JPH0221234A - Car testing apparatus - Google Patents

Abstract

PURPOSE:To certainly evaluate the operation and non-operation of an antiskid brake system in a state near to an actual running state by converting the instantaneous deceleration degree of a drum roller to the distortion of a shaft. CONSTITUTION:A wheel is braked by stepping on the brake and drum rollers 1, 1'-22, 22' are decelerated. When the brake becomes the state immediately before locking, an antiskid system is operated to instantaneously weaken the tightening force of a brake pad and the lock generation of the wheel is avoided. The rotational speeds of the rollers 1-22' are lowered by repeating this operation. When the rollers 1-22' are decelerated, the inertial forces of equivalent inertial rollers 7, 8, 27, 28 act to generate distortion in distortion detection shafts 5, 6, 25, 26 and said distortions are converted to electric signals by strain gauges. The twisting force acting on the shafts 5, 6, 25, 26 coincides with the deceleration degree of the rollers 1-22' and a high level signal is outputted with respect to deceleration acting instantaneously.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a test device suitable for functional testing of a fully assembled automobile.

(Prior art) With the diverse demands of automobiles, automobiles equipped with anti-skid brakes and four-wheel drive mechanisms have come to be produced. There is a demand for such equipment.

In response to such demands, for example, Japanese Unexamined Patent Publication No. 61-131
Automobile testing devices such as those shown in Japanese Utility Model Application Publication No. 31 and Japanese Utility Model Application Publication No. 63-7345 have been proposed.

The former device is based on a conventional braking force test device, and tests anti-skid brakes by driving a motor to drive a drum roller that is rotated by a car tire. The test was carried out under conditions far removed from the actual conditions, and could not be said to represent the performance of anti-skid brakes when installed in automobiles.

In addition, since the latter device performs performance evaluation using the time during which the drum roller rotation speed changes within a certain range when the test vehicle's brakes are applied as a parameter, the difference in detection signal level due to the opening and closing of the brake pads is small,
There was a problem in that it was difficult to confirm whether the brake pads were actually working, resulting in poor reliability.

(Problems to be Solved) The present invention has been made in view of the above circumstances, and it is possible to reliably evaluate whether the anti-skid brake system is activated or not in a state similar to actual driving conditions. The objective is to provide a new automobile testing device.

(Means for Solving the Problem) In order to solve this problem, the present invention provides a drum roller that independently rotatably supports each wheel of a test vehicle, and a drum roller that rotatably supports each wheel of the test vehicle. An equivalent device attached to the drum roller that supports the wheel to which the skid brake is attached via a torsion detection shaft that has enough rigidity to cause torsion when the vehicle's brakes are activated in its rotating state. Shaft torsion detection means for detecting torsion of the inertia weight and the torsion detection shaft; means for counting the number of extreme values of the signal from the detection means;
means for detecting the rotational speed of each of the drum rollers;
A determining means is provided for determining pass/fail based on a change in the rotational speed of the drum roller and the value of the count.

(Operation) Increase the rotation speed of the wheels, then set the car's transmission to the neutral point and disconnect the engine from the wheels. When you step on the foot brake, the car's brake unit operates and applies brakes to the wheels. At the same time, the drum roller that is in frictional contact with the drum roller is also decelerated. During this deceleration process, when the brakes are about to lock, the anti-skid system is activated and momentarily weakens the braking force to avoid locking of the wheels of the tested vehicle. Although an equivalent inertia weight is attached to one end of the torsion detection shaft, under normal conditions it rotates at the same speed as the drum roller, so no torsion occurs in the shaft.

On the other hand, when the brake of the test vehicle is activated and the drum roller decelerates while it is rotating in a steady state, the inertial force of the equivalent inertia roller acts and twists on the shaft, and the strain gauge indicates that the drum roller is It will be converted into a signal. At this time, the torsional force acting on the shaft matches the deceleration of the drum roller, so it is not sensitive to slow speed reductions, but on the other hand, high level signals are generated in response to instantaneous decelerations. will be output. Therefore, the intermittent deceleration caused by the anti-skid system that is repeated in a very short time and at a high speed is reliably converted into an electrical signal. In this way, the pulse-like signal from the strain gauge generated with the operation of the anti-skid system is stored in the storage unit along with the speed data.
The distortion signal recorded in the storage unit is read out, and the number of times the anti-skid system is activated is determined from the extreme value of the distortion signal within the period required to generate a preset speed difference, that is, the number of waveform peaks or bottoms. .

