JPH04190132A - Chassis dynamometer for four-wheel drive vehicle - Google Patents

Abstract

PURPOSE:To carry out an accurate and various capacity test by connecting a torque detection means so as to input the detection output thereof to the control apparatus of the first ATR torque absorbing drive apparatus. CONSTITUTION:The load torque signals of all load torque values are inputted to a torque distributor 23 and, from the distributor 23, a front wheel distributed torque signal is inputted to a front wheel ATR controller 14 and a rear wheel distributed torque signal is inputted to a rear wheel ATR controller 20. Therefore, front wheels are rotationally driven through a front wheel roller 1 in such a state that predetermined distributed torque is absorbed and, in the same way, rear wheels are rotationally driven through a rear wheel roller 2. The rotational speed of the roller 1 is detected by a front wheel tachometer 5 to be inputted to a comparator 15 as reference rotational speed and the rotational speed of the roller 2 is detected by a rear wheel tachometer 10 to be inputted to the comparator 15 as detected rotational speed. When there is difference between both rotational speeds, the difference signal is inputted to an ASR control current operator 16 and a command signal bringing said difference to zero is inputted to an ASR controller 17 to control an ASR DC motor 9.

Description

[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to a four-wheel drive vehicle dynamometer for performing a simulated running test of a vehicle equipped with a four-wheel drive mechanism, and particularly to a four-wheel drive vehicle dynamometer that performs a simulated running test of a vehicle equipped with a four-wheel drive mechanism, and in particular, a This invention relates to a dynamometer for wheel drive vehicles.

[Prior Art] In a simulated driving test of a car, the car is fixed on a device in a test room, and in such a stationary state, the engine, vehicle drive system, and running system are used to simulate the way the vehicle actually travels on the road. It is necessary to perform the same actions as when driving.

Here, the states in which the vehicle is running include stopping, accelerating (including starting acceleration and acceleration while driving), shifting (including manual clutch, transmission operation, and automatic shifting operation), This refers to all vehicle running conditions, such as speed (including gentle acceleration and deceleration caused by engine operation) and deceleration (including deceleration caused by engine braking and braking device activation caused by brake operation).

Also, the operation similar to the state in which the above vehicle is running is
This means that the rotational speed and torque of the drive device and traveling device have the same values as when driving on the road.

For this purpose, a four-wheel drive vehicle dynamometer is installed on a vehicle, and is installed on the vehicle's engine and drive unit.

From the perspective of the traveling device, it is a device that absorbs front wheel power and rear wheel power, just like when driving on the road, but instead of the road surface, there are rollers that come into contact with the military transport, and the power is applied to the front and rear wheels by the traveling drive. Torque corresponding to the load is applied to the roller shaft by a dynamometer connected to the roller shaft of each roller, and the entire load of the automobile must be distributed between the front and rear dynamometers.

Another essential requirement for a chassis dynamometer for four-wheel drive vehicles is that the roller surfaces on the front and rear wheels mentioned above must always be the same, and this requirement applies in all cases except in slip conditions. This is because the front and rear wheels maintain the same positional relationship while traveling on the road under the following driving conditions, so the front and rear tire speeds are always the same while traveling on the road.

In the first example of a chassis dynamometer for a four-wheel drive vehicle according to the conventional technology, as shown in FIG. It is rotatably supported on the machine base in parallel with the same spacing. A front wheel ATR (automatic torque control) dynamometer 54 is connected to one end of the rotating shaft 53 of the front wheel roller 51, and a front wheel tachometer 55 is provided at the other end to control the rotation of the rear wheel roller 52. An ASR (automatic speed control) DC motor 58 is coupled to one end of the shaft 56 via a torque meter 57 .

The torque meter 57 is connected so that its detection output is input to the front wheel ATR controller 60 via the inverter 59.

, the tachometer 55 is connected to the ASR controller 61 so as to input the detection output to the ASR controller 61, and
The controller 61 is connected to control the ASR DC motor 58.

In the first example, a four-wheel drive vehicle as a test vehicle is mounted on a four-wheel drive vehicle chassis dynamometer, that is, both front wheels of the four-wheel drive vehicle are on the front wheel side rollers 51, and both rear wheels are on the rear wheel side roller 51. In addition to being placed on the wheel side rollers 52, the four-wheel drive vehicle operates in the same manner as when the vehicle is actually running on the road.

The front wheel roller 51 is rotationally driven by the front wheel in the opposite direction to the front wheel at a circumferential speed that is the same as the circumferential speed of the front wheel. At this time, the front wheel side ATR dynamometer 54 is connected to the front wheel side ATR controller 6.
Since a predetermined load is applied by 0, the front wheels are rotationally driven in a state where a predetermined torque is absorbed through the front wheel side rollers 51.

Then, the rotational speed of the front wheel side roller 51 is determined by the rotating shaft 53.
The rotational speed of the front wheel side is detected by the driver 55, and the detected output is inputted to the ASR controller 61 as a reference rotational speed, and the ASR DC motor 58 controls the rotational shaft 56, that is, the rear wheel roller 52, at the reference rotational speed. It is controlled by the ASR controller 61 to rotate.

That is, the rear wheel roller 52 rotates to follow the rotational speed of the front wheel roller 51. Therefore, the front tires and the rear tires rotate at the same circumferential speed.

At this time, the rear wheel side roller 52 is rotationally driven by the rear wheel and is also rotationally driven by the ASR DC motor 58, so that if torque is exchanged with the ASR DC motor 58, the rear wheel side roller 52 is rotated by the rear wheel. The torque that is given is measured by torque meter 5.
7, the detected torque is reversed in positive and negative by an inverter 59, and then input to the front wheel ATR controller 60, and the front wheel ATR controller 60 applies a load corresponding to the torque to the front wheel ATR dynamo. meter 54.

The above control proceeds, and as a result, the front wheel side ATR
A predetermined load is applied to the dynamometer 54 by the front wheel side ATR controller 60, and the front wheel side roller 51 is
The front wheel roller 51 is rotated at a peripheral speed corresponding to the peripheral speed of the front wheel while absorbing a predetermined torque through the front wheel. At the same time, the rear wheel roller 52 is forced to rotate at exactly the same speed as the front wheel roller 51, and absorbs the difference between the total torque of the front and rear wheels of the four-wheel drive vehicle and the predetermined torque of the front wheel from the rear wheel. do.

As a second example, as shown in FIG. 6, a front wheel side roller 51 and a rear wheel side roller 52 similar to the above example are provided,
A front wheel side ATR is attached to one end of the rotating shaft 53 of the front wheel side roller 51.
(Automatic Torque Control) A dynamometer 54 is connected, the other end is provided with a front wheel tachometer 55, and one end of the rotating shaft 56 of the rear wheel roller 52 is connected to a rear wheel ATR (Automatic Torque Control). A dynamometer 62 is coupled thereto, and a rear wheel side tachometer 63 is provided at the other end.

Front wheel side ATR (automatic torque control) dynamometer 54 and rear wheel side ATR (automatic torque control) dynamometer 62
The front wheel side ATR controller 60 and the rear wheel side (IIAT
An R controller 64 is connected.

The front wheel tachometer 55 and the rear wheel tachometer 63 are connected to input detection outputs to a comparator 65, and the comparator 65 is connected to input outputs to a rear wheel ATR controller 64. It is connected.

In the second example, similarly to the first example, the test vehicle performs the same operation on the four-wheel drive vehicle chassis dynamometer as when the vehicle is actually running on the road.

The front wheel roller 51 is rotationally driven by the front wheel in the opposite direction to the front wheel at a circumferential speed that is the same as the circumferential speed of the front wheel. At this time, the front wheel side ATR dynamometer 54 is connected to the front wheel side ATR controller 6.
Since a predetermined load is applied by 0, the front wheels are rotationally driven in a state where a predetermined torque is absorbed through the front wheel side rollers 51.

The rear wheel side roller 52 is also rotationally driven by the rear wheel in the opposite direction to the rear wheel at a circumferential speed that is the same as the circumferential speed of the rear wheel. At that time, rear wheel side A
The TR dynamometer 62 includes a rear wheel side ATR controller 64.
Since a predetermined load is applied to the rear wheel, the rear wheel is rotationally driven in a state where a predetermined torque is absorbed through the rear wheel side roller 52.

Then, the rotational speed of the front wheel side roller 51 is determined by the rotating shaft 53.
The rotational speed of the rear wheel roller 52 is detected by the rear wheel tachometer 63 via the one-rotation shaft 56, and the rain detection output is input to the comparator 65. Ru.

If there is a difference between the rotation speed of the front wheel roller 51 and the rotation speed of the rear wheel roller 52, the difference is input to the rear wheel ATR controller 64 as a comparison output of the comparator 65, and the ATR controller 64 rear wheel side roller 52 so that the comparison output becomes zero.
Rear wheel side ATR dynamometer 6 to change the rotation speed of
Control the load applied to 2.

The above control proceeds, and as a result, the front wheel side ATR
A predetermined load is applied to the dynamometer 54 by the front wheel side ATR controller 60, and the front wheel side roller 5I is applied to the dynamometer 54.
The front wheel roller 51 is rotated at a peripheral speed corresponding to the peripheral speed of the front wheel while absorbing a predetermined torque through the front wheel. At the same time, the rear wheel side ATR dynamometer 62 has a front wheel side roller 5I.
The rear wheel ATR controller 64 is configured to apply a load sufficient to absorb the torque from the rear wheel roller 52 rotating at the same rotational speed as the front wheel, that is, the rear wheel forced to rotate at the same circumferential speed as the front wheel. Problems to be Solved by the Invention] The first example of the conventional chassis dynamometer for four-wheel drive vehicles described above is controlled by Based on this control, torque control is performed on the rear wheels.Moreover, the torque control is directly performed only on the front wheels, and the rear wheels are only subject to constant velocity control, with indirect torque control being performed only on the front wheels. It is being done. Therefore, since the torque control is based on the detection of rotational speed, the control accuracy of the rear wheel torque is low, and the torque control on the rear wheel side is indirect due to the constant velocity control and the torque control on the front wheel side. Since active torque distribution cannot be performed, it is difficult to perform appropriate torque distribution control for all four wheels depending on the driving condition.

Similarly, the second example has a separate torque control system for the front and rear wheels, but in order to ensure uniformity of the front and rear wheels, the pressure detection speed difference between the rotational speed of the front wheel roller and the rear wheel roller is used. Based on this, the rear wheel torque is controlled at intervals. Therefore, the accuracy of torque control on the rear wheel side is low, and as a result, torque distribution is not performed accurately, making it difficult to perform appropriate torque distribution control for all four wheels depending on the driving condition.

[Means to solve the problem]

The chassis dynamometer for four-wheel drive vehicles according to this invention has the following features:
A first ATR (automatic) torque control torque connected to the rotating shaft of one of the front wheel rollers and rear wheel rollers that are rotatably supported on the machine base in parallel with the same spacing as the front and rear wheels of the automobile. Absorption drive device and tachometer, second ATR (automatic torque control) torque absorption drive device and ASR (automatic speed control) torque absorption drive device coupled to the rotation shaft of the other roller, rotation shaft of the other roller/ASR
Torque detection means for detecting the torque between the torque absorption drive devices, each control device of the first and second ATR torque absorption drive devices and the ASR torque absorption drive device, and the torque that sets the load torque value for the first and second ATR torque absorption drive devices. The load torque value set in the setting device and the torque setting device is applied to the first and second ATRs at a predetermined load torque distribution ratio.
The torque detecting means is connected such that its detection output is input to the control device of the first ATR torque absorption drive device, and the control device , the first ATR torque absorption drive device is controlled so that the detection output of the torque detection means becomes zero according to the detected torque value, and the tachometer inputs the detection output to the control device of the ASR torque absorption drive device. The control device adjusts the ASR torque so that the roller on the ASR torque absorption drive device side and the roller on the first ATI torque absorption drive device side rotate at the same speed according to the detection output of the tachometer. It is designed to control the absorption drive device.

Furthermore, if necessary, a torque discriminating device for discriminating the magnitude of the torque value detected by the torque detecting means, and a torque discriminating device that distributes the detected torque value of the torque detecting means at a predetermined load torque distribution ratio based on the discrimination of the torque discriminating device, 1. Another torque distributor that distributes input to the control device of the second ATR torque absorption drive device is additionally provided, and the control device of the first ATR torque absorption drive device uses the detected torque value and the added another torque distributor. According to the distributed torque value from the second ATR torque absorption drive device, the control device of the second ATR torque absorption drive device adjusts the detection output of each torque detection means to zero according to the distributed torque value from another added distributor. It is designed to control the ATR torque absorption drive device.

In another type of means, the torque detection means is not connected to be input to the control device of the first ATR torque absorption drive device, and the torque detection device is not connected as an input to the control device of the first ATR torque absorption drive device and the second ATR torque detection device. The control device for the absorption drive device controls each ATR torque absorption drive device so that the detection output of the torque detection means becomes zero according to the distributed torque value from another added distributor. .

[For production]

In the four-wheel drive vehicle dynamometer, the four-wheel drive vehicle being tested is mounted on the four-wheel drive vehicle chassis dynamometer, that is, both front axles of the four-wheel drive vehicle are placed on one roller. Both rear wheels are placed on the other roller, and the four-wheel drive vehicle operates in the same manner as when the vehicle is actually running on the road. In other words, all vehicle driving including stopping, acceleration (acceleration due to driving operations and road conditions), constant speed (including gentle acceleration and deceleration due to engine operation), and deceleration (engine braking and deceleration due to brake operations and road conditions). state operation is carried out.

Each roller is rotationally driven by the front wheels and the rear wheels in the opposite direction to the front wheels at a circumferential speed that is the same as that of the front wheels and the rear wheels.

At this time, in the torque setting device that sets the load torque value for the first and second ATR torque absorption drive devices, the full load torque value applied to the front and rear wheels of the vehicle that corresponds to the desired actual driving condition is input and set. .

The load torque signal of the set full-load torque value is input to the torque distributor, and the torque distributor distributes the full-load torque value to each of the front wheels and rear wheels at a predetermined distribution ratio. The distribution torque signal for one wheel side is input to the control device (first ATR controller) of the first ATR torque absorption drive device, and the distribution torque signal for the other wheel side is input to the control device (second ATR controller) for the second ATR torque absorption drive device. A distributed torque signal is input.

Therefore, the first ATR torque absorption drive device includes the first ATR torque absorbing drive device.
Since the controller applies a load corresponding to a predetermined distributed torque value based on the distributed torque signal on one wheel side, one wheel is in a state in which the predetermined distributed torque is absorbed through the roller on one wheel side. Rotationally driven. Similarly, the second ATR torque absorption drive device includes the ATR on the other wheel side.
Since the controller applies a load corresponding to a predetermined distributed torque value based on the distributed torque signal on the other wheel side, the other wheel is in a state where the predetermined distributed torque is absorbed via the roller on the other wheel side. Rotationally driven. That is, the sum of the distributed torque value absorbed by one wheel and the distributed torque value absorbed by the other wheel is equal to the full load torque priority set by the load torque setting device.

During the rotation of each roller by the front and rear wheels, the rotational speed of one roller is detected by a tachometer, and the detected output is used as the reference rotational speed by the control device (ASR controller) of the ASR torque absorption drive device. and AS
The ASR torque absorption drive device is controlled by the R controller to rotate the other roller at the reference rotation speed.

That is, the other roller rotates to follow the rotational speed of one roller. Since the circumferential speeds of both rollers are the same, their outer circumferential surfaces are in the same state as the road surface on which they are actually traveling. That is, as in actual driving, the front and rear wheels will rotate at the same speed regardless of the running speed as long as there is no slip between the tire surfaces of the front and rear wheels and the outer peripheral surfaces of both rollers.

Therefore, by adding rotational drive by the ASR torque absorption drive device to the rotational drive of the other roller by the other wheel, changing the predetermined distribution torque, or delaying the control system during vehicle gear shifting, etc., the rotational drive of the other roller and the ASR torque When torque is transferred to and from the absorption drive device, the transferred torque is detected by the torque detection means, and the detected torque is inverted and added to a predetermined distributed torque value to perform the first ATR control. input into the device. A load corresponding to the resulting total torque value is applied to the first ATR torque absorption drive device by the ATR controller on one wheel side, and the wheel is rotationally driven with the total torque being absorbed through its roller. Ru.

