JPS6151538A - Chassis dynamo - Google Patents

Chassis dynamo

Info

Publication number
JPS6151538A
JPS6151538A JP59175576A JP17557684A JPS6151538A JP S6151538 A JPS6151538 A JP S6151538A JP 59175576 A JP59175576 A JP 59175576A JP 17557684 A JP17557684 A JP 17557684A JP S6151538 A JPS6151538 A JP S6151538A
Authority
JP
Japan
Prior art keywords
braking force
difference
torque meter
display device
rollers
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP59175576A
Other languages
Japanese (ja)
Other versions
JPH0214652B2 (en
Inventor
Hachiro Ozawa
小澤　八郎
Takuo Kodama
児玉　宅郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP59175576A priority Critical patent/JPS6151538A/en
Publication of JPS6151538A publication Critical patent/JPS6151538A/en
Publication of JPH0214652B2 publication Critical patent/JPH0214652B2/ja
Granted legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G01L5/28—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for testing brakes
    • G01L5/282—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for testing brakes the vehicle wheels cooperating with rotatable rolls
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/0072—Wheeled or endless-tracked vehicles the wheels of the vehicle co-operating with rotatable rolls

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

PURPOSE:To measure a fine braking force difference with high precision even in a low braking force state by providing an engine torque meter between a couple of rollers, and measuring the braking force difference between a right and a left wheels. CONSTITUTION:The engine torque meter 26 is provided between the couple of rollers 10 and 12 and a strain amplifier 28 and a display device 30 are connected. Further, the braking force computing element 32 composed of a differentiator 40 and a multiplier 34 is connected to a pulse pickup 38 arranged nearby a dynamometer 18, and an inertial quantity setter 36 and a display device 42 are connected to the computing element 32. Consequently, the braking force difference between both right and left wheels is measured directly by the engine torque meter 26 with high precision and displayed on the display device 30, and the total braking force value is calculated by the computing element 32 with output pulses of the pulse pickup 38 and displayed on the display device 42, so the precise analytic evaluation of a brake noise, etc., is performed in a low braking force state.

Description

【発明の詳細な説明】 ［産業上の利用分野１ 本発明はシト−シダイナモ、特に車両の制動力特性を正
確に計測することのできる改良されたシャーシダイナモ
に関するもである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application 1] The present invention relates to a chassis dynamometer, and particularly to an improved chassis dynamometer that can accurately measure the braking force characteristics of a vehicle.

［従来の技術］ 車両の走行状態における動力特性を帽■１測するために
シャーシダイナモが用いられており、静止した車両のＩ
ｌｌ！肋車輪をシャーシダイナモの一対のローラに接触
させ、定置状態で実際の走行に近い動力測定を行うこと
ができる。[Prior art] A chassis dynamo is used to measure the power characteristics of a vehicle while it is running.
ll! By bringing the rib wheel into contact with a pair of rollers on the chassis dynamo, it is possible to measure power close to actual driving in a stationary state.

第２図には従来における一般的にシャーシダイナモが示
されており、車両の左右車輪に対応して設けられた一対
のローラ１０，１２にはそれぞれ車両重量と等価の慣性
量をシミュレートするフライホイール１４．１６がそれ
ぞれ接続されており、またこれら両フライホイール１４
．１６には動力計１８．２０が接続され、車両の加減速
時における動力測定が行われる。FIG. 2 shows a conventional chassis dynamo, and a pair of rollers 10 and 12 provided corresponding to the left and right wheels of a vehicle each have a flywheel that simulates an amount of inertia equivalent to the vehicle weight. Wheels 14, 16 are connected to each other, and both flywheels 14
．． A dynamometer 18, 20 is connected to 16 to measure power during acceleration and deceleration of the vehicle.

このような従来のシャーシダイナモにおいては、前記ロ
ーラ１０．１２とフライホイール１４．１６との間にそ
れぞれ軸トルク計２２．２・４が設けられ、左右車輪に
対してそれぞれ軸トルクが８１測可能となっており、こ
れによって、車両のｔｉｌＪ動力特性の評価も可能とな
る。In such a conventional chassis dynamo, shaft torque meters 22.2 and 4 are provided between the roller 10.12 and the flywheel 14.16, respectively, and can measure 81 shaft torques for the left and right wheels, respectively. This makes it possible to evaluate the tilJ power characteristics of the vehicle.

しかしながら、このような従来のシャーシダイナモでは
、ブレーキの全ｉ１＋ｌＪ　！ＪＪ特性のごとき制動ト
ルクの大きな場合の評価に対しては良好なデータを提供
することができ、各々の軸トルク計２２゜２４にてそれ
ぞれの制動力を計測し、これら両川力値の差から左右の
トルク差を求めることが行われていたが、一方に１３い
て、このような左右独立の計測においては、低制動力領
域では高１度の計測ができないという問題があった。す
なわち、低制動力領域では、左右の軸トルクの差も微小
値であり、第２図に示した従来装置では各々の軸トル、
り計２２．２４の誤差成分が加算される結果丙述した微
小トルク差の計測が実際上不可能となってしまう欠点を
有していた。However, in such a conventional chassis dynamo, the total i1+lJ of the brake! Good data can be provided for the evaluation of large braking torques such as JJ characteristics, and the braking force of each shaft is measured with a 22°24 torque meter, and the difference between these two river force values is calculated. The difference between the left and right torques has been calculated, but there is a problem in that the left and right torque differences cannot be measured in the low braking force region in such independent left and right measurements. In other words, in the low braking force region, the difference between the left and right shaft torques is minute, and in the conventional device shown in Fig. 2, each shaft torque,
As a result of the addition of the error components of the totals 22 and 24, there is a drawback that it becomes practically impossible to measure the minute torque difference mentioned above.

ｔｔＪ記低１．ＩＪ動力領域での計測は例えばブレーキ
鳴き試験において有用であり、通常５〜２０１ｖ毎時程
度の低速走行状態から通常の減速制動を行うときに発生
するいわゆるブレーキ鳴き現象をシャーシダイナモにて
解析する際に有用である。ttJki low 1. Measurement in the IJ power range is useful, for example, in brake squeal tests, and is useful when using a chassis dynamo to analyze the so-called brake squeal phenomenon that occurs when normal deceleration braking is performed from a low-speed running state of about 5 to 201 v/hour. Useful.

前記ブレーキ鳴きの解析は低制動力領域において左右の
制動力差を正確に計測する必要があり、従来のブレーキ
鳴き解析では熟練者の感覚に頼って行われていたが、こ
のような左右制動力を精密に解析可能であれば、更に良
好な分析が可能となるが、従来のシャーシダイナモにお
いてはこのような微小制動力差を高精度で測定すること
が困難なため、ブレーキ鳴き試験にシャーシダイナモを
有効に活用することができないという問題があった。To analyze brake squeal, it is necessary to accurately measure the difference in braking force between the left and right sides in the low braking force region. Conventional brake squeal analysis relies on the senses of an expert, but this If it were possible to precisely analyze the brake noise, even better analysis would be possible.However, it is difficult to measure such minute differences in braking force with a conventional chassis dynamo with high precision, so a chassis dynamo is used for brake squeal tests. There was a problem that it was not possible to utilize the information effectively.

［発明が解決しようとする問題点〕 本発明は上記従来の課題に鑑みなされたものであり、そ
の目的は、低ｔ、ＩＩ動力状態においても左右制動トル
ク差を正確に測定してブレーキ鳴きその他に対して有用
なデータを与えることのできる改良されたシャーシダイ
ナモを提供することにある。[Problems to be Solved by the Invention] The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to accurately measure the left and right braking torque difference even in low t and II power states to eliminate brake squeal and other problems. The object of the present invention is to provide an improved chassis dynamo that can provide useful data for the vehicle.