(Example) The details of the present invention will be described below based on illustrated examples.

FIG. 1 shows an embodiment of the present invention, in which reference symbols 1, 1' and 2.2' denote free rotating units arranged parallel to each other in the front and back with an elevating device 3.4 in between. This is a pair of drum rollers that can be used, and are arranged to correspond to the left and right wheels of an automobile with an interval corresponding to the width of the vehicle. One of these drum rollers, in this embodiment the drum roller 1.2 located on the rear side, has a rotating shaft 5.2 which is rigid enough to cause twisting when the brake of the vehicle is activated while the drum roller is rotating. 6, an equivalent inertia weight 7.8 is attached to this axis of rotation, as shown in FIG.
A strain gauge A for detecting torsion is attached to the surface of (6), and power is supplied and signals are taken out via a slip ring B, and an encoder C is provided for detecting the rotation speed of the shaft. A measuring mechanism M is provided which outputs the output signal from this through a lead wire E to a control device to be described later.

The rollers 1' and 2' disposed on the front wheel side can be moved toward and away from each other via a coupling mechanism 10.

This connection mechanism 10 is provided with a clutch 12, 12 on the drum roller side of the connection shirt 11, and an orthogonal rotation conversion mechanism 13 in the center, which is connected to a shaft 34.

Reference numeral 15 denotes a base mounted movably in the axial direction of the base frame 16, and is configured to be movable by a feed screw 18 driven by a motor 17, and the same mechanism as described above is provided on the upper surface of this base. It is being

That is, drum rollers 21, 21' and 22.22''
The drum rollers 21, 22 located on the rear side are arranged parallel to each other in the front and back with the lifting device 23, 24 in between, and the drum rollers 21, 22 are rigid enough to cause twisting when the brakes of the vehicle are activated while the drum rollers are rotating. Equivalent inertial weights 27,28 are attached via rotating shafts 25,26 with a 25,26 axis, which are provided with a measuring mechanism M similar to that shown in FIG.

The rollers 21' and 22' arranged on the front side are
A connecting mechanism 30 having a configuration similar to that of the aforementioned connecting mechanism 10
It is said that it is possible to connect and separate via. This connection mechanism 30 is
A clutch 32.3 is installed on the drum roller side of the connecting shaft 31.
2, and an orthogonal rotation conversion mechanism 33 is provided at the center thereof, and is connected to a shaft 34 that can be expanded and contracted by an expansion and contraction mechanism 34.

The connecting shaft 34 is provided with a shaft connecting mechanism 36 to enable the front drum rollers 1', 2' and the rear drum rollers 21', 22'' to come into contact with each other.
In the figure, reference numeral 38 indicates a tJF smoke duct, and S indicates a vehicle detector that detects whether or not a test vehicle is present at the test position.

FIG. 3 shows an embodiment of the above-mentioned control device, which is divided into a control device main body 40, a display panel 50, and an operation board 60, and each device is connected by a cable.

This display panel 50 is installed in a position where it can be easily seen from the driver's seat of the vehicle when the test vehicle is set on the drum roller, and the mode display light group 50 is shown in FIG. 4(A).
1. Vehicle type indicator light group 52, destination indicator light group 53, drive mechanism indicator light group 54, inspection target item pass/fail indicator light group δ5
, a test speed indicator 56, a vehicle speed indicator 57, an anti-lock brake system test rate VA end light 58, and a display 59 that shows the operating status of the anti-lock brakes for each wheel.

The operation board 60 is installed in a position where it can be easily operated from the driver's seat of the test vehicle, and as shown in FIG. A power switch 64 is provided.

Control circuit 40 (Fig. 3), basic data corresponding to all car types and previous test items selected by operation board 60, such as kilometers/hour-miles/hour calculation coefficient, vehicle length by car type, and drive model by type. A test ring/eye data storage section 41 that stores connection mechanism connection forms, etc., a test data storage section 62 that temporarily stores data selected from the storage section 41 by the operation board 60, data from the measurement mechanism M, A calculation unit 43 that calculates parameters necessary for test items based on data etc. from the storage unit, and a data storage unit 41 from the operation boat 60.
It is composed of a judgment data storage section 44 that temporarily stores reference data for pass/fail judgment selected from the above, and a pass/fail judgment section that compares the data in the calculation section 43 and the judgment data storage section 44 to judge pass/fail for the test item. ing.

Next, the operation of the apparatus configured as described above will be explained based on the flowchart shown in FIG.

The worker gets into the car F to be inspected and inspects it! m1l
1 and position the front wheels of the test vehicle between the front drum rollers. In this state, the operator selects the type of vehicle to be inspected by operating the button 61 on the operation board from inside the vehicle. As a result, the selection result is displayed on the vehicle type indicator group 52 of the display panel 50, and the base 15 is moved by the motor 17 to a position matching the vehicle type based on the vehicle length data selected by operating this button. Front and rear wheels W1 of test vehicle F. Connect W2 to each drum roller 1, 1', 2゜2'
between 21.21' and 22.22',
Next, the lifting platform 3.4.23.24 is lowered (FIG. 5), and in this state, inspection items are set by operating buttons such as 2-wheel drive/4-wheel drive and destination specifications.

At this stage, when the measurement start button is pressed, the set items are stored in the test data storage section 42.

[Drum rollers 1', 2', 21' and 22° are set in the connected state by the speedometer-related test clutches 12, 12, 32, and 32 and the connection mechanism. The operator operates the engine of the vehicle to be measured to transmit its power to the wheels. As a result, drum rollers 1, 1'2.2', 21.21', 22
．． 22' receives power from the vehicle wheel to be measured and starts rotating. All drum rollers 1,1', 2.2',
Since 21°21'' and 22.22' are in a connected state, all drum rollers rotate at the same speed.

In this state, when the rotational speed of the vehicle wheel to be measured is increased, a signal from the encoder C of the measuring mechanism M is input to the calculation section and the speed data is changed by 1.

In this way, when the high-speed meter alarm set for the vehicle under test is activated, the button on the operation board 60, that is, the meter alarm button, is operated. As a result, the data displayed on the speedometer of the test vehicle at the time the meter alarm started is held in the calculation unit 43, and the speed of the vehicle at the time the meter alarm started is displayed in a held state on the test speed display 56. At the same time, the pass/fail determining unit 45 determines whether or not it is within the set allowable error range, and stores it as determination data.

Next, engine braking is applied to gradually reduce the vehicle's speed to a preset speed, e.g. 4 mph.
When 0 km/hour is displayed on the car's meter, the operator presses the calibration measurement start button on the operation board 60. Based on the measurement signal from the measurement mechanism M, the rotation speed of the drum roller, that is, the speed of the test car The speed is calculated, and the pass/fail determining section 45 determines whether or not it is within the allowable error.

[Driving Mechanism Test] When the test for the last speed value is completed in the speed test process, the coupling mechanism connects the front drum rollers 1', 2' and the rear drum rollers 21', 22'.
The difference in rotational speed between the front and rear wheels after a certain period of time has passed after the connection is broken is determined.

If the vehicle under test is a two-wheel drive vehicle, the test is determined to pass if the speed difference is greater than the set range, and the test is determined to fail if the speed difference is within the set range.

In addition, in the case of four-wheel drive, if the rotational speed difference is within the set range, it is determined that the front and rear wheel connection joints of the test vehicle are functioning normally, and the test is passed. If it is, it will be judged as failing.

For vehicle models that can switch between four-wheel drive and two-wheel drive, as shown in the flowchart, after the four-wheel drive test, the front and rear wheels are separated and a test similar to that for the two-wheel drive mechanism is performed. By doing so, a more reliable inspection can be performed.

[Anti-skid brake system inspection clutch 1]
2.12.32.32, and the connecting mechanism connect all the drum rollers 1', 2', 21', and 22' again, and in this state, increase the engine rotation speed to bring the rotation speed of the wheels and drum rollers to a predetermined level. increase to the value. This causes all wheels to rotate at the same speed, similar to when the vehicle is running on a road surface.

Next, the transmission of the car is set to neutral and the connection between the engine and the wheels W is cut off, and
All the drum rollers l'2', 21', and 22' are disconnected by the clutches 12, 12, 32, 32 and the coupling mechanism to allow the wheels and drum rollers to rotate freely.

When all the preparations are completed in this manner, the brake test W end light 5th on the display panel 50 lights up to indicate that the brake test is possible. In this state, when the worker steps on the foot brake, the brake unit of the car operates and brakes the wheels, and at the same time the drum rollers 1.1" to 2 that are in frictional contact with the vehicle
2 and 22' are also decelerated. When the brakes of the test vehicle are about to lock up during this deceleration process, the anti-skid system is activated and momentarily weakens the tightening force on the brake pads to prevent the test vehicle's wheels from locking. As a result, the wheels are moved to the drum roller 1°, 2.2',
When it receives inertia from 21.21' and 22.22' and rotates again, the brake pads are activated again to apply braking force, and just before the brake pads are locked, the tightening force of the brake pads is weakened and the brakes are locked. To avoid. While repeating this process, the wheels of the test vehicle and the drum roller 1. 22, 22' is reduced.

By the way, although the equivalent inertia weight 7.8.27.2 is attached to one end of the detection shaft 5.6.25.26, in the normal state, the equivalent inertia weight 7.8, 27.2
8 is rotating at the same speed as the drum roller 1.2° 21.22, no twist occurs on the shaft 5° 6.25.26. On the other hand, when the brakes of the test vehicle are activated and the drum rollers 1 to 22' decelerate while rotating in a steady state, the inertial force of the equivalent inertia rollers 7,8,27,28 acts and causes the drum rollers to twist. Twisting occurs in the detection shafts 5.6, 25.26,
It will be converted into an electrical signal by strain gauge A (21st!!l). Needless to say, axes 5.6, 25.26
Since the twisting force acting on drum rollers 1 to 22' corresponds to the deceleration of drum rollers 1 to 22', it is not sensitive to slow speed reductions, and on the other hand, a high level signal is generated in response to instantaneous decelerations. will be output.

Therefore, the anti-skid system operates and even an extremely short deceleration is reliably converted into an electric Ijc signal. The pulsed strain signals from the strain gauges Ab) generated as the anti-skid system operates in this way (FIG. 7) are stored in the storage section together with the speed data. When the rotational speed of the drum rollers 1 to 22' decreases to a predetermined speed in this way, the determination section reads out the distortion signal recorded in the storage section and determines the distance required to generate the preset speed difference. The extreme values of the distortion signal within, that is, the peaks P1, P2... or the bottom b1 of the waveform. b2
The number of opening and closing times of the brake pad is determined by counting the number of times, and this is compared with the set number of times. If the number of times is equal to or greater than the set number, the anti-skid pass light is turned on, and if it is less than the number of times, the fail light is turned on.

By the way, in this measurement process, each drum roller is independently rotated freely, so the braking operation when the car is moving is relatively the same, and the braking operation when the car is running is in the same state. This makes it possible to obtain test results under the same conditions as the previous test.

[Reverse gear test: Set the transmission of the vehicle under test to reverse and increase the engine speed. Upon receiving the speed data from the drive wheel side measuring mechanism Mh), it is determined whether the speed rises to a set value within a predetermined time, and if it has risen, it is determined that the operation of the reverse gear is normal, and If the temperature does not rise, it is judged as a failure.

[Comprehensive Judgment - When the inspection of all items is completed, if all the inspection items pass, a pass light is displayed to notify the operator that the inspection has been completed.

-4. If even one of the inspection items fails, the failure indicator light is turned on and the operator is requested to re-inspect. If the item does not pass even after re-inspecting the failed item multiple times, the operator operates the forced end button to end the test, activates the brake lock on the drum roller to stop the roller, Additionally, the smoke exhaust duct and guide rollers are lowered, and the elevator platform is raised to evacuate the car from the test stand. This allows the vehicle detector S
A signal is output from the vehicle and the start permission light turns on.

