WO2017183071A1

WO2017183071A1 - Vehicle restraint device

Info

Publication number: WO2017183071A1
Application number: PCT/JP2016/062217
Authority: WO
Inventors: 利道高橋; 政生古澤
Original assignee: 株式会社明電舎
Priority date: 2016-04-18
Filing date: 2016-04-18
Publication date: 2017-10-26

Abstract

Provided is a vehicle restraint device for reliably and firmly restraining a vehicle such that: the behavior of the pitching motion of the vehicle is reproduced; and the rigidity of the portions where the vehicle and vehicle restraint jigs are connected is ensured. This vehicle restraint device 1 restrains a vehicle 3 mounted on the rollers 2 of a vehicle test device and comprises: a pair of vehicle restraint jigs 6, one end of each of which is connected to the vicinity of a corresponding one of the left and right rear ends 32 of the frame 31 of the vehicle 3 so as to be capable of pivoting, and the other ends of which are connected to left and right poles on a floor so as to be capable of pivoting; a pair of mounting members 13 mounted to the vicinities of the left and right rear ends 32; a connection shaft 14 for connecting the facing pair of mounting members 13; and connection jigs 15 to which the vehicle restraint jigs 6 are connected near the opposite ends of the connection shaft 14 so as to be capable of pivoting.

Description

Vehicle restraint device

The present invention relates to a vehicle restraint device for restraining a vehicle in a vehicle test device such as a chassis dynamometer for placing a vehicle on a roller and testing fuel consumption, exhaust gas, and the like.

As a vehicle restraint device, as shown in FIG. 27, a chain or wire rope 101 is used to connect one end side 101a of the wire rope 101 to the vehicle 102 and a pole 104 provided with the other end portion 101b on the floor surface 103. In other words, the tire 102a of the vehicle 102 is constrained on the roller 106 of the chassis dynamometer 105 (for example, Patent Documents 1 and 2).

Further, as shown in FIGS. 28A and 28B, a vehicle restraint device 112 is attached so as to be slidable along the rail 111, and a tip end portion of an arm portion 114 provided on an arm support portion 113 of the vehicle restraint device 112. An adapter 115 for connecting the vehicle body is provided in the vehicle, and a system for restraining the vehicle 116 by inserting the adapter 115 into an adapter insertion portion 118 provided in the chassis 117 of the vehicle 116 has been developed (for example, Patent Document 3). ).

Further, other conventional vehicle restraint devices are disclosed in Patent Documents 4 to 8.

The vehicle restraint device of Patent Document 4 includes an arm whose one end is connected to the rear end of the chassis of the vehicle from which the rear wheel has been removed, while the other end is rotatably connected to a support base on the floor surface. ing.

The vehicle restraint device of Patent Document 5 is a restraint device for steering a vehicle fixed to a test stand, and is a connecting rod having one end connected to a slide block and the other end connected to a front end of the vehicle. Is provided.

In the vehicle restraint devices of

Patent Documents

6 and 7, fixing means for the vehicle are arranged at corresponding positions at the four corners of the test vehicle. In addition, the vehicle restraint device of Patent Document 8 includes a vehicle stop bar that fixes the front and rear sides of the test vehicle, and a lateral presser that fixes the left and right sides of the vehicle.

Japanese Patent Laid-Open No. 10-307082 JP 2007-212154 A Japanese Patent Laying-Open No. 2011-033517 (see paragraphs [0002] to [0005] and FIGS. 6 and 7) Japanese Patent Laid-Open No. 58-162835 Japanese Patent Laid-Open No. 9-288047 JP 2008-286642 A Japanese Utility Model Publication No. 2-1188849 Japanese Utility Model Publication No. 1-166742 Japanese Utility Model Publication 4-28045

In vehicles that actually run on the road, the vertical load applied to each tire changes in response to acceleration and deceleration, whereas when a chassis dynamometer is used, the vertical load is used to constrain each degree of freedom of the vehicle. Is different from driving on the road.

The difference in vehicle pitching motion differs between the actual road driving and the chassis dynamometer, which affects the test results. The difference in the vertical load change adversely affects the vehicle performance test accuracy, so it is necessary to reproduce the behavior of the vehicle pitching motion.

When the chain or wire rope 101 shown in FIG. 27 is used, it is difficult to reproduce the behavior of the vehicle pitching motion because the tire 102a of the vehicle 102 is pressed against the roller 106 by the chain or wire rope 101.

On the other hand, in the vehicle restraint device of Patent Document 3, the adapter 115 for connecting the vehicle restraint device 112 slidably attached along the rail 111 is inserted into the adapter insertion portion 118 provided in the chassis 117 of the vehicle 116. Since the vehicle tire is not pressed against the roller by the chain or the wire rope 101 as in

Patent Documents

1 and 2, it is easy to reproduce the behavior of the vehicle pitching motion. While there is an advantage that there is, there are the following problems.
(1) The adapter insertion portion is generally provided on a side sill at the bottom of the vehicle, and is difficult to apply in a vehicle having no side sill. In a vehicle having no side sill, it is necessary to attach an attachment provided with an adapter insertion portion to the bottom of the vehicle.
(2) The adapter insertion portion is required to have high rigidity in terms of safety, but the side sill is not necessarily a high rigidity portion when viewed from the entire vehicle.
(3) The position of the side sill is not the vehicle center-of-gravity point position of the vehicle. Therefore, the position of the vehicle center-of-gravity point of the vehicle is not constrained.

Further, the vehicle restraint device of Patent Document 4 can easily reproduce the behavior of the vehicle pitching motion by connecting one end side of the arm to the rear end portion of the chassis from which the rear wheel is removed. However, if the vehicle behavior approximated to the road intended by the tester is to be reproduced, there may be a case where sufficient rigidity cannot be secured at the connection portion of the vehicle and the arm.

Since the vehicle restraint device of Patent Document 5 is a restraint device for testing steering of a vehicle fixed to a test bench, the vehicle behavior approximate to the road intended by the tester may not be reproduced.

In the vehicle restraint devices of Patent Documents 6 to 8, since the front and rear and the left and right sides of the test vehicle are almost completely fixed, the vehicle pitching movement tends to be suppressed more than necessary, so that the same as Patent Documents 1 to 3 described above. After all, the vehicle behavior approximated on the road intended by the tester may not be reproduced.

The present invention has been made to solve the above problems.

Therefore, the vehicle restraint device of the present invention is a vehicle restraint device for restraining a vehicle placed on a roller of a vehicle test device, and one end side of the vehicle restraint device is rotatably connected to the vicinity of the left and right rear end portions of the vehicle frame. On the other hand, a pair of vehicle restraining jigs whose other ends are rotatably connected to left and right poles on the floor, a pair of attachment members attached in the vicinity of the left and right rear ends, and the pair of opposing A connecting shaft for connecting the mounting member, and a connecting jig for rotatably connecting the vehicle restraining jig in the vicinity of both ends of the connecting shaft.

In one aspect of the vehicle restraint device, in the pair of attachment members, the connecting shaft is supported so as to be adjustable in a vehicle height direction of the vehicle.

One aspect of the vehicle restraining jig includes a first restraining jig whose one end is connected to the coupling jig, and one end that is pivotally coupled to the first restraining jig while the other end is the pole. A second restraining jig rotatably connected to the second restraining jig, the second restraining jig having a restraining force detector for detecting the restraining force of the restraining jig, and a rear end portion of the vehicle. It is supported by the support mechanism at the same height position.

One aspect of the support mechanism includes a jig receiving portion having a cushioning material that elastically contacts the outer peripheral surface of the second restraining jig, and a support column portion that rotatably supports the jig receiving portion in a horizontal direction or a vertical direction. With.

1 aspect of the said support | pillar part is installed in the floor surface so that position adjustment is possible either in a vehicle width direction, a vehicle length direction, or a vehicle height direction.

One aspect of the connecting jig is mounted in the vicinity of both ends of the connecting shaft, and the plurality of first restraining jigs connected to the plurality of connecting jigs rotate to the second restraining jig. It is connected freely.

The length of one aspect of the connecting shaft can be adjusted.

The length of one aspect of the vehicle restraining jig can be adjusted.

The one aspect of the pole is mounted on the floor so that the position of the pole can be adjusted in at least one of the vehicle width direction, the vehicle length direction, and the vehicle height direction.

One aspect of the vehicle restraint device further includes a lateral vibration suppression mechanism that suppresses lateral vibration of the vehicle that occurs when the vehicle test apparatus tests the vehicle.

One aspect of the lateral vibration suppression mechanism includes a cushioning material that elastically contacts the vehicle body, a support member that supports the cushioning material in an adjustable manner in the width direction of the vehicle, and a column portion to which the support member is attached. Is provided.

One aspect of the vehicle restraint device further includes a bend absorbing mechanism that absorbs the bend of the vehicle restraint jig that occurs during a vehicle test by the vehicle test device.

One aspect of the bending absorbing mechanism is a jig receiving portion having a cushioning material that elastically contacts the vehicle restraining jig that has caused bending in the gravitational direction, and the jig receiving portion can be rotated in a horizontal direction or a vertical direction. A supporting column.

One aspect of the vehicle restraint device further includes a vibration attenuating device that is detachably attached to the vehicle restraint jig and damps vibration of the vehicle restraint jig that occurs when the vehicle test apparatus tests the vehicle.

One aspect of the vibration damping device includes an attachment member that is detachably attached to the vehicle restraining jig, an elastic member that is detachably connected to an outer surface of a lower end portion of the attachment member, and one end of the elastic member. A length-adjustable shaft portion connected detachably and a weight-adjustable weight portion detachably connected to the other end of the shaft portion are provided.

The one aspect of the vehicle restraint device further includes a connection mechanism for connecting the other end of the vehicle restraint jig to the pole so that the vehicle restraint jig can perform yawing motion.

One aspect of the coupling mechanism includes a shaft portion that is inserted into a bracket portion provided on the pole and supported by a pair of bracket portions provided on the other end side of the vehicle restraining jig, and the shaft portion. And a spherical sliding bearing fitted to the bracket portion of the pole.

One aspect of the coupling mechanism includes a shaft portion that is inserted into a bracket portion provided on the other end side of the vehicle restraining jig and supported by a pair of bracket portions provided on the pole, and the shaft portion. And a spherical sliding bearing fitted to the bracket portion of the vehicle restraining jig.

One aspect of the coupling mechanism includes a shaft portion that is inserted into a bracket portion provided on the pole and supported by a pair of bracket portions provided on the other end side of the vehicle restraining jig, and the shaft portion. And a bearing having an elastic member fitted to the bracket portion of the pole.

One aspect of the coupling mechanism includes a shaft portion that is inserted into a bracket portion provided on the other end side of the vehicle restraining jig and supported by a pair of bracket portions provided on the pole, and the shaft portion. And a bearing having an elastic member fitted to the bracket portion of the vehicle restraining jig.

In one aspect of the vehicle restraint device, an intermediate member is attached to a portion of the shaft portion between the bracket portion of the pole and the bracket portion of the vehicle restraint jig.

One aspect of the connecting jig includes spherical sliding bearings mounted near both ends of the connecting shaft.

One aspect of the vehicle restraining jig includes a connecting jig that is pivotally attached to one end side of the second restraining jig via a rotation shaft and connected to the other end side of the first restraining jig. The connecting jig is further provided with a spherical sliding bearing mounted on the rotating shaft.

One aspect of the spherical sliding bearing includes an elastic member.

According to the present invention as described above, while reproducing the behavior of the vehicle pitching motion, it is possible to secure the rigidity at the connection portion between the vehicle and the vehicle restraining jig and restrain the vehicle securely and firmly.

(A) is the perspective view which showed an example of the flame | frame of a test vehicle, (B) is a schematic side view which shows the vehicle restraint apparatus of 1st Embodiment of this invention with which the test vehicle was provided. (A) is a schematic plan view of the vehicle restraint apparatus of 1st Embodiment, (B) is a schematic rear view of the same apparatus. (A) is a schematic rear view which shows the one aspect | mode of the attachment member of the link mechanism in 1st Embodiment, (B) is a schematic plan view of the aspect. (A) is a schematic rear view which shows the other aspect of an attachment member, (B) is a schematic plan view of the same aspect. (A) is a schematic rear view which shows the other aspect (left side) of an attachment member, (B) is a schematic rear view of the same aspect (right side), (C) is a schematic side view of the same aspect. (A) is a schematic rear view which shows the other aspect (left side) of an attachment member, (B) is a schematic rear view of the same aspect (right side), (C) is a schematic side view of the same aspect. (A) is the perspective view which showed an example of the flame | frame of a test vehicle, (B) is a schematic side view which shows the vehicle restraint apparatus of 2nd Embodiment of this invention with which the test vehicle was provided. (A) is a schematic plan view of the vehicle restraint apparatus of 2nd Embodiment, (B) is a schematic rear view of the same apparatus. (A) is a schematic side view of the vehicle restraint apparatus of 3rd Embodiment of this invention with which the test vehicle was provided, (B) is a schematic plan view of the apparatus. (A) is a schematic side view of the support mechanism of the restraining jig in 3rd Embodiment, (B) is a schematic longitudinal cross-sectional view of the support mechanism. (A) is a schematic side view of the vehicle restraint apparatus of 4th Embodiment of this invention with which the test vehicle was provided, (B) is a schematic plan view of the apparatus. (A) is a schematic side view of the vehicle restraint apparatus of 5th Embodiment of this invention with which the test vehicle was provided, (B) is a schematic plan view of the apparatus. (A) is a schematic side view of the vehicle restraint apparatus of 6th Embodiment of this invention with which the test vehicle was provided, (B) is a schematic plan view of the apparatus. The schematic rear view of the vehicle restraint apparatus of 6th Embodiment. (A) is a schematic side view of the bending absorption mechanism in 7th Embodiment, (b) is a longitudinal cross-sectional view of the mechanism. (A) is a schematic side view of the bending absorption mechanism in 7th Embodiment, (b) is a longitudinal cross-sectional view of the mechanism. Explanatory drawing of the attachment state of the bending absorption mechanism and vibration damping device to the vehicle restraint jig | tool in 7th Embodiment. (A) (B) is a schematic side view of a vibration damping device. (A) is a schematic side view of the lateral vibration suppression mechanism of the vehicle in the vehicle restraint device of 8th Embodiment of this invention with which the test vehicle was provided, (B) is a schematic plan view of the suppression mechanism. The schematic back view of the horizontal shake suppression mechanism of 8th Embodiment. (A) is a schematic plan view of the 2nd link mechanism in 9th Embodiment, (B) is a schematic side view of the mechanism. (A) is a schematic plan view which shows the other aspect of the 2nd link mechanism in 9th Embodiment, (B) is a schematic side view of the same aspect. (A) is a schematic plan view of the 2nd link mechanism in 10th Embodiment, (B) is a schematic side view of the mechanism. (A) is a schematic plan view which shows the other aspect of the 2nd link mechanism in 10th Embodiment, (B) is a schematic side view of the same aspect. (A) is a perspective view of the bearing in 10th Embodiment, (B) is sectional drawing of a coaxial bearing. The perspective view which shows the other aspect of the spherical sliding bearing in 10th Embodiment. Explanatory drawing of a prior art example. (A) is a perspective view of another conventional example, (B) is a cross-sectional view of an adapter and an adapter insertion portion of a vehicle restraint device.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
The vehicle restraint device 1 shown in FIGS. 1 and 2 is a vehicle restraint device that restrains a vehicle 3 in which a tire 34 is mounted on a roller 2 of a chassis dynamometer (vehicle test device). In the vicinity of the left and right rear ends 32 (in the vicinity of the rear end), the first link mechanism 11 is rotatably connected, while the other end is connected to the left and right poles 5 on the floor surface 4 via the second link mechanism 12. And a pair of vehicle restraining jigs 6 that are rotatably connected.

The vehicle restraining jigs 6 and 6 are formed of a material having a tensile strength and a compressive strength necessary for restraining the vehicle 3 from moving back and forth, such as a plate material and a steel pipe material, using a material having excellent mechanical strength such as a steel plate. ing. Further, the

vehicle restraining jigs

6 and 6 are provided with a length adjusting mechanism 7 such as a turnbuckle capable of adjusting the length according to the vehicle length of the vehicle 3 on one end side.

The first link mechanism 11 includes a pair of attachment members 13 attached in the vicinity of the left and right rear ends 32 of the vehicle 3, a connection shaft 14 that connects the pair of opposite attachment members 13, and a vehicle near both ends of the connection shaft 14. And a connecting jig 15 that rotatably connects the restraining jig 6 in all rear directions of the vehicle 3.

As with the vehicle restraining jig 6, the connecting shaft 14 is provided with the length adjusting mechanism 7 so that the length can be adjusted in accordance with the vehicle width of the vehicle 3. On the other hand, as the connecting jig 15, one having a pillow ball mounted near one end of the connecting shaft 14 is applied.

Specific examples of the attachment member 13 are illustrated in FIGS.

The attachment member 13 shown in FIG. 3 includes a pedestal portion 21 that is connected and fixed to the rear end 32 or the vicinity of the frame 31, an attachment main body portion 22 that protrudes from the pedestal portion 21 to the rear of the vehicle 3, and A pair of shaft support portions 23 that are disposed on both side surfaces of 22 and horizontally support the vicinity of both ends of the connecting shaft 14 are integrally provided.

As shown in FIG. 3 (B), the pedestal portion 21 is moved to the rear end 32 or the vicinity thereof by a fixing tool 20 screwed into a fixing hole 35 for fixing the rear panel (not shown) of the vehicle 3 to the rear end 32 or the vicinity thereof. Fixed. Since the pedestal portion 21 only needs to be connected and fixed to the rear end 32 or the vicinity thereof, the shape of the pedestal portion 21 and the number of fixtures 20 are not particularly limited to the illustrated shape and number.

The mounting member 13 shown in FIG. 4 has the same configuration as the mounting member 13 in FIG. 3 except that the shaft support portion 23 is disposed on the side surface of the mounting main body portion 22 that is opposed between the vicinity of the left and right rear ends 32. ing.

Further, as shown in FIG. 5, if the attachment member 13 is provided with an auxiliary support portion 24 integrally supporting the attachment main body portion 22 from below, integrally with the attachment main body portion 22, The one link mechanism 11 can be connected more stably and firmly. The main body portion 25 of the auxiliary support portion 24 is fixed by a fixture 20 that is screwed to the lower surface portion of the rear frame 33 in the vicinity of the rear end 32.

Further, as shown in FIG. 6, when the attachment member 13 is provided with the auxiliary attachment portions 26 integrally with the main body portion 25 on both side surfaces of the main body portion 25 of the auxiliary support portion 24, The one link mechanism 11 can be connected more stably and firmly. The auxiliary mounting portion 26 is fixed by a fixing tool 20 screwed to both side surface portions of the rear frame 33.

As shown in FIGS. 1 and 2, the second link mechanism 12 includes a rotation shaft 16 fitted to the other end of the vehicle restraining jig 6 and a rotation shaft 16 attached to the pole 5. The bearing member 17 is provided. The pole 10 is installed on the pedestal portion 50 on the floor surface 4 so that the position of the pole 10 can be adjusted in at least one of the vehicle width direction, the vehicle length direction, and the vehicle height direction of the vehicle 3.

The first link mechanism 11 is mounted in the vicinity of the left and right rear ends 32 of the vehicle 3 so that the connecting shaft 14 is horizontally disposed at a position close to the height in the vicinity of the rear end 32 as shown in FIGS. The The rotating shaft 16 of the second link mechanism 12 is also attached to the pole 10 so as to be positioned at substantially the same height as the vicinity of the rear end 32.

Next, an example of use of the vehicle restraint device 1 of the present embodiment will be described with reference to FIGS.

First, the rear frame of the vehicle 3 is removed, and the vicinity of the left and right rear ends 32 of the frame 31 is exposed. Next, the attachment member 13 of the first link mechanism 11 to which the connection shaft 14 to which the connection jig 15 is attached is attached in advance is fixed near the rear end 32 by the fixture 20.

Next, one end of the vehicle restraining jig 6 is connected to the connecting jig 15 of the first link mechanism 11 fixed in the vicinity of the left and right rear ends 32. The vehicle restraining jig 6 connected to the connecting jig 15 is rotatable in all directions on the outer rear side of the vehicle 3. Next, the length of the vehicle restraining jig 6 is adjusted by the length adjusting mechanism 7. Next, the other end side of the vehicle restraining jig 6 is rotatably coupled to the pole 5 via the second link mechanism 12 at a position substantially the same as the vicinity of the rear end 32. And the height of the pole 5, the arrangement | positioning of the front-back direction or the width direction of the vehicle 3, and the connection direction with respect to the vehicle restraint jig 6 are adjusted suitably. As described above, after the vehicle 3 is restrained, various tests of the vehicle 3 are performed by rotating the roller 2 of the chassis dynamometer.

From the above, according to the vehicle restraint device 1 of the present embodiment, one end of the vehicle restraining jig 6 is rotatably connected to the vicinity of the rear end 32, while the other end of the vehicle restraining jig 6 is connected to the vicinity of the rear end 32. The vehicle 3 is restrained by a position having substantially the same height. As a result, the vehicle 3 is restrained from the longitudinal movement of the vehicle (translation), but the vehicle (rotation) pitching motion and the vehicle (translation) vertical motion are free, and the vehicle behavior in which the vertical load approximates the road can be realized. Further, since the vertical load applied to the tire 34 of the vehicle 3 can be matched with the traveling state including the acceleration / deceleration state, it becomes possible to perform the test including the fuel consumption by the mode operation, the vehicle behavior of the exhaust gas test and the vehicle performance test. .

Further, by connecting one end side of the vehicle restraining jig 6 in the vicinity of the left and right rear ends 32 having relatively high rigidity among the elements of the frame 31 of the vehicle 3, while reproducing the behavior of the pitching motion of the vehicle 3, The vehicle 3 can be restrained reliably and firmly. In particular, operation is possible with the doors and windows closed. Further, since it is not necessary to modify the interior of the vehicle 3, noise outside the vehicle 3 adversely affects the measurement even when measuring the noise in the vehicle 3 with the doors and windows closed. Disappear.

Further, the attachment members 13 of the left and right first link mechanisms 11 are connected by a connecting shaft 14, and the vehicle restraining jig 6 is connected to both ends of the connecting shaft 14 via a connecting jig 15. Therefore, the load factor of the moment (torque) of the vehicle restraining jig 6 with respect to the connecting shaft 14 is reduced. Therefore, the deformation of the connecting shaft 14 and the accompanying deformation and breakage of the attachment member 13 can be prevented. Furthermore, since the vehicle restraining jig 6 can be rotated in all rear directions of the vehicle 3 by the connecting jig 15 in the vicinity of both ends of the connecting shaft 14, the vehicle restraining jig 6 is disposed in the vicinity of the rear end 32 of the vehicle 3. Can be connected at any angle.

Further, since the length of the connecting shaft 14 can be adjusted by the length adjusting mechanism 7, the length can be arbitrarily adjusted according to the vehicle width size of the vehicle 3. Furthermore, since the length of the vehicle restraining jig 6 can be adjusted by the length adjusting mechanism 7, the length can be arbitrarily adjusted according to the vehicle length of the vehicle 3.

The position of the pole 10 can be adjusted on at least one of the vehicle width direction, the vehicle length direction, and the vehicle height direction of the vehicle 3 on the floor surface 4. The other end of the tool 6 can be adjusted to a position substantially the same as the vicinity of the rear end 32.

[Second Embodiment]
The vehicle restraint device 1 of the second embodiment shown in FIGS. 7 and 8 is the vehicle of the first embodiment except that the first link mechanism 11 includes a pair of attachment members 40 instead of the pair of attachment members 13. This is the same mode as the restraining device 1.

The attachment member 40 includes a pedestal portion 41 that is connected and fixed near the rear end 32 of the frame 31 by the fixture 20 (FIG. 3), an attachment main body portion 42 that protrudes rearward from the pedestal portion 41, and the attachment main body portion. A shaft support portion 43 having a U-shaped cross section that is disposed on the rear side surface portion of 42 and horizontally supports the vicinity of both ends of the connecting shaft 14 and a vertical support portion 44 that vertically supports the shaft support portion 43 are integrally formed. Be prepared.

5 and 6, the auxiliary support portion 24 that supports the attachment main body portion 42 and the shaft support portion 43 in an auxiliary manner is provided integrally with the attachment main body portion 42 and the shaft support portion 43, thereby rear end. The first link mechanism 11 is more stably and firmly connected to the vicinity of 32.

The shaft support portion 43 is formed such that the vehicle height direction length is longer than the vehicle height direction length of the shaft support portion 23 of the first embodiment. In the shaft support portion 43, a plurality of bearing holes (not shown) in which the portions near both ends of the connecting shaft 14 are selectively fitted horizontally are arranged and formed in the vehicle height direction. The installation height can be adjusted in the vehicle height direction.

Further, the left and right shaft support portions 43 respectively disposed in the vicinity of the left and right rear ends 32 are connected and reinforced by a reinforcing jig 45 disposed horizontally. The reinforcing jig 45 also has a length adjusting mechanism 7 so that the length can be arbitrarily adjusted.

The attachment member 40 of the first link mechanism 11 is fixed to the vicinity of the left and right rear ends 32 of the frame 31 exposed by removing the rear frame of the vehicle 3 by the fixture 20. In the mounting member 40, the vicinity of both ends of the connecting shaft 14 to which the connecting jig 15 is mounted is previously fitted and supported in a shaft hole at a predetermined height position. Next, one end of the vehicle restraining jig 6 is connected to the connecting jig 15 of the first link mechanism 11 fixed in the vicinity of the left and right rear ends 32. Next, the length of the vehicle restraining jig 6 is adjusted by the length adjusting mechanism 7. Next, the other end side of the vehicle restraining jig 6 is rotatably coupled to the pole 5 via the second link mechanism 12 at a position substantially the same height as the connecting shaft 14. And the height of the pole 5, the arrangement | positioning of the front-back direction or the width direction of the vehicle 3, and the connection direction with respect to the vehicle restraint jig 6 are adjusted suitably. After the vehicle 3 is restrained as described above, various tests of the vehicle 3 are performed by rotating the roller 2 of the chassis dynamometer.

In the vehicle restraint device 1 of the present embodiment, since the arrangement of the connecting shaft 14 can be adjusted in the vehicle height direction of the vehicle 3 in the first link mechanism 11, in addition to the effects of the vehicle restraint device 1 of the first embodiment, The position of one end of the vehicle restraining jig 6 can be arbitrarily adjusted so as to be substantially the same height as the vehicle center-of-gravity point position 30. Therefore, