signal Tbel corresponding to the detected value to the general control device 6.

The slip angle actuator 23 rotates the belt unit 22 about the rotation shaft OSA in response to a signal from the overall control device 6. In the road surface simulation device 2, by rotating the belt unit 22 using the slip angle actuator 23, as shown in FIG. 3A, the tire traveling direction FT and the road surface perpendicular to the rotation axis R of the tire T on the simulated road surface 25a. The slip angle, which is the angle α formed by the traveling direction FR, can be adjusted. The slip angle sensor 29 generates a slip angle detection signal θSA according to the slip angle and transmits it to the overall control device 6.

The tire support mechanism 3 includes a pair of pedestals 31a and 31b fixed to the floor surfaces on both ends of the belt feeding direction F of the belt unit 22, and an arc-shaped frame 33 whose both ends are supported by the pedestals 31a and 31b. A rod-shaped support arm 35 supported by the frame 33 and a rotary drive unit 36 provided at the tip of the arm 35 are provided.

The frame 33 extends vertically above the flat belt 25. Both ends of the frame 33 are rotatably supported by pedestals 31a and 31b about a rotation axis OCA substantially perpendicular to the extending direction of the flat belt 25, respectively. Further, the pedestal 31a includes a camber angle adjusting actuator 32 (see FIG. 2) that rotationally drives the frame 33 about the rotation axis OCA, and a camber angle sensor 34 that detects the angle of the frame 33 with respect to the simulated road surface 25a. Is provided. The camber angle adjusting actuator 32 rotates the frame 33 about the rotation axis OCA in response to a command signal from the overall control device 6. In the tire support mechanism 3, the camber angle adjusting actuator 32 is used to rotate the frame 33 and the support arm 35 supported by the frame 33, so that the rotation shaft of the tire T on the simulated road surface 25a is as shown in FIG. 3B. The camber angle formed by R and the simulated road surface 25a, that is, the camber angle formed by the normal of the simulated road surface 25a and the plane perpendicular to the rotation axis R, can be adjusted. The camber angle sensor 34 generates a camber angle detection signal θCA according to the camber angle and transmits it to the overall control device 6.

The support arm 35 extends along a vertical direction perpendicular to the simulated road surface 25a. The base end portion of the support arm 35 is slidably supported by the frame 33 along the extending direction of the support arm 35. The frame 33 is provided with a vertical load adjusting actuator 37 (see FIG. 2) that displaces the support arm 35 along the extending direction of the support arm 35. The vertical load adjusting actuator 37 displaces the support arm 35 along its extending direction in response to a command signal from the overall control device 6. In the tire support mechanism 3, the support arm 35 is displaced by using the vertical load adjusting actuator 37 to bring the tire T into contact with the simulated road surface 25a and adjust the vertical load which is a force for pressing the tire T against the simulated road surface 25a. Can be done.

The rotary drive unit 36 rotatably supports the tire T at the tip of the support arm 35. As shown in FIG. 2, the rotation drive unit 36 includes a tire drive actuator 38, a force sensor 39, a tire shaft torque sensor 40, and a tire rotation speed sensor 41.

The tire drive actuator 38 includes an output shaft 38a extending substantially perpendicular to the support arm 35. The output shaft 38a is connected to the hub of the tire T. The tire drive actuator 38 rotationally drives the tire T in response to a command signal from the overall control device 6. The tire rotation speed sensor 41 detects the rotation speed of the output shaft of the tire drive actuator 38, that is, the rotation speed of the tire T, and transmits a tire rotation speed detection signal ωtire according to the detected value to the general control device 6.

The force sensor 39 detects the force acting on the tire T moving on the simulated road surface 25a. As the force sensor 39, for example, as shown in FIG. 3C, a 5-component force meter that detects 5 of the 6-component forces acting on the tire T is used. More specifically, the force sensor 39 has a front-rear force detection signal Fx according to the front-rear force along the traveling direction axis X of the tire T and a lateral force according to the lateral force along the lateral axis Y of the tire T. The detection signal Fy, the vertical load detection signal Fz according to the vertical load along the vertical axis Z of the tire T, the overturning detection signal Mx according to the moment around the traveling direction axis X of the tire T, and the tire T. The self-aligning torque detection signal Mz according to the moment around the vertical axis of the above is transmitted to the general control device 6. In the following, the above five signals Fx, Fy, Fz, Mx, and Mz generated by the force sensor 39 are collectively referred to as “F5”.

The tire shaft torque sensor 40 transmits the torque generated in the output shaft of the tire drive actuator 38, that is, the tire shaft torque detection signal Tsh according to the moment around the lateral axis of the tire T to the general control device 6.

FIG. 4 is a functional block diagram of the overall control device 6. The general control device 6 simulates the behavior of a virtual vehicle traveling on the simulated road surface 25a by the actual tire T by using the detection signals of a plurality of sensors provided in the tire test unit 1 as inputs, thereby simulating the tire test unit 1. Input signals to a plurality of actuators provided in the above are generated, and these input signals are input to each actuator.

The general control device 6 has an I / O interface that A / D-converts input / output signals, a CPU that executes arithmetic processing according to various programs, storage means such as ROM and RAM for storing various data, and an operator inputs various commands. It is a computer composed of hardware such as input means that can be operated for the purpose and display means that displays calculation results and the like in a manner that can be visually recognized by an operator. Further, the overall control device 6 includes a steering angle command calculation unit 61, a throttle opening command calculation unit 62, a vehicle model calculation unit 63, a slip angle controller 65, and a vertical load as modules having the functions described below. The controller 66, the camber angle controller 67, the tire speed controller 68, and the belt controller 69 are composed of the above hardware.

The steering angle command calculation unit 61 generates a steering angle command signal θST corresponding to a command for the steering angle of the virtual vehicle whose behavior is reproduced by the calculation in the vehicle model calculation unit 63. More specifically, the steering angle command calculation unit 61 performs PI control based on the deviation between the predetermined vehicle body angle command signal θY_cmd and the vehicle body yaw angle signal θY of the virtual vehicle calculated by the calculation in the vehicle model calculation unit 63. The steering angle command signal θST is generated so as to eliminate this deviation, and is input to the vehicle model calculation unit 63.

The throttle opening command calculation unit 62 generates a throttle opening command signal Th corresponding to a command for the throttle opening of the virtual vehicle whose behavior is reproduced by the calculation in the vehicle model calculation unit 63. More specifically, the throttle opening command calculation unit 62 uses PI control based on the deviation between the predetermined vehicle speed command signal V_cmd and the vehicle body speed signal Vx of the virtual vehicle calculated by the calculation in the vehicle model calculation unit 63. , A throttle opening command signal Th is generated so that this deviation disappears, and is input to the vehicle model calculation unit 63.

The vehicle model calculation unit 63 uses the steering angle command signal θST, the throttle opening command signal Th, the tire rotation speed detection signal ωtire, and the five detection signals F5 of the force sensor 39 as inputs to the virtual vehicle. By performing a calculation simulating the behavior, a slip angle command signal θSA_cmd corresponding to a command signal for an input signal to each actuator of the tire test unit 1, a vertical load command signal Fz_cmd, a camber angle command signal θCA_cmd, and a tire speed A command signal ωtire_cmd is generated.

More specifically, in the vehicle model calculation unit 63, a plurality of devices constituting the virtual vehicle are provided with a virtual steering system element, a virtual power train element, a real tire T, these virtual steering system elements, and a virtual power train. The behavior of the entire virtual vehicle is reproduced by dividing it into an element and a virtual vehicle body element composed of a residual device other than the tire T, and reproducing the behavior of each element by separate calculations.

The vehicle model calculation unit 63 includes a steering simulator 631 that reproduces the behavior of the virtual steering system element by calculation, a powertrain simulator 632 that reproduces the behavior of the virtual powertrain element by calculation, and a behavior of the virtual vehicle body element by calculation. The vehicle body simulator 633 and the vehicle body simulator 633 are configured.

In the steering simulator 631, the input / output characteristics of the virtual steering system elements from the steering operation by the virtual driver to the slip angle of the tire T, which is the steering wheel of the virtual vehicle, are reproduced by calculation. More specifically, in the steering simulator 631, when the steering angle command signal θST calculated by the steering angle command calculation unit 61 is input, the steering is performed by performing a calculation simulating the input / output characteristics of the virtual steering system element. A slip angle command signal θSA_cmd corresponding to the angle command signal θST is generated, and this is input to the slip angle controller 65.

The input / output characteristics of actual steering system elements are generally non-linear. Therefore, in the steering simulator 631, for example, by using a map or a table constructed by measuring the input / output characteristics of the actual steering system elements so that the non-linearity of the input / output characteristics can be accurately reproduced. The slip angle command signal θSA_cmd corresponding to the steering angle command signal θST is generated.

In the powertrain simulator 632, the input / output characteristics of the virtual powertrain elements from the virtual engine, which is the virtual power generation source in the virtual vehicle, to the virtual output shaft connected to the hub of the tire T, which is the driving wheel of the virtual vehicle, are calculated. Reproduce. More specifically, in the power train simulator 632, the throttle opening command signal Th calculated by the throttle opening command calculation unit 62 and the engine speed which is a virtual power generation source calculated by a process (not shown) When a plurality of input signals including ωeng and the tire rotation speed detection signal ωtire are input, the behavior from the virtual engine to the virtual output shaft in the above virtual powertrain element is simulated using the powertrain model described later. By performing the calculation, the axle torque signal Tshaft corresponding to these input signals is generated, and this is input to the vehicle body simulator 633. Here, the axle torque signal Tshaft corresponds to a command signal for the axle torque, which is the torque generated on the virtual output shaft of the virtual powertrain element.

FIG. 5 is a diagram showing a configuration of a power train model M used in the power train simulator 632. As shown in FIG. 5, the powertrain model M includes an engine output model Me that simulates the input / output characteristics of the virtual engine and a powertrain machine model Mp that simulates the mechanical characteristics from the virtual crankshaft to the virtual output shaft of the virtual engine. And are combined.

The engine output model Me generates an engine torque Teng by performing a calculation simulating the input / output characteristics of the virtual engine by inputting the throttle opening command signal Th and the engine speed ωeng. The input / output characteristics of an actual engine are generally non-linear. Therefore, in the engine output model Me, the throttle is opened by using a map or table constructed by, for example, measuring the input / output characteristics of an actual engine so that the non-linearity of such input / output characteristics can be accurately reproduced. The engine torque Teng is generated according to the degree command signal Th and the engine speed ωeng.

The powertrain mechanical model Mp generates an axle torque signal Tshaft by performing an operation simulating the mechanical characteristics of a virtual powertrain element by inputting an engine torque Teng and a tire rotation speed detection signal ωtire. In the powertrain machine model Mp, the virtual powertrain element is a virtual engine, a virtual torque converter whose input shaft is connected to the output shaft of the virtual engine, and a virtual whose input shaft is connected to the output shaft of the virtual torque converter. It shall consist of a transmission and a virtual output shaft connected to the output shaft of this virtual transmission. Then, in the powertrain mechanical model Mp, as shown in FIG. 5, the mechanical characteristics of the virtual engine are reproduced by the engine mechanical model Mp1, the mechanical characteristics of the virtual torque converter are reproduced by the torque converter mechanical model Mp2, and the mechanical characteristics of the virtual transmission are reproduced. Is reproduced by the transmission machine model Mp3, and the mechanical characteristics of the virtual output shaft are reproduced by the output shaft machine model Mp4.

The engine mechanical model Mp1 simulates the mechanical characteristics of a virtual engine by treating it as an inertial body having a predetermined moment of inertia JE and inputting an engine torque Teng calculated by the engine output model Me.

In the torque converter mechanical model Mp2, the mechanical characteristics of the virtual torque converter from the input shaft to which the inertial body is connected to the output shaft to which the input shaft of the virtual transmission is connected are, for example, a map or table constructed in advance using an actual machine. Etc. are used to simulate. Further, in the torque converter mechanical model Mp2, since the input shaft is connected to the inertial body, its rotation speed is treated as equal to the rotation speed of the inertial body.

In the transmission machine model Mp3, the mechanical characteristics of the virtual transmission from the input shaft to which the output shaft of the virtual torque converter is connected to the output shaft to which the virtual output shaft is connected are, for example, a map or a table constructed in advance using an actual machine. Etc. are used to simulate. Further, in the transmission machine model Mp3, since the input shaft is connected to the output shaft of the virtual torque converter, the rotation speed is treated as equal to the rotation speed of the output shaft of the virtual torque converter.

In the output shaft mechanical model Mp4, the virtual output shaft is treated as a shaft body having a predetermined output shaft moment of inertia Jshaft and a predetermined spring rigidity K and damping coefficient C to simulate its mechanical characteristics. In the output shaft mechanical model Mp4, since the input side of the shaft body is connected to the output shaft of the virtual transmission, the rotation speed of the input side of this shaft body is treated as equal to the rotation speed of the output shaft of the virtual transmission. Further, in the output shaft machine model Mp4, since the output side of the shaft body is connected to the hub of the tire T, its rotation speed is treated as being equal to the tire rotation speed detection signal ωtire.

In the power train mechanical model Mp, the axle torque signal Tshaft corresponding to the engine torque Teng and the tire rotation speed detection signal ωtire is generated by combining the mechanical models Mp1 to Mp4 configured as described above.

Returning to FIG. 4, in the vehicle body simulator 633, the residual device of the virtual vehicle, more specifically, the vehicle body of the virtual vehicle, the residual tires other than the tire T of the virtual vehicle, the tire T and the suspension connecting the residual tire and the vehicle body. The input / output characteristics of elements etc. are reproduced by calculation. More specifically, in the vehicle body simulator 633, when the five detection signals F5 of the force sensor 39 and the axle torque signal Tshaft calculated by the power train simulator 632 are input, the input / output characteristics of the residual device are changed. By performing a simulated calculation, the vertical load acting on the tire T in the virtual vehicle, the camber angle of the tire T, the rotation speed of the tire T, the yaw angle of the virtual vehicle body, and the speed of the virtual vehicle body are calculated. .. Further, in the vehicle body simulator 633, the calculated vertical load is set as the vertical load command signal Fz_cmd, the camber angle is set as the camber angle command signal θCA_cmd, and the rotation speed is set as the tire speed command signal ωtire_cmd, which are the vertical load controller 66 and the camber angle controller 67. And input to the tire speed controller 68. Further, in the vehicle body simulator 633, the calculated yaw angle of the virtual vehicle body is set as the vehicle body yaw angle signal θTY, the speed of the virtual vehicle body is set as the vehicle body speed signal Vx, and each is input to the steering angle command calculation unit 61 and the throttle opening command calculation unit 62. To do.

The slip angle controller 65 eliminates this deviation by PI control based on the deviation between the slip angle command signal θSA_cmd calculated by the vehicle model calculation unit 63 and the slip angle detection signal θSA transmitted from the slip angle sensor 29. An input signal to the slip angle actuator 23 is generated and input to the slip angle actuator 23.

The vertical load controller 66 is vertical so that this deviation is eliminated by PI control based on the deviation between the vertical load command signal Fz_cmd calculated by the vehicle model calculation unit 63 and the vertical load detection signal Fz transmitted from the force sensor 38. An input signal to the load adjusting actuator 37 is generated and input to the vertical load adjusting actuator 37.

The camber angle controller 67 eliminates this deviation by PI control based on the deviation between the camber angle command signal θCA_cmd calculated by the vehicle model calculation unit 63 and the camber angle detection signal θCA transmitted from the camber angle sensor 34. An input signal to the camber angle adjusting actuator 32 is generated and input to the camber angle adjusting actuator 32.

The tire speed controller 68 eliminates this deviation by PI control based on the deviation between the tire speed command signal ωtire_cmd calculated by the vehicle model calculation unit 63 and the tire rotation speed detection signal ωtire transmitted from the tire rotation speed sensor 41. The input signal to the tire drive actuator 38 is generated and input to the tire drive actuator 38.

The belt controller 69 generates an input signal to the road surface drive actuator 26 by performing electric inertia control so as to realize a preset inertia Jset for the virtual vehicle by the flat belt. More specifically, the belt controller 69 generates the belt rotation speed command signal ωbel_cmd by integrating the belt shaft torque detection signal Tbel transmitted from the belt shaft torque sensor 28 multiplied by the reciprocal of the set inertia Jset. .. Further, the belt controller 69 transfers the belt rotation speed command signal ωbel_cmd to the road surface drive actuator 26 so as to eliminate this deviation by PI control based on the deviation between the belt rotation speed detection signal ωbel transmitted from the belt rotation speed sensor 27. Is generated and input to the road surface drive actuator 26.

According to the test apparatus S of the present embodiment, the following effects are obtained.
(1) In the test device S, input signals to the plurality of actuators 32, 37, 38 of the tire test unit 1 are generated by the overall control device 6 including the power train simulator 632 and the vehicle body simulator 633. Here, the power train simulator 632 generates an axle torque signal Tshaft corresponding to the torque generated in the virtual output shaft of the virtual power train in response to the throttle opening command signal Th for the virtual power train mounted on the virtual vehicle. Use things. Further, in the vehicle body simulator 633, the detection signal F5 of the force sensor 39 generated in the tire test unit 1 according to the actual state of the tire T and the axle torque signal Tshaft, which is the output of the power train simulator 632, are used as inputs. Then, the input signals to the actuators 32, 37, and 38 are generated by performing the calculation simulating the behavior of the virtual vehicle. As described above, in the present invention, when simulating the behavior of the virtual vehicle in the vehicle body simulator 633, in addition to the detection signal F5 according to the actual state of the tire T, the power train simulator 632 is given the throttle opening command signal Th. By using the axle torque signal Tshaft generated by inputting the above as an input, it is possible to accurately reproduce the behavior of the vehicle by adding the non-linear input / output characteristics of the power train.

(2) In the test device S, the actual rotation speed of the tire T is detected by the tire rotation speed sensor 41, and in the power train simulator 632, the axle is responded to the tire rotation speed detection signal ωtire in addition to the throttle opening command signal Th. Generates a torque signal Tshaft. By adding the tire rotation speed detection signal ωtire to the input to the power train simulator 632 in this way, the actual rotation speed of the tire T can be matched with the rotation speed of the virtual output shaft in the power train simulator 632. Further, as a result, the power train simulator 632 can generate an appropriate axle torque signal Tshaft according to the actual rotation speed of the tire T, so that the reproduction accuracy of the vehicle behavior in the vehicle body simulator 633 can be further improved.

(3) In the power train simulator 632 of the test device S, the throttle opening command signal Th and the tire rotation speed detection signal ωtire are input, and the axle is calculated by simulating the behavior from the virtual power generation source to the virtual output shaft. A torque signal Tshaft is generated and used for the calculation of the vehicle body simulator 633. As a result, the accuracy of reproducing the behavior of the vehicle in the vehicle body simulator 633 can be further improved by calculation without using the actual power train.

(4) In the engine machine model Mp1 of the power train simulator 632, the virtual engine is simulated by an inertial body characterized by the moment of inertia JE, and in the output shaft machine model Mp4, the virtual output shaft has a predetermined spring rigidity K and damping. It is simulated by a shaft body characterized by a coefficient C and a moment of inertia Jshaft and connected to the inertial body via predetermined mechanical models Mp2 and Mp3. As a result, it is possible to generate an appropriate axle torque signal Tshaft while reproducing the acceleration change of the vehicle body when the vehicle is virtualized or decelerated and the vibration of the shaft element included in the power train. Further, this makes it possible to further improve the reproducibility of the behavior of the vehicle in the vehicle body simulator 633.

(5) In the test device S, the output shaft machine model Mp4 simulating the virtual output shaft and the engine machine model Mp1 simulating the virtual engine are used, and the torque converter machine model Mp2 simulating the mechanical characteristics of the virtual torque converter and the virtual transmission are used. It is connected via a transmission machine model Mp3 that simulates mechanical characteristics. As a result, the powertrain simulator 632 can reproduce the non-linear behavior of these virtual torque converters and virtual transmissions, so that the accuracy of reproducing the behavior of the vehicle can be further improved.

<Second Embodiment>
Next, the second embodiment of the present invention will be described with reference to the drawings. In the following description of the test device SA according to the second embodiment, the same components as those of the test device S according to the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 6 is a diagram showing the configuration of the test apparatus SA according to the present embodiment. As described in the first embodiment, the test device SA includes a tire test unit 1 using an actual tire T, a power train test unit 7 using an actual power train, and these tire test units 1 and a power train test. It includes a general control device 6A that controls the unit 7. In the test apparatus S of the first embodiment, the behavior of the virtual powertrain element was reproduced by the calculation in the powertrain simulator 632. On the other hand, the test apparatus SA of the present embodiment is different from the test apparatus S of the first embodiment in that the powertrain test unit 7 reproduces the behavior of the actual powertrain element.

FIG. 7 is a diagram showing a configuration of a power train test unit 7 using an actual power train W.

The power train W includes an engine E as an actual power source, a left output shaft SL to which the left drive wheel of the virtual vehicle on which the power train W is mounted is connected, and a right to which the right drive wheel of this virtual vehicle is connected. The power transmission mechanism PT is provided by combining the output shaft SR and a torque converter, a transmission, and the like that transmit the power generated by the engine E to the left output shaft SL and the right output shaft SR. In the present embodiment, the actual tire T used in the tire test unit 1 corresponds to the right drive wheel connected to the right output shaft SR of the power train W, but the present invention is not limited to this.

The power train test unit 7 is a power train W, a left dynamometer 71L and a right dynamometer 71R connected to the output shafts SL and SR of the power train W, and a left inverter that supplies power to the dynamometers 71L and 71R. 32L and right inverter 32R, left rotation speed detector 73L and right rotation speed detector 73R that detect the rotation speed of the shaft in each dynamometer 71L, 71R, and shaft torque that detects the shaft torque generated in the right output shaft SR. The detector 74R, the left dynamometer control device 75L that inputs the left torque current command signal to the left inverter 72L, the right dynamometer control device 75R that inputs the right torque current command signal to the right inverter 72R, and the engine of the power train W. It includes an engine control device 76 that controls E.

The left rotation speed detector 73L detects the left rotation speed, which is the rotation speed of the output shaft of the left dynamometer 71L, and generates a left axle speed detection signal ωL according to the left rotation speed. The right rotation speed detector 73R detects the right rotation speed, which is the rotation speed of the output shaft of the right dynamometer 71R, and generates a right axle speed detection signal ωR according to the right rotation speed.

The right shaft torque detector 74R detects the torsional torque generated in the right output shaft SR, generates an axle torque detection signal corresponding to the torsional torque, and transmits this as an axle torque signal Tshaft to the overall control device 6A.

The engine control device 76 generates a throttle opening command signal Th corresponding to a command for the throttle opening of the engine E by the same procedure as the throttle opening command calculation unit 62 in the general control device 6 of the first embodiment. More specifically, the engine control device 76 is subjected to PI control based on the deviation between the predetermined vehicle speed command signal V_cmd and the vehicle body speed signal Vx of the virtual vehicle calculated by the calculation in the general control device 6A. Throttle opening command signal Th is generated so that there is no such thing, and is input to the actual engine E. The engine E generates power according to the signal Th by burning an air-fuel mixture in an amount corresponding to the throttle opening command signal Th. The power generated by the engine E is transmitted to the output shafts SL and SR via the power transmission mechanism PT to rotate them.

The left dynamometer controller 75L generates a left torque current command signal for controlling the left rotation speed so that the left axle speed detection signal ωL and the target for a predetermined left rotation speed match, and this is used as the left inverter 72L. Enter in. The left inverter 72L supplies electric power corresponding to the left torque current command signal to the left dynamometer 71L.

The right dynamometer control device 75R controls the right rotation speed so that the right axle speed detection signal ωR and the tire rotation speed detection signal ωtire corresponding to the actual rotation speed of the tire T detected by the tire test unit 1 match. A right torque current command signal is generated and input to the right inverter 72R.

As described above, in the power train test unit 7, the output shafts SL and SR are input to the actual engine E by inputting the throttle opening command signal Th calculated based on the vehicle body speed signal Vx calculated by the overall control device 6A. Axle torque signal generated by the right axis torque detector 74R when the rotation speed of the right dynamometer 71R is controlled with the actual rotation speed of the tire T in the tire test unit 1 as a target with respect to the right rotation speed. The torque is fed back to the general control device 6A.

FIG. 8 is a functional block diagram of the overall control device 6A. The overall control device 6A includes a steering angle command calculation unit 61, a vehicle model calculation unit 63A, a slip angle controller 65, a vertical load controller 66, a camber angle controller 67, a tire speed controller 68, and a belt controller 69. However, it is composed of the above hardware.

The vehicle model calculation unit 63A uses the steering angle command signal θST, the axle torque signal Tshaft, and the five detection signals F5 of the force sensor 39 as inputs to perform a calculation simulating the behavior of the virtual vehicle. A slip angle command signal θSA_cmd, a vertical load command signal Fz_cmd, a camber angle command signal θCA_cmd, and a tire speed command signal ωtire_cmd are generated.

More specifically, the vehicle model calculation unit 63Adeha, a plurality of devices constituting the virtual vehicle, the virtual steering system element, the actual power train W and the tire T, these virtual steering system elements, the power train W and the tire T. The behavior of the entire virtual vehicle is reproduced by dividing it into virtual vehicle body elements composed of residual devices other than the above and reproducing the behavior of each element by separate calculations.

The vehicle model calculation unit 63A includes a steering simulator 631 and a vehicle body simulator 633A that reproduces the behavior of virtual vehicle body elements by calculation.

In the vehicle body simulator 633A, input / output of the residual device of the virtual vehicle, more specifically, the vehicle body of the virtual vehicle, the residual tires other than the tire T of the virtual vehicle, the tire T and the suspension element connecting the residual tire and the vehicle body, and the like. The characteristics are reproduced by calculation. More specifically, in the vehicle body simulator 633A, when the five detection signals F5 of the force sensor 39 and the axle torque signal Tshaft obtained by the power train test unit 7 are input, the input / output characteristics of the residual device are input. The vertical load acting on the tire T in the virtual vehicle, the camber angle of the tire T, the rotation speed of the tire T, the yaw angle of the virtual vehicle body, and the speed of the virtual vehicle body are calculated by performing the calculation simulating. To do. Further, in the vehicle body simulator 633A, the calculated vertical load is set as the vertical load command signal Fz_cmd, the camber angle is set as the camber angle command signal θCA_cmd, and the rotation speed is set as the tire speed command signal ωtire_cmd. And input to the tire speed controller 68. Further, in the vehicle body simulator 633A, the calculated yaw angle of the virtual vehicle body is set as the vehicle body yaw angle signal θTY, the speed of the virtual vehicle body is set as the vehicle body speed signal Vx, and each is input to the steering angle command calculation unit 61 and the power train test unit 7.

According to the test apparatus SA of the present embodiment, the following effects are obtained.
(6) In the test device SA, the power train element that generates the axle torque signal Tshaft in response to the vehicle speed command signal V_cmd and the tire rotation speed detection signal ωtire is configured by the power train test unit 7 using the actual power train W. .. More specifically, the power train test unit 7 is connected to the actual power train W, the right power meter 71R connected to the right output shaft SR of the power train W, and the right according to the rotation speed of the right power meter 71R. Right power meter control that controls the rotation speed of the right power meter 71R so that the right axle speed detector 73R that generates the axle speed detection signal ωR and the right axle speed detection signal ωR and the tire rotation speed detection signal ωtire match. The device 75R and a right-axis torque detector 74R that generates a signal corresponding to the torque generated on the right output shaft SR as an axle torque signal Tshaft are included. According to the test device SA, the detection signal of the right-axis torque detector 74R obtained by driving the actual power train W is used as the axle torque signal Tshaft by calculation as in the test device S of the first embodiment. The accuracy of reproducing the behavior of the vehicle can be further improved as compared with the case of simulating the behavior of the power train.

<Third Embodiment>
Next, a third embodiment of the present invention will be described with reference to the drawings. In the following description of the test device SB according to the second embodiment, the same components as those of the test device S according to the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 9 is a diagram showing a configuration of a test device SB according to the present embodiment.
The test device SB is a general control device that controls a left tire test unit 1L using an actual left tire TL, a right tire test unit 1R using an actual right tire TR, and left and right tire test units 1L and 1R. 6B and. In the first and second embodiments, the case where the number of tire test units included in the test device is one and the actual tire used in the tire test unit is one of the four tires of the virtual vehicle will be described. did. On the other hand, the test device SB of the present embodiment includes two sets of tire test units 1L and 1R, and the actual tires TL and TR used in each of the test units 1L and 1R are front-wheel drive (FWD) virtual vehicles. It differs from the first embodiment in that the left and right tires on the front side are used among the four tires.

The left tire test unit 1L corresponds to the state of a plurality of left actuators (not shown) for moving the actual left tire TL on the left simulated road surface (not shown) and the left tire TL moving on the left simulated road surface. It is equipped with a plurality of sensors (not shown) that generate a left tire condition signal. The right tire test unit 1R corresponds to the state of a plurality of right actuators (not shown) for moving the actual right tire TR on the right simulated road surface (not shown) and the right tire TR moving on the right simulated road surface. It is equipped with a plurality of sensors (not shown) that generate a right tire condition signal. Since the specific configurations of the left tire test unit 1L and the right tire test unit 1R are the same as those of the tire test unit 1 in the test device S of the first embodiment, detailed description thereof will be omitted.

The general control device 6B detects the behavior of a front-wheel drive (FWD) virtual vehicle traveling on a simulated road surface using actual tires TL and TR as left and right drive wheels by detecting the behavior of a plurality of sensors provided in the tire test units 1L and 1R. By simulating the signals as inputs, input signals to a plurality of actuators provided in the tire test units 1L and 1R are generated, and these input signals are input to each actuator.

The overall control device 6B includes a steering angle command calculation unit 61, a throttle opening command calculation unit 62, a vehicle model calculation unit 63B, a left slip angle controller 65L, a left tire controller 66L, and a right slip angle controller 65R. , Right tire controller 66R, and.

The vehicle model calculation unit 63B includes a steering angle command signal θST, a throttle opening command signal Th, a left tire status signal transmitted from the left tire test unit 1L, and a right tire status signal transmitted from the right tire test unit 1R. And are used as inputs to generate a command signal for the input signals to the actuators of the tire test units 1L and 1R by performing an operation simulating the behavior of the virtual vehicle.

More specifically, in the vehicle model calculation unit 63B, a plurality of devices constituting the virtual vehicle are provided with a virtual steering system element, a virtual power train element, actual tires TL and TR, and these virtual steering system elements, virtual. The behavior of the entire virtual vehicle is reproduced by dividing it into a power train element and a virtual vehicle body element composed of residual devices other than the tires TL and TR, and reproducing the behavior of each element by separate calculations. The vehicle model calculation unit 63B includes a steering simulator 631B, a powertrain simulator 632B by calculating the behavior of virtual powertrain elements, and a vehicle body simulator 633B.

In the steering simulator 631B, when the steering angle command signal θST calculated by the steering angle command calculation unit 61 is input, it responds to the steering angle command signal θST by performing a calculation simulating the input / output characteristics of the virtual steering system element. A slip angle command signal θSA_cmd is generated and input to the left and right slip angle controllers 65L and 65R.

In the power train simulator 632B, the throttle opening command signal Th calculated by the throttle opening command calculation unit 62, the engine rotation speed ωeng which is a virtual power generation source calculated by a process (not shown), and the left and right tires. When a state signal and a plurality of input signals including the state signal are input, a calculation simulating the behavior of the virtual powertrain element from the virtual engine to the left and right virtual output axes using a powertrain model as shown in FIG. The left and right axle torque signals TshaftL and TshaftR corresponding to these input signals are generated by performing the above, and these are input to the vehicle body simulator 633B.

In the vehicle body simulator 633B, when the tire condition signals transmitted from the left and right tire test units 1L and 1R and the axle torque signals TshaftL and TshaftR calculated by the power train simulator 632B are input, the input / output characteristics of the residual device By performing a calculation simulating the above, the vertical load acting on the left and right tires TL and TR in the virtual vehicle, the camber angle of the tires TL and TR, the rotation speed of the tires TL and TR, the yaw angle of the virtual vehicle body, and the virtual Calculate the speed of the car body. Further, in the vehicle body simulator 633B, the calculated left and right vertical loads, the left and right camber angles, and the left and right rotation speeds are input to the left and right tire test units 1L and 1R controllers 66L and 66R as command signals.

The left slip angle controller 65L eliminates this deviation by PI control based on the deviation between the slip angle command signal θSA_cmd calculated by the vehicle model calculation unit 63B and the slip angle detection signal transmitted from the left tire test unit 1L. An input signal to the slip angle actuator of the left tire test unit 1L is generated and input to the actuator.

The right slip angle controller 65R eliminates this deviation by PI control based on the deviation between the slip angle command signal θSA_cmd calculated by the vehicle model calculation unit 63B and the slip angle detection signal transmitted from the right tire test unit 1R. An input signal to the slip angle actuator of the right tire test unit 1R is generated and input to the actuator.

The left tire controller 66L is a PI based on the deviation between the command signal for the vertical load, camber angle, and rotation speed of the left tire calculated by the vehicle model calculation unit 63B and the left tire condition signal transmitted from the left tire test unit 1L. By control, input signals to various actuators of the left tire test unit 1L are generated so as to eliminate this deviation, and are input to the actuators.

The right tire controller 66R is a PI based on the deviation between the command signal for the vertical load, camber angle, and rotation speed of the right tire calculated by the vehicle model calculation unit 63B and the right tire condition signal transmitted from the right tire test unit 1R. By control, input signals to various actuators of the right tire test unit 1R are generated so as to eliminate this deviation, and are input to the actuators.

According to the test apparatus SB of the present embodiment, the following effects are obtained.
(7) In the test device SB, input signals to the respective actuators for the left tire test unit 1L and the right tire test unit 1R are generated by the overall control device 6B including the power train simulator 632B and the vehicle body simulator 633B. In the test device SB, when simulating the behavior of the virtual vehicle in the vehicle body simulator 633B, in addition to the left and right tire status signals according to the actual conditions of the left and right tires TL and TR, the throttle opening command signal is sent to the power train simulator 632B. By using the left and right axle torque signals TshaftL and TshaftR generated by inputting Th as inputs, it is possible to accurately reproduce the behavior of the vehicle by adding the non-linear input / output characteristics of the power train. Further, in the test device SB, by using the left and right tire test units 1L and 1R, the balance of the left and right tires in the FWD vehicle can be reproduced in more detail.

In the above embodiment, the case where the virtual vehicle is an FWD vehicle and the tires TL and TR are the left and right front wheels of the virtual vehicle has been described, but the present invention is not limited to this. The virtual vehicle may be an RWD vehicle, and the tires TL and TR may be the left and right rear wheels of the virtual vehicle.

Further, in the above embodiment, the case where the two axle torque signals TshaftL and TshaftR are generated by calculation using the power train simulator 632B has been described, but the present invention is not limited to this. Similar to the second embodiment, instead of the powertrain simulator 632B, two axle torque signals TshaftL and TshaftR may be generated by a powertrain test unit using a powertrain mounted on an actual vehicle.

<Fourth Embodiment>
Next, a fourth embodiment of the present invention will be described with reference to the drawings. In the following description of the test device SC according to the fourth embodiment, the same components as those of the test device S according to the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 10 is a diagram showing a configuration of a test device SC according to the present embodiment.
The test device SC includes a left front tire test unit 1FL using the actual left front tire TFL, a right front tire test unit 1FR using the actual right front tire TFR, and a left rear tire test unit 1RL using the actual left rear tire TRL. A right rear tire test unit 1RR using an actual right rear tire TRR, and a general control device 6C for controlling these test units 1FL, 1FR, 1RL, and 1RR are provided. The test apparatus SC of the present embodiment includes four sets of tire test units 1FL, 1FR, 1RL, and 1RR, and the actual tires TFL, TFR, TRL, and TRR used in each test unit 1FL, 1FR, 1RL, and 1RR are four. It differs from the first embodiment in that it has four tires of a wheel drive (AWD) virtual vehicle.

The left front tire test unit 1FL corresponds to the state of a plurality of left front actuators (not shown) for moving the actual left front tire TFL on the left front simulated road surface (not shown) and the left front tire TFL moving on the left front simulated road surface. It is equipped with a plurality of sensors (not shown) that generate a left front tire condition signal. The right front tire test unit 1FR corresponds to the state of a plurality of right front actuators (not shown) for moving the actual right front tire TFR on the right front simulated road surface (not shown) and the right front tire TFR moving on the right front simulated road surface. It is equipped with a plurality of sensors (not shown) that generate a right front tire condition signal. The left rear tire test unit 1RL includes a plurality of left rear actuators (not shown) that move the actual left rear tire TRL on the left rear simulated road surface (not shown) and a left rear tire that moves on the left rear simulated road surface. It is equipped with a plurality of sensors (not shown) that generate a left rear tire condition signal according to the TRL condition. The right rear tire test unit 1RR includes a plurality of right rear actuators (not shown) that move the actual right rear tire TRR on the right rear simulated road surface (not shown) and a right rear tire that moves on the right rear simulated road surface. It includes a plurality of sensors (not shown) that generate a right rear tire condition signal according to the TRR condition. Since the specific configurations of the tire test units 1FL, 1FR, 1RL, and 1RR are the same as those of the tire test unit 1 in the test apparatus S of the first embodiment, detailed description thereof will be omitted.

The general control device 6C uses the actual tires TFL and TFR as the left and right front drive wheels and the actual tires TRL and TRR as the rear drive wheels to display the behavior of a four-wheel drive (AWD) virtual vehicle traveling on a simulated road surface. , Input signals to a plurality of actuators provided in the tire test unit 1FL, 1FR, 1RL, 1RR by simulating the detection signals of a plurality of sensors provided in the tire test unit 1FL, 1FR, 1RL, 1RR as inputs. Is generated, and these input signals are input to each actuator.

The overall control device 6C includes a steering angle command calculation unit 61, a throttle opening command calculation unit 62, a vehicle model calculation unit 63C, a left slip angle controller 65L, a left front tire controller 66FL, and a right slip angle controller 65R. , The right front tire controller 66FR, the left rear tire controller 66RL, and the right rear tire controller 66RR are configured.

The vehicle model calculation unit 63C uses the steering angle command signal θST, the throttle opening command signal Th, and the tire status signals transmitted from the tire test units 1FL, 1FR, 1RL, and 1RR as inputs to the virtual vehicle. A command signal for an input signal to each actuator of the tire test unit 1FL, 1FR, 1RL, and 1RR is generated by performing an operation simulating the behavior of.

More specifically, in the vehicle model calculation unit 63C, a plurality of devices constituting the virtual vehicle are provided with a virtual steering system element, a virtual power train element, actual tires TFL, TFR, TRL, TRR, and these virtual steering. The virtual vehicle is divided into system elements, virtual powertrain elements, and virtual vehicle body elements composed of residual devices other than tires TFL, TFR, TRL, and TRR, and the behavior of each element is reproduced by separate calculations. Reproduce the overall behavior. The vehicle model calculation unit 63C includes a steering simulator 631C, a powertrain simulator 632C by calculating the behavior of virtual powertrain elements, and a vehicle body simulator 633C.

When the steering angle command signal θST calculated by the steering angle command calculation unit 61 is input, the steering simulator 631C responds to the steering angle command signal θST by performing a calculation simulating the input / output characteristics of the virtual steering system element. A slip angle command signal θSA_cmd is generated and input to the left and right slip angle controllers 65L and 65R.

In the power train simulator 632C, the throttle opening command signal Th calculated by the throttle opening command calculation unit 62, the engine rotation speed ωeng which is a virtual power generation source calculated by a process (not shown), and front / rear / left / right. When a plurality of input signals including a tire condition signal are input, the behavior of the virtual powertrain element from the virtual engine to the left and right virtual output axes is simulated using a powertrain model as shown in FIG. By performing the calculation, front / rear / left / right axle torque signals TshaftFL, TshaftFR, TshaftRL, and TshaftRR corresponding to these input signals are generated, and these are input to the vehicle body simulator 633C.

In the vehicle body simulator 633C, the tire status signals transmitted from the left and right tire test units 1FL, 1FR, 1RL, and 1RR and the axle torque signals TshaftFL, TshaftFR, TshaftRL, and TshaftRR calculated by the power train simulator 632C are input. By performing calculations simulating the input / output characteristics of the residual device, the vertical load acting on the front, rear, left and right tires TFL, TFR, TRL, and TRR in the virtual vehicle, the camber angle of the tires TFL, TFR, TRL, and TRR, and The rotation speeds of the tires TFL, TFR, TRL, and TRR, the yaw angle of the virtual vehicle body, and the speed of the virtual vehicle body are calculated. Further, in the vehicle body simulator 633C, the calculated vertical load of front / rear / left / right, camber angle of front / rear / left / right, and rotation speed of front / rear / left / right are used as command signals, and the front / rear / left / right tire test units 1FL, 1FR, 1RL, and 1RR controllers 66FL, 66FR, Input to 66RL and 66RR.

The left slip angle controller 65L eliminates this deviation by PI control based on the deviation between the slip angle command signal θSA_cmd calculated by the vehicle model calculation unit 63C and the slip angle detection signal transmitted from the left front tire test unit 1FL. An input signal to the slip angle actuator of the left front tire test unit 1FL is generated and input to the actuator.

The right slip angle controller 65R eliminates this deviation by PI control based on the deviation between the slip angle command signal θSA_cmd calculated by the vehicle model calculation unit 63C and the slip angle detection signal transmitted from the right front tire test unit 1FR. An input signal to the slip angle actuator of the right front tire test unit 1FR is generated and input to the actuator.

The left front tire controller 66FL is a PI based on the deviation between the command signal for the vertical load, camber angle, and rotation speed of the left front tire calculated by the vehicle model calculation unit 63C and the left front tire condition signal transmitted from the left front tire test unit 1FL. By control, input signals to various actuators of the left front tire test unit 1FL are generated so as to eliminate this deviation, and are input to the actuators.

The right front tire controller 66FR is a PI based on the deviation between the command signal for the vertical load, camber angle, and rotation speed of the right front tire calculated by the vehicle model calculation unit 63C and the right front tire condition signal transmitted from the right front tire test unit 1FR. By control, input signals to various actuators of the right front tire test unit 1FR are generated so as to eliminate this deviation, and are input to the actuators.

The left rear tire controller 66RL includes a command signal for the vertical load, camber angle, and rotation speed of the left rear tire calculated by the vehicle model calculation unit 63C and a left rear tire status signal transmitted from the left rear tire test unit 1RL. By PI control based on the deviation, input signals to various actuators of the left rear tire test unit 1RL are generated and input to the actuators so that this deviation is eliminated.

The right rear tire controller 66RR is a command signal for the vertical load, camber angle, and rotation speed of the right rear tire calculated by the vehicle model calculation unit 63C, and a right rear tire status signal transmitted from the right rear tire test unit 1RR. By PI control based on the deviation, input signals to various actuators of the right rear tire test unit 1RR are generated and input to the actuators so that this deviation is eliminated.

According to the test apparatus SC of the present embodiment, the following effects are obtained.
(8) In the test device SC, the input signals to the actuators of the left front tire test unit 1FL, the right front tire test unit 1FR, the left rear tire test unit 1RL, and the right rear tire test unit 1RR are transmitted to the power train simulator 632C and the vehicle body. It is generated by the overall control device 6C including the simulator 633C. In the test device SC, when simulating the behavior of the virtual vehicle in the vehicle body simulator 633C, in addition to the front / rear / left / right tire status signals according to the actual front / rear / left / right tire TFL, TFR, TRL, and TRR states, the power train simulator 632C By using the front, rear, left and right axle torque signals TshaftFL, TshaftFR, TshaftRL, and TshaftRR generated by inputting the throttle opening command signal Th to the input, the non-linear input / output characteristics of the power train are added to the vehicle. The behavior can be reproduced with high accuracy. Further, in the test device SC, by using the front / rear / left / right tire test units 1FL, 1FR, 1RL, and 1RR, the balance of the front / rear / left / right tires TFL, TFR, TRL, and TRR in the AWD vehicle can be reproduced in more detail. ..

In the above embodiment, the case where the four axle torque signals TshaftFL, TshaftFR, TshaftRL, and TshaftRR are generated by calculation using the powertrain simulator 632C has been described, but the present invention is not limited to this. Similar to the second embodiment, the four axle torque signals TshaftFL, TshaftFR, TshaftRL, TshaftRR are provided by a powertrain test unit using a powertrain mounted on an actual four-wheel drive vehicle instead of the powertrain simulator 632C. May be generated.

S, SA, SB, SC ... Test equipment T, TL, TR, TFL, TFR, TRL, TRR ... Tires 1,1L, 1R, 1FL, 1FR, 1RL, 1RR ... Tire test unit W ... Powertrain (actual powertrain) )
SR ... Right output shaft (actual output shaft)
25a ... Simulated road surface 32 ... Camber angle adjustment actuator 37 ... Vertical load adjustment actuator 38 ... Tire drive actuator 39 ... Force sensor (state detection means)
41 ... Tire rotation speed sensor (actual speed detector)
6,6A, 6B, 6C ... Overall control device (control device)
632, 632B, 632C ... Powertrain simulator (powertrain element)
7 ... Powertrain test unit (powertrain element)
633, 633B, 633C ... Body simulator

Claims (8)

A tire test unit including an actuator for moving an actual tire on a simulated road surface and a state detecting means for generating a tire state signal according to the state of the tire moving on the simulated road surface.
A test device including a control device that generates an input signal to the actuator by simulating the behavior of a virtual vehicle using the tire as a drive wheel by using the tire state signal as an input.
The control device is
In response to a command signal for the virtual power train or the actual power train mounted on the virtual vehicle, an axle torque signal corresponding to the torque generated in the virtual output shaft of the virtual power train or the actual output shaft of the actual power train is generated. Powertrain elements and
A test device including a vehicle body simulator that generates the input signal by performing an calculation simulating the behavior of the virtual vehicle by using the tire state signal and the axle torque signal as inputs. The state detecting means includes an actual speed detector that generates an actual rotation speed signal according to the rotation speed of the tire on the simulated road surface.
The test apparatus according to claim 1, wherein the power train element generates the axle torque signal in response to the command signal and the actual rotation speed signal. The powertrain element uses the command signal and the actual rotation speed signal as inputs to perform an calculation simulating the behavior from the virtual power generation source of the virtual powertrain to the virtual output shaft, thereby performing the calculation of the axle torque signal. The test apparatus according to claim 2, wherein the test apparatus is a power train simulator for generating the above. The power train simulator
The virtual power generation source is simulated by an inertial body characterized by a predetermined moment of inertia and input with a torque determined in response to the command signal.
The virtual output shaft is simulated by a shaft body characterized by a predetermined spring rigidity, a damping coefficient, and a moment of inertia, and connected to the inertial body via a machine element having a predetermined input / output characteristic. The test apparatus according to claim 3. The mechanical element is connected to a virtual torque converter connected to the virtual power source and its input side, and to the output side of the virtual torque converter and its input side, and to the virtual output shaft and its output side. The test apparatus according to claim 4, further comprising a virtual transmission. The actual power train includes an actual power generation source that generates power in response to the command signal and rotates the actual output shaft by the power.
The powertrain element
With the dynamometer connected to the actual output shaft,
An axle rotation speed detector that generates an axle speed signal according to the rotation speed of the actual output shaft or the dynamometer.
A speed control device that controls the rotation speed of the dynamometer so that the axle speed signal and the actual rotation speed signal match.
The test apparatus according to claim 2, further comprising an axle torque detector that generates a signal corresponding to the torque generated on the actual output shaft as the axle torque signal, and a powertrain test unit. A left tire test unit including a left actuator that moves an actual left tire on a left simulated road surface and a left tire state detecting means that generates a left tire state signal according to the state of the left tire that moves on the left simulated road surface.
A right tire test unit including a right actuator for moving an actual right tire on a simulated right road surface and a right tire state detecting means for generating a right tire state signal according to the state of the right tire moving on the simulated right road surface.
A control device that generates input signals to the left and right actuators by simulating the behavior of a virtual vehicle with the left and right tires as left and right drive wheels by using the left and right tire state signals as inputs. It ’s a test device,
The control device is
The virtual left output shaft and virtual right output shaft of the virtual power train or the real left output shaft and real right output shaft of the real power train according to a command signal to the virtual power train or the real power train mounted on the virtual vehicle. Powertrain elements that generate left axle torque signals and right axle torque signals that correspond to the torque generated in
It is characterized by including a vehicle body simulator that generates the input signal by performing an operation simulating the behavior of the virtual vehicle by using the left and right tire state signals and the left and right axle torque signals as inputs. Test equipment to do. A left front tire test unit including a left front actuator that moves an actual left front tire on a left front simulated road surface and a left front tire state detecting means that generates a left front tire state signal according to the state of the left front tire that moves on the left front simulated road surface.
A right front tire test unit including a right front actuator that moves an actual right front tire on a right front simulated road surface and a right front tire state detecting means that generates a right front tire state signal according to the state of the right front tire that moves on the right front simulated road surface.
A left rear actuator that moves an actual left rear tire on a left rear simulated road surface and a left rear state detecting means that generates a left rear tire state signal according to the state of the left rear tire that moves on the left rear simulated road surface. With the left rear tire test unit
A right rear actuator that moves the actual right rear tire on the right rear simulated road surface and a right rear state detecting means that generates a right rear tire state signal according to the state of the right rear tire that moves on the right rear simulated road surface. With the right rear tire test unit
By simulating the behavior of a virtual vehicle using the front left, front right, rear left, and rear right tires as drive wheels, using the front left, front right, rear left, and rear right tire status signals as inputs, the front left, front right, and front right. A test device including a control device for generating input signals to the left rear and right rear actuators.
The control device is
Depending on the command signal to the virtual power train or the actual power train mounted on the virtual vehicle, the virtual left front output shaft, the virtual right front output shaft, the virtual left rear output shaft, and the virtual right rear output shaft of the virtual power train or the said Left front axle torque signal, right front axle torque signal, left rear axle torque signal, and the torque generated on the real left front output shaft, real right front output shaft, real left rear output shaft, and real right rear output shaft of the real power train. Powertrain elements that generate the right rear axle torque signal,
Using the left front, right front, left rear, and right rear tire status signals and the left front, right front, left rear, and right rear axle torque signals as inputs, the input is performed by performing an operation simulating the behavior of the virtual vehicle. A test device including a vehicle body simulator that generates a signal.

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