［問題点を解決するための手段１ 上記目的を達成するために、本発明は、従来において各
ローラにそれぞれ別個に設けられていた軸トルク計を０
−ラ対の間に設け、これによって左右のａｉ１１ｆ！ｌ
ｌ力の差を直接軸トルク計にて計測可能とし、各部にお
ける測定誤差の累積のない高精度のトルク測定を可能と
し、これによって微小制動力差をも高精度で：ｌ　ｌ　
Ｌ、て各種の特性解析に有用なデータを５え得ることを
特徴とする。[Means for Solving the Problems 1] In order to achieve the above object, the present invention replaces the shaft torque meter, which was conventionally provided separately on each roller, with zero
-Ai11f on the left and right! l
Differences in braking force can be directly measured with a shaft torque meter, making it possible to measure torque with high accuracy without accumulation of measurement errors in each part.This enables even minute differences in braking force to be measured with high precision.
L is characterized in that useful data for various characteristic analyzes can be obtained.

［実施例］ 以下図面に基づいて本発明の好適な実施例を説明する。[Example] Preferred embodiments of the present invention will be described below based on the drawings.

第１図には本発明に係るシャーシダイナモの概略的な構
成が示されており、第１図の従来装置と同一部材には同
一符号を付して説明を省略する。FIG. 1 shows a schematic configuration of a chassis dynamo according to the present invention, and the same members as those of the conventional device shown in FIG.

本発明において特徴的なことは、・一対のローラ１０．
１２の間に軸トルク計２６が設けられ、両車幅の制動力
差を直接軸トルク計２６によって計測できることにある
。The characteristics of the present invention are: - A pair of rollers 10.
A shaft torque meter 26 is provided between the two vehicles, and the difference in braking force between the two vehicle widths can be directly measured by the shaft torque meter 26.

前記軸トルク計２６の計測値はストレンアンプ２８によ
って電気的な増幅処理が施された後表示１３０に供給さ
れ、左右車輪の制動ツノ差を直接表示値として読取るこ
とができる。The measured value of the shaft torque meter 26 is electrically amplified by the strain amplifier 28 and then supplied to the display 130, so that the difference between the braking horns of the left and right wheels can be directly read as a displayed value.

従って、低制動力領域においても、誤差成分の少ない高
精度の制動力差を計測可能であり、これによって、ブレ
ーキ鳴き等の現象を精密に分析評価することが可能とな
る。Therefore, even in the low braking force region, it is possible to measure the braking force difference with a high degree of accuracy with few error components, thereby making it possible to precisely analyze and evaluate phenomena such as brake squeal.

前述したブレーキ鳴き試験その他において左右１ｉ１１
９ｈ力の差は軸トルク計２６により精密に測定可能であ
るが、もちろんこのようなｕ１！ＩＪ力差ばかりでなく
低ｖｉｌｌｌ力領域での両車幅の全制動力値も必要であ
り、本発明においては、このような全制動カーを求める
ためにフライホイールの慣性量と減速度とのｖ４算が行
われ、実施例においては制動力演算器３２が設けられて
いる。Left and right 1i11 in the brake squeal test and other tests mentioned above.
The difference in the 9h force can be precisely measured using the shaft torque meter 26, but of course such a u1! In addition to the IJ force difference, the total braking force value for both vehicle widths in the low vill force region is also required, and in the present invention, in order to obtain such a total braking car, the inertia of the flywheel and the deceleration are calculated. v4 calculation is performed, and a braking force calculator 32 is provided in the embodiment.

１＃ｌ［ｌ力演篩器３２は乗篩器３４を含み、前記フラ
イホイールの慣性量と減速度とが乗算される。1 #l[l The force calculator 32 includes a multiplier 34, and the inertia of the flywheel is multiplied by the deceleration.

フライホイールの慣性量はシャーシダイナモに固有の値
として既知であり、本実施例においては慣性量設定Ｍ３
６からインプットされて前記乗算器３４に供給されてい
る。The amount of inertia of the flywheel is known as a value specific to the chassis dynamo, and in this embodiment, the inertia amount setting M3
6 and is supplied to the multiplier 34.