If the control described above proceeds, the result will be.

The roller on one wheel side rotates while absorbing a predetermined distributed torque from one wheel due to a predetermined load applied by the first ATR torque absorption drive device, and the roller on the other wheel side also rotates while absorbing a predetermined distributed torque from the one wheel. A predetermined load is applied by the drive device, and the roller rotates at exactly the same speed as the roller on one wheel side while absorbing a predetermined distributed torque from the other wheel, and the pressure torque detected from the torque detection means is zero. Become.

In other words, the circumferential speed of the roller on one wheel side and the circumferential speed of the roller on the other wheel side are maintained in the same state as in actual driving on the road, and the desired speed set by the load torque setting device is maintained. The total load torque value of the vehicle under the actual driving condition is distributed to one wheel side and the other wheel side at the distribution rate set by the torque distributor, and the resulting load is distributed to the first ATR torque absorption drive device and the second ATR torque absorption drive device. A load is applied to the drive device, and each of the one wheel and the other wheel is driven to rotate by applying a load similar to that in an actual driving state.

Furthermore, in a type in which a torque discriminator and another distributor connected thereto are added, the torque detected by the torque detecting means is inverted and input to the first ATR controller, and is also input to the torque discriminator. The magnitude of the detected torque is determined, and if the detected torque is equal to or greater than a predetermined value in the range where control hunting occurs, a determined value is output, and in another torque distributor, the detected torque is converted into a corrected torque signal according to the determined value. The correction and the torque signal are applied to the first ATR torque absorption drive device as a correction distribution load on one wheel side, and are reversed in positive and negative to be applied as a correction distribution load on the other wheel side to the second ATR torque absorption drive device. added to.

In a modified example, the torque detected by the torque detection means is
The corrected distribution load including the corrected amount is applied to the first and second ATR torque absorption drive devices from a separate torque distributor without being inputted to the first ATR controller with the positive and negative values inverted.

Therefore, when the detected torque of the torque detection means is large, the distribution ratio to one wheel side and the other wheel side is greatly corrected, and predetermined torque distribution control and constant velocity control of one wheel and the other wheel are performed. and is carried out without delay.

〔Example〕

Embodiments of the invention will be described with reference to the drawings.

In the palm dynamometer for a four-wheel drive vehicle of the first embodiment shown in FIG. 1, the front wheel roller 1 and the rear wheel roller 2, which have the same diameter, are arranged in parallel with the same distance as the front and rear wheels of the automobile. It is rotatably supported on the machine base. A front wheel ATR (automatic torque control) dynamometer 4 is coupled to one end of the rotating shaft 3 of the front wheel roller 1, and a front wheel tachometer 5 is provided at the other end to monitor the rotation of the rear wheel roller 2. axis 6
A rear wheel side ATR (automatic torque control) dynamometer 7 is connected to one end, and a rear wheel side shaft torque meter 8 is connected to the other end.
An ASR (automatic speed control) DC motor 9 is coupled to the ASR DC motor 9 via a rear wheel side tachometer 1.
0 is set.

The front wheel side swing type torque meter 11 of the front wheel side ATR dynamometer 4 is directly connected, and the rear wheel side shaft torque meter 8 is connected to the front wheel side absorption) and torque calculator I3 respectively through the inverter 12, and each detection The output is absorbed by the front wheels) and input to the torque calculator 13. Front wheel side absorption torque calculator 13
is connected to the front wheel side ATR controller 14 so as to input its calculation output to the front wheel side ATR controller 14, and the front wheel side ATR controller 14 further controls the front wheel side ATR dynamometer 4. It is connected to the front wheel side ATR dynamometer 4.

To explain the front wheel side absorption torque calculator 13 in more detail, as shown in FIG. 3, the front wheel side absorption torque calculator 13
is a control current calculator 131, a comparator 132, and an adder +
33 are connected in sequence, the torque distributor 23 and the inverter 12 are connected to the adder 133, and the front wheel side swing type torque meter 11 of the front wheel side ATR dynamometer 4 inputs its detection output to the comparator 132. It is connected in such a way that

The front wheel tachometer 5 and the rear wheel tachometer IO are connected to input each detection output to a comparator 15, and the comparator I5 is connected to the ASR control current calculator 16,
The control current calculator 16 is connected to the ASR controller 17 so that its output is input to the ASR controller 17, and furthermore, the AS
The R controller 17 is connected to the ASR DC motor 9 so as to control the ASR DC motor 9.

Further, the rear wheel side swing type torque meter 18 of the rear wheel side ATR dynamometer 7 is connected to the rear wheel side absorption torque calculator 19 so as to input its detection output to the rear wheel side absorption torque calculator 19, The rear wheel side absorption torque calculator 19 inputs the calculation output to the rear wheel side ATR controller 20.
It is connected to the TR controller 20, and further connected to the rear wheel side ATR controller 2.
0 is connected to the rear wheel ATR dynamometer 7 which controls the rear wheel ATR dynamometer 7.

The rear wheel side absorption torque calculator I9 is similar to the front wheel side absorption torque calculator 13 (however, the adder can be omitted), and the torque distributor 23 is connected to the comparator 192 directly or via the adder 193. , the rear-wheel-side swinging torque meter 18 of the rear-wheel-side ATR dynamometer 7 is connected to be input to the comparator 192 .

The load torque setting device 2I inputs the set predetermined full load torque to the torque distributor 23.
3, and if necessary, a front and rear wheel torque distribution ratio discriminator 22 is connected between the load torque setting device 21 and the torque distributor 23.
intervenes. The torque distributor 23 is connected to each of the front wheel side absorption torque calculator 13 and the rear wheel side absorption torque calculator 19 so as to distribute and input the input load torque at a predetermined distribution ratio.

The front wheel tachometer 5 is connected to the load torque setting device 21, and various driving condition data from the input means and the detection output of the front wheel tachometer 5 are inputted thereto.
The front wheel side swinging torque meter 11 and the rear wheel side swinging torque meter 18 are connected to the rear wheel torque distribution rate discriminator 22, and the detected torques of each are inputted thereto.

In the dynamometer for a four-wheel drive vehicle according to the second embodiment shown in FIG. A container 24 is additionally provided.

A rear wheel side shaft torque meter 8 is directly connected to the torque distributor 24, and a front and rear wheel torque distribution ratio discriminator 25 is also connected directly to the torque distributor 24.
The detected output of the rear wheel shaft torque meter 8 is inputted to the torque distributor 24 and also inputted to the front and rear wheel torque distribution ratio discriminator 25, and further the output of the front and rear wheel torque distribution ratio discriminator 25. is input to the torque distributor 24.

The torque distributor 24 is directly connected to the front wheel side absorption torque calculator 13 and is also connected to the rear wheel side absorption torque calculator 19 via the inverter 26 .

To explain the rear wheel side absorption torque calculation unit 19 in more detail, the rear wheel side absorption torque calculation unit 19, like the front wheel side absorption torque calculation unit 13, has a control current calculation unit 191. A comparator 192 and an adder 193 are connected in sequence, a torque distributor 23 and an inverter 26 are connected to the adder 193, and the rear wheel side swing type torque meter 18 of the rear wheel side ATR dynamometer 7 is connected to the rear wheel side ATR dynamometer 7. It is connected so that the detection output is input to the comparator 192.

In a modification of the second embodiment, an inverter I2 is provided that connects the rear wheel shaft torque meter 8 and the front wheel absorption torque calculator 13 in the four-wheel drive vehicle dynamometer of the second embodiment. Contact#! The circuit can be omitted.

In each of the above embodiments, instead of the rear wheel side shaft torque meter 8, as shown in FIG.
A drive current detector 27 is interposed in the input circuit to the DC motor 9, and the drive current detector 27 is connected to the inverter 12. It is connected to the torque distributor 24 and the front and rear wheel torque distribution ratio discriminator 25.

The drive current value to the ASR DC motor 9 detected by the drive current detector 27 is converted into a torque value by the torque calculator 28, and similarly to the detection output by the rear wheel side shaft torque meter 8, the drive current value to the ASR DC motor 9 is converted to a torque value by the inverter 12 and the torque distributor. z4 and the front and rear wheel torque distribution ratio discriminator 25 may be input.

Further, the front wheel side ATR dynamometer 4 and the rear wheel side ATR dynamometer 7 in each of the above embodiments may each be an ATR DC motor, and in that case, the swing type torque meter II
, 1g is the shaft torque meter It at the rotating shaft 3.6
' , +8'. Similarly, ASR on the rear wheel side
The DC motor 9 may be an ASR dynamometer, and in this case, the rear wheel shaft torque meter 8 is a swing-type torque meter 8'.

The operation and function of the above chassis dynamometer for four-wheel drive vehicles will be explained.

First, in the chassis dynamometer for four-wheel drive vehicles of the first embodiment, the four-wheel drive vehicle that is the vehicle to be tested is mounted on the chassis dynamometer for four-wheel drive vehicles, that is, both front axles of the four-wheel drive vehicle are mounted on the chassis dynamometer for four-wheel drive vehicles. The four-wheel drive vehicle is placed on the front wheel roller 1 and the rear wheels 2, respectively, and the four-wheel drive vehicle operates in the same manner as when the vehicle is actually running on the road. In other words, all vehicle driving including stopping, acceleration (acceleration due to driving operations and road conditions), constant speed (including gentle acceleration and deceleration due to engine operation), and deceleration (engine braking and deceleration due to brake operations and road conditions). state operation is carried out.

The front wheel roller 1 is rotationally driven by the front wheel in the opposite direction to the front wheel at a circumferential speed that is the same as the circumferential speed of the front wheel.

The rear wheel side roller 2 is also rotationally driven by the rear wheel in the opposite direction to the rear wheel at a circumferential speed that is the same as the circumferential speed of the rear wheel.

At this time, in the load torque setting device 21, the full load torque value applied to the front and rear wheels of the automobile may be input and set as a desired fixed value, but various parameters, ie, actual Vehicle speed, acceleration, and jerk, which are various conditions corresponding to the driving condition] [Real-time parameters synchronized with both engine control and gear change operations, and various data input from the data input device (inertial mass of the vehicle) , center of gravity position, equivalent inertia of rotating part, air resistance,
The total load torque value applied to the front and rear wheels of the vehicle may be set, which varies by calculation based on the drive shaft system resistance, road surface slope, road surface condition, tire condition, etc. For example, as will be described later, the rotational speed of the front wheels, that is, the front wheel roller 1, is detected by the front wheel tachometer 5, and is input to the load torque setting device 21 as a reference rotational speed signal, and the air resistance due to the speed of the vehicle is taken into account. The full load torque value is set.