In the above embodiment, torsion is detected by attaching a strain gauge to the torsion detection shaft, but other detection means may be used, such as attaching a code plate at a certain distance, or By providing a code on the surface and detecting the relative deviation of each code, by constructing the shaft with the material itself having a magnetostrictive effect, or by attaching a member having a magnetostrictive effect to the shaft, it is possible to detect the relative deviation of each code by the twisting of the material. If the strain is detected magnetically, the strain signal can be taken out without contact and the structure can be simplified.

(Effects of the Invention) As explained above, in the present invention, at least a drum roller that rotatably supports each wheel of a test vehicle, a drum roller that supports a wheel equipped with an anti-skid brake, an equivalent inertia weight attached to the drum roller via a torsion detection shaft having enough rigidity to cause torsion when the vehicle brake is activated while the drum roller is rotating; and a shaft for detecting torsion of the torsion detection shaft. a twist detection means, a means for counting the number of extreme values of a signal from the detection means, a means for detecting the rotational speed of the drum roller, and a pass/fail determination based on a change in the rotational speed of the drum roller and the value of the count. Since the system is equipped with a judgment means, it is possible to change the instantaneous deceleration of the drum roller caused by the operation of the anti-skid system into the torsion of the shaft, and to determine the operating status of the operating valve of the anti-skid brake, which opens and closes at high speed. In addition, in the present invention, it is possible to reliably detect the anti-skid brake system and inspect the anti-skid brake system with high reliability. Among them, a connecting mechanism that brings and separates those located on the same axis, a speed detector that detects the rotational speed of the drum rollers on the front wheel side and the rear wheel side, and a means for determining pass/fail based on the difference in the rotational speed. With this, it is possible to reliably detect the speed difference between the front and rear wheels of the test vehicle and to test the performance of the front and rear wheel joints of the test vehicle.

[Brief explanation of the drawing]

FIG. 1 is a plan view of an apparatus showing one embodiment of the present invention, and FIG.
Figure 3 is a block diagram showing an embodiment of the detection mechanism, Figure 3 is a block diagram showing an embodiment of the control device, Figures 4 (a) and 4 (b) are diagrams showing the display panel surface and operation board of the control device, respectively. Fifth
The figure is a diagram showing the state when the test vehicle is set in the inspection device, and FIG. 6 is a flowchart showing the operation of the same device.
and FIG. 7 are diagrams showing outputs during inspection of the anti-skid system in the same apparatus. l, Bi 2, 2'...Drum roller 5.6...Torsion detection shaft 7.8...Equivalent inertia weight 10...Connection mechanism 12...Clutch 21.21', 22.22' ...Drum roller 25
．． 26...Torsion detection shaft 27.28...Equivalent inertia weight 30...Connection mechanism 32...Clutch 34...Front and rear wheel drum connection shaft 36...Connection mechanism for front and rear wheel drum contact and separation 40. ...Control circuit 50...Display panel 60...Operation board A...Strain gauge C...Encoder for detecting rotational speed

Claims (2)

[Claims] (1) A drum roller that rotatably supports each wheel of the test vehicle independently, and a drum roller that supports at least one of the rollers to which an anti-skid brake is attached, while the vehicle is in a rotating state. an equivalent inertia weight attached to the drum roller via a torsion detection shaft having a rigidity sufficient to cause torsion when the brake is activated; a shaft torsion detection means for detecting torsion of the torsion detection shaft; means for counting the number of extreme values of the signal from the means; means for detecting the rotational speed of each of the drum rollers; and determining means for determining pass/fail based on the change in the rotational speed of the drum roller and the value of the count. Automotive testing equipment. (2) A coupling mechanism that connects and separates coaxial front and rear drum rollers that rotatably support each wheel of the test vehicle, and the front and rear drum rollers. 2. The automobile testing device according to claim 1, further comprising speed detectors for detecting the rotational speeds of the two detectors, and means for determining pass/fail based on the difference between the rotational speeds from the two detectors.