また、減速度は一方の動力計１８の回転数から求められ
、動力５１１８の近傍に配置されたパルスピックアップ
３８の出力パルスを微分器４０によって微分して減速度
信号とし、これを乗算器３４に供給する。従って、乗算
器３４は設定器３６及び微分Ｐ！：４０の両出力を乗算
して全制動力値を求め、これを表示器４２に表示するこ
とができる。Further, the deceleration is determined from the rotation speed of one of the dynamometers 18, and the output pulse of the pulse pickup 38 placed near the power source 5118 is differentiated by a differentiator 40 to obtain a deceleration signal, which is sent to the multiplier 34. supply Therefore, the multiplier 34 is combined with the setter 36 and the differential P! :40 to obtain a total braking force value, which can be displayed on the display 42.

従って、検査者は両表示器３０．４２の表示値から左右
制動力差及び全制動力を正確に知ることができ、これら
をＩＩ刻しながらブレーキ鳴き等の精富な分析評価を行
うことが可能となる。Therefore, the inspector can accurately know the left and right braking force difference and the total braking force from the values displayed on both indicators 30 and 42, and can perform sophisticated analysis and evaluation of brake squeal and other issues while marking these values. It becomes possible.

らちるん、両表示値は計測データとしてコンビｌ−夕そ
の他に入力し、コンピュータ内部において分析を行うこ
とも可能である。It is also possible to enter both displayed values as measurement data into a combination unit or other device and perform analysis within the computer.

萌述したフライホイールの慣性量は既知の値として設定
２ｓ３６から演算器３２ヘインプツトされているが、本
発明において、フライホイール１°４゜１６の各々の入
り切りの状態を、図示していないが周知の、リミットス
イッチ等で検出しこれらの検出値を制動力演算器３２へ
供給することら可能である。The amount of inertia of the flywheel mentioned above is set as a known value and is input to the calculator 32 from 2s36, but in the present invention, the on/off state of each of the flywheels 1°4°16 can be determined by well-known methods, although not shown. It is possible to detect the brake force using a limit switch or the like and supply these detected values to the braking force calculator 32.

本発明のシャーシ゛ダイプモを用いて実際の計測を行う
場合、各表示値は装置の機械的な損失を含み、このよう
な損失を除去した補正を行うために、惰行法を用いるこ
とが有益である。すなわち、制動力差の測定においては
、シャーシダイナモの暖は完了後被検車両をローラ１０
．１２上にセットする前に惰行させ各々の速度における
機械的損失の左右差を求め、これを補正値として求める
ことによって機械的損失を除去した計１１ｆＱを得るこ
とが可能となる。When actual measurements are performed using the chassis dynamometer of the present invention, each displayed value includes mechanical losses of the device, and it is advantageous to use the coasting method to perform corrections that remove such losses. That is, in measuring the braking force difference, after the chassis dynamo has been warmed up, the test vehicle is moved to the roller 10.
．． 12, the left and right differences in mechanical loss at each speed are determined by coasting, and this is determined as a correction value, thereby making it possible to obtain a total of 11fQ with the mechanical loss removed.

また、全ｉｌｌ動力測定においても、予め惰行法により
各々の車速でのシャーシダイナモの摩隙損失を求め、こ
れによって全制動力の補正を行うことが好適である。Also, in the total power measurement, it is preferable to calculate the friction loss of the chassis dynamo at each vehicle speed in advance by the coasting method and correct the total braking force based on this.

本発明によれば、左右υ１動力差は両ローラ間に設けら
れた１個の軸トルク計で行われ、また全制動力の計測は
少なくとも一方側のフライホイール慣性量と減速度から
求められるので、動力計自体は一方のみに設け、他方を
これに相当するフライホイールで代替することも可能で
ある。According to the present invention, the left and right υ1 power difference is measured by one shaft torque meter installed between both rollers, and the total braking force is measured from the flywheel inertia and deceleration of at least one side. It is also possible to provide the dynamometer itself only on one side and replace the other with a corresponding flywheel.

［発明の効果１ 以上説明したように、本発明によれば、低制動力領域に
おいてもａｉｉＩ度で左右制動力差を求めることができ
、ブレーキ鳴き等の分析評価に極めて有用な計測値を与
えることができる。また、本発明によれば、軸トルク計
が１個となり、装置全体のコストを低減させる効果を有
し、また軸トルク計はローラ間に配置されるため、シャ
ーシダイナモのの全幅を短くし、設置スペースを短縮で
きる利点を有する。[Effect of the invention 1 As explained above, according to the present invention, it is possible to determine the difference in left and right braking force in degrees AIII even in a low braking force region, and provides extremely useful measurement values for analysis and evaluation of brake squeal, etc. be able to. Further, according to the present invention, there is only one shaft torque meter, which has the effect of reducing the cost of the entire device, and since the shaft torque meter is placed between the rollers, the total width of the chassis dynamo can be shortened. It has the advantage of shortening the installation space.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明に係るシャーシダイナモの好適な実施例
を示す概略構成図、 第２図は従来のシＶ−シダイナモを示ず概略構成図であ
る。 １０．１２　　・・・　ローラ １４．１６′・・・　フライホイール １８．２０　　・・・　動力計 ２６　・・・　軸トルク計 ３２　・・・　制動力演算器。 出願人　　トヨタ自動車株式会社 代理人　　弁理士　古田研二　［７−２３］（外１名）FIG. 1 is a schematic configuration diagram showing a preferred embodiment of a chassis dynamo according to the present invention, and FIG. 2 is a schematic configuration diagram not showing a conventional chassis dynamo. 10.12...Roller 14.16'...Flywheel 18.20...Dynamometer 26...Shaft torque meter 32...Braking force calculator. Applicant Toyota Motor Corporation Agent Patent Attorney Kenji Furuta [7-23] (1 other person)

Claims (1)

【特許請求の範囲】[Claims] （１）被検車両の左右車輪と対応して設けられた対のロ
ーラと、これ等各ローラにそれぞれ接続され車両重量と
等価の慣性量をシミュレートするフライホイールとフラ
イホイールに接続され動力計測を行う動力計とを含むシ
ャーシダイナモにおいて、少なくとも一方の動力計に接
続されてフライホイールの慣性量と減速度から両車輪の
全制動力を計測する制動力演算器と、前記一対のローラ
間に設けられ左右車輪の制動力差を直接計測できる軸ト
ルク計とを含み、低制動力状態での左右制動力の差を正
確に測定できることを特徴とするシャーシダイナモ。(1) A pair of rollers provided corresponding to the left and right wheels of the test vehicle, a flywheel that is connected to each of these rollers to simulate an amount of inertia equivalent to the vehicle weight, and a power measurement that is connected to the flywheel. A braking force calculator is connected to at least one of the dynamometers and measures the total braking force of both wheels from the inertia and deceleration of the flywheel; A chassis dynamo is characterized in that it includes a shaft torque meter that can directly measure the difference in braking force between the left and right wheels, and can accurately measure the difference in braking force between the left and right wheels in a low braking force state.
JP59175576A 1984-08-22 1984-08-22 Chassis dynamo Granted JPS6151538A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59175576A JPS6151538A (en) 1984-08-22 1984-08-22 Chassis dynamo

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59175576A JPS6151538A (en) 1984-08-22 1984-08-22 Chassis dynamo

Publications (2)

Publication Number Publication Date
JPS6151538A true JPS6151538A (en) 1986-03-14
JPH0214652B2 JPH0214652B2 (en) 1990-04-09

Family

ID=15998495

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59175576A Granted JPS6151538A (en) 1984-08-22 1984-08-22 Chassis dynamo

Country Status (1)

Country Link
JP (1) JPS6151538A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0221234A (en) * 1988-07-08 1990-01-24 Honda Motor Co Ltd Car testing apparatus
US4999142A (en) * 1988-06-07 1991-03-12 Matsushita Electric Industrial Co., Ltd. Method of molding a lens array

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4999142A (en) * 1988-06-07 1991-03-12 Matsushita Electric Industrial Co., Ltd. Method of molding a lens array
JPH0221234A (en) * 1988-07-08 1990-01-24 Honda Motor Co Ltd Car testing apparatus

Also Published As

Publication number Publication date
JPH0214652B2 (en) 1990-04-09

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