The load torque signal of the set full load torque value is input to the torque distributor 23, and the torque distributor 23 distributes the full load torque value to each of the front wheels and rear wheels at a predetermined distribution ratio. From the torque distributor 23, a front wheel side distribution torque signal is inputted to the front wheel side ATR controller 14 via the front wheel side absorption torque calculator 13, and the front wheel side distribution torque signal is inputted to the front wheel side ATR controller 14 via the rear wheel side absorption torque calculator 19. A rear wheel side distribution torque signal is input to 20.

Therefore, the front wheel side ATR dynamometer 4 includes the front wheel side AT
Since the R controller 14 applies a load corresponding to a predetermined distributed torque value based on the front wheel side distributed torque signal, the front wheels are rotationally driven in a state in which the predetermined distributed torque is absorbed via the front wheel side roller 1. . Similarly, a load corresponding to a predetermined distributed torque value based on the rear wheel distributed torque signal is applied to the rear wheel ATR dynamometer 7 by the rear wheel ATR controller 20, so that the rear wheel It is rotated in a state where a predetermined distributed torque is absorbed through 2. That is, the sum of the distributed torque value absorbed by the front wheels and the distributed torque value absorbed by the rear wheels is equal to the full load torque value set by the load torque setting device 21.

Only when the absorption of torque by the front wheels and rear wheels is not complete, a deviation occurs between the torque detected by the front wheel side swinging torque meter 11 and the rear wheel side swinging torque meter 18 and each distributed torque. The deviation torque is transferred to the front wheel side A via the front wheel side absorption torque calculator 13 and the rear wheel side absorption torque calculator 19.
The torque is fed to the TR controller 14 and the rear ATR controller 20, and based on this, the absorbed torque values for the front and rear wheels are maintained at the predetermined distributed torque values.

Regarding the second feedback control, to explain in more detail with reference to FIG. comparator 1 as value
(For the rear wheel side, the distributed torque signal from the distributor 23 is inputted to the comparator 192 as a command torque value.) In the comparator +32 (192), the front wheel side swinging torque meter II ( The deviation between the detected torque from the rear wheel side swinging torque meter 18) and the command torque value is calculated, and the front wheel side ATR controller 14 (rear wheel side A
Feedback control is performed in the TR controller 20).

In such rotation of the front wheel roller and rear wheel roller 2 by the front wheels and rear wheels, the rotation speed of the front wheel roller 1 is detected by the front wheel tachometer 5 via the rotation shaft 3, and is set as the reference rotation speed. The rotation speed of the rear wheel roller 2 is input to the comparator 15, and is also detected by the rear wheel tachometer 10 via the rotating shaft 6, and input to the comparator 15 as the detected rotation speed.

If there is a difference between the reference rotation speed and the detected rotation speed, the difference signal is input from the comparator 15 to the ASR control current calculator 16, and the ASR control current calculator 16 outputs a rotation signal that makes the difference zero. A speed command signal is input to the ASR controller 17, and the ASR controller 17 controls the rotational speed of the ASR DC motor 9 based on the speed command signal. Through this control, the detected rotational speed is maintained at the same speed as the reference rotational speed. That is,
The rear wheel roller 2 is rotated by the ASR1I motor 9 so as to follow the rotational speed of the front wheel roller 1.

Therefore, the circumferential speed of the rear wheel roller 2 is the same as the circumferential speed of the front wheel roller 1, so the front wheel roller 1 and the rear wheel roller 2
The outer peripheral surface of the vehicle is in the same condition as the road surface on which the vehicle is actually driven. In other words, as in actual driving, regardless of the running speed, the front and rear wheels rotate at the same speed unless there is a sling between the tire surface of the front and rear wheels and the outer circumferential surface of the front wheel side roller 2. It turns out.

Therefore, by adding rotational drive by the ASR DC motor 9 to the rotational drive by the rear wheel of the rear wheel roller 2, changing the predetermined distributed torque, or delaying the control system in the gear shift of the rear wheel, the rear wheel roller 2 When torque is exchanged between the ASR DC motor 9 and the ASR DC motor 9, the torque to be exchanged is detected by the rear wheel shaft torque meter 8, and the detected torque is reversed in positive and negative terms by the inverter 12. The torque is inputted to the front wheel side absorption torque calculator 13, added to a predetermined distributed torque value, and then inputted to the front wheel side ATR controller 14. The load corresponding to the resulting total torque value is applied to the front wheel AT.
It is applied to the front wheel side ATR dynamometer 4 by the R controller 14. Therefore, the five front wheels are rotationally driven in a state in which the above-mentioned total torque is absorbed through the front axle side roller 1. Note that the feedbank control of the detected torque from the front wheel swing torque meter 11 is the same as described above.

If the above control proceeds, the front wheel roller 1 will eventually be rotated while absorbing a predetermined distributed torque from the front wheels with a predetermined load applied by the front wheel ATR dynamometer 4, and the front wheel roller 1 will rotate while absorbing a predetermined distributed torque from the front wheels. The wheel side roller 2 is also the rear wheel side ATR.
A predetermined load is applied by the dynamometer 7, and the roller rotates at exactly the same speed as the front wheel roller 1 while absorbing a predetermined distributed torque from the rear wheel, and the detected torque from the rear wheel shaft torque meter 8 is zero. becomes.

That is, the same state of the peripheral speed of the front wheel side roller 1 and the peripheral speed of the rear wheel side roller 2 is maintained, and the same state as in actual driving on the road is maintained. The total load torque value of the vehicle in the running state is distributed to the front wheels and the rear wheels at the distribution rate set by the torque distributor 23, and the resulting load is distributed to the front wheel ATR dynamometer 4 and the rear wheel ATR dynamometer 7. The front wheels and the rear wheels are driven to rotate under the same load as in actual driving conditions.

In the case where the front and rear wheel torque distribution ratio discriminator 22 is used, when torque is detected by the front wheel side swinging torque meter 11 and the rear wheel side swinging torque meter 18,
Since the detection output is input to the front and rear wheel torque distribution rate discriminator 22, even in the result of the above control, the torque detected by the front wheel side swinging torque meter 11 and the rear wheel side swinging torque meter 18 is still at the predetermined level. If the distribution ratio differs from the distribution ratio of , or there is hunting, this is determined, and the distribution ratio itself set by the torque distributor 23 is corrected, and the front wheel side swinging torque meter 11 and the rear wheel side swinging torque meter 18 Control is performed to change the distribution rate to an appropriate distribution rate in accordance with the actual driving of the vehicle such that the ratio of the detected output from the corrected distribution rate becomes less than or equal to a predetermined value.

In the chassis dynamometer for a four-wheel drive vehicle of the second embodiment, in addition to the functions of the first embodiment, in maintaining the rotational speed of the front wheel roller 1 and the rear wheel roller 2 at the same speed,
The detected torque of the rear wheel side shaft torque meter 8 is input to the inverter 12 and also input to the front and rear wheel torque distribution ratio discriminator 25, and the magnitude thereof is determined. In the case of the detected torque, a discrimination value is output, and in the torque distributor 24, the detected torque of the rear wheel shaft torque meter 8, which is directly input to the torque distributor 24, is converted into a corrected torque signal according to the discrimination value. The corrected torque signal is added and inputted to the front wheel side absorption torque calculator 13 as the front wheel side corrected distributed load, and
The positive and negative values are reversed by an inverter 26 as a corrected distributed load on the rear wheel side, and added and inputted to the rear wheel side absorption torque calculator 19.

To explain in more detail according to FIG. 3, the distributed torque signal from the distributor 23 and the corrected torque signal from the inverter 26 are added by an adder +93 in the rear wheel side absorption torque calculator 19, and the comparator outputs the command torque value. 192,
In the comparator 192, the rear wheel side swing type torque meter 1
The deviation between the detected torque from 8 and the command torque value is calculated, and feed bank control is performed in the rear wheel side ATR controller 20 so that the deviation becomes zero.

Therefore, when the torque detected by the rear wheel side shaft torque meter 8 is large, the distribution ratio to the front and rear wheels is greatly corrected, and the predetermined torque distribution control and constant velocity control for the front and rear wheels are adjusted. done without delay.

In a modified example, the torque is distributed so as to include the detected torque which is directly input from the first rear wheel shaft torque meter 8 via the inverter 12 to the front wheel side absorption torque calculator 13 in a positive/negative manner in the above embodiment. The torque command signal thus obtained is input from the torque distributor 24 to the front wheel side absorption torque calculator 13.

In each of the above embodiments, as shown in FIG. 4, when a drive current detector 27 is interposed in the input circuit from the ASR controller I7 to the ASR DC motor 9 as a torque detection means, The device 27 detects the drive current value to the ASR DC motor 9.

In a DC motor, the drive current changes linearly with the torque, so it is converted into a torque value by the torque calculator 28, and is sent to the rear wheel shaft torque meter 8 as well as the inverter 12 and torque distribution. 24 and a front/rear wheel torque distribution ratio discriminator 25.

[Effects of the invention; The chassis dynamometer for four-wheel drive vehicles is used as a simulated driving test of a car in which the engine, JIFF drive device, and running device operate in the same way as the actual vehicle is running on the road when the car is stationary. From the perspective of the vehicle's engine, drive system, and running system, the system absorbs and controls the distributed front wheel power and rear wheel power in the same way as when driving on the road.
A requirement is that the roller surfaces on the front and rear wheels must always be the same.

In response to this requirement, conventional four-wheel drive vehicle dynamometers satisfy the requirement that at least the roller surfaces on the front and rear wheels are always the same, but the front wheel power However, according to the Nyang dynamometer for four-wheel drive vehicles of the present invention, the above two requirements can be accurately realized. .

Thereby, accurate and diverse performance tests of four-wheel-drive vehicles, which are impossible with conventional four-wheel-drive vehicle dynamometers, can be performed.

[Brief explanation of drawings]

FIG. 1 is a block diagram of a chassis dynamometer for a four-wheel drive vehicle according to a first embodiment of the invention, and FIG. 2 is a block diagram of a chassis dynamometer for a four-wheel drive vehicle according to a second embodiment of the invention. . FIG. 3 is a block diagram of a chassis dynamometer for a four-wheel drive vehicle according to a third embodiment of the present invention, and FIG. 4 is a diagram showing the torque for the ASR DC motor of the chassis dynamometer for a four-wheel drive vehicle according to a third embodiment of the present invention. Block Diagram of Modified Example of Meter FIGS. 5 and 6 are block diagrams of a conventional shirt dynamometer for a four-wheel drive vehicle. 1. Front wheel side roller 2. Rear wheel side roller 3.69
Rotating axis 4゜Front wheel side ATR dynamometer 5 Front wheel side tachometer 7 Rear wheel side ATR dynamometer 86 Rear wheel side shaft torque meter 9: ASR DC motor 10゛Rear wheel side tachometer 11゛Front wheel side rocking Type torque meter 12, 26: Inverter 13° Front wheel side absorption torque calculator + 31.191 Control current calculator 132.192.15:
Comparators 133, 193: Adder 14 Front wheel side ATR controller +6: ASR control current calculator +7: ASR controller 18
, Rear wheel side swinging torque meter 19: Rear wheel side absorption torque calculator 20: Rear wheel side ATR controller 23.24 Torque distributor 2]: Load torque setting device 22.25: Front and rear wheel torque distribution ratio discriminator 27, Drive current detector 28: Torque calculator 8': Oscillating torque meter 1]', 1g': Shaft torque meter

Claims (3)

[Claims] (1) The first ATR is connected to the rotating shaft of one of the front and rear wheel rollers, which are rotatably supported on the machine base in parallel with the same spacing as the front and rear wheels of the automobile.
(Automatic Torque Control) torque absorption drive device and tachometer, second ATR (Automatic Torque Control) torque absorption drive device and ASR (Automatic Speed Control) torque absorption drive device coupled to the rotating shaft of the other roller, the other roller Rotating axis of A
Torque detection means for detecting torque between SR torque absorption drive devices, first and second ATR torque absorption drive devices, and AS
Each control device of the R torque absorption drive device, 1st and 2nd ATR
A torque setting device that sets a load torque value for the torque absorption drive device, and a first and second
It consists of a torque distributor that distributes input to the control device of the ATR torque absorption drive device, and the torque detection means is connected so that its detection output is input to the control device of the first ATR torque absorption drive device; controls the first ATR torque absorption drive device so that the detection output of the torque detection means becomes zero according to the detected torque value, and the tachometer inputs the detection output to the control device of the ASR torque absorption drive device. The control device controls the ASR torque absorption so that the roller on the ASR torque absorption drive device side and the roller on the first ATR torque absorption drive device side rotate at the same speed according to the detection output of the tachometer. Chassis dynamometer for four-wheel drive vehicles adapted to control the drive system (2) The first ATR is connected to the rotating shaft of one of the front and rear wheel rollers, which are rotatably supported on the machine base in parallel with the same distance as the front and rear wheels of the automobile.
(Automatic Torque Control) torque absorption drive device and tachometer, second ATR (Automatic Torque Control) torque absorption drive device and ASR (Automatic Speed Control) torque absorption drive device coupled to the rotating shaft of the other roller, the other roller Rotating axis of A
Torque detection means for detecting torque between SR torque absorption drive devices, first and second ATR torque absorption drive devices, and AS
Each control device of the R torque absorption drive device, 1st and 2nd ATR
A torque setting device that sets a load torque value for the torque absorption drive device;
A first torque distributor that distributes input to the control device of the torque absorption drive device, a torque discrimination device that discriminates the magnitude of the detected torque value of the torque detection means, and a torque discrimination device that determines the torque value detected by the torque detection means. comprises a second torque distributor that distributes the load torque at a predetermined load torque distribution rate and inputs the distribution to the control devices of the first and second ATR torque absorption drive devices, and the torque detection means has a detection output of the first ATR torque absorption drive device.
The control device of the first ATR torque absorption drive device outputs the second ATR torque absorption according to the detected torque value and the distributed torque value from the second distributor. The drive control device is
The respective ATR torque absorption drive devices are controlled according to the distributed torque value from the second distributor so that the detection output of the torque detection means becomes zero, and the tachometer controls the detection output to the ASR torque absorption drive. The controller is connected as an input to the control device of the device, and the control device causes the rollers on the ASR torque absorption drive device side and the rollers on the first ATR torque absorption drive device side to rotate at the same speed according to the detected output of the tachometer. A chassis dynamometer for four-wheel drive vehicles that is adapted to control the ASR torque absorption drive device to (3) The first ATR is connected to the rotating shaft of one of the front and rear wheel rollers, which are rotatably supported on the machine base in parallel with the same spacing as the front and rear wheels of the automobile.
(Automatic Torque Control) torque absorption drive device and tachometer, second ATR (Automatic Torque Control) torque absorption drive device and ASR (Automatic Speed Control) torque absorption drive device coupled to the rotating shaft of the other roller, the other roller Rotating axis of A
Torque detection means for detecting torque between SR torque absorption drive devices, first and second ATR torque absorption drive devices, and AS
Each control device of the R torque absorption drive device, 1st and 2nd ATR
A torque setting device that sets a load torque value for the torque absorption drive device;
A first torque distributor that distributes and inputs input to the control device of the torque absorption drive device, and distributes and inputs the detected torque value of the torque detection means to the control device of the first and second ATR torque absorption drive devices at a predetermined load torque distribution ratio. The control device for the first ATR torque absorption drive device and the control device for the second ATR torque absorption drive device are configured of a second torque distributor, and the control device for the first ATR torque absorption drive device and the control device for the second ATR torque absorption drive device are
The respective ATR torque absorption drive devices are controlled so that the detected output of the torque detecting means becomes zero according to the distributed torque value from the distributor, and the tachometer controls the detected output to the ASR.
The controller is connected as an input to a control device of the torque absorbing drive device, and the control device controls the AS in response to the detection output of the tachometer.
A so that the roller on the R torque absorption drive device side and the roller on the first ATR torque absorption drive device side rotate at the same speed.
Chassis dynamometer for four-wheel drive vehicles designed to control the SR torque absorption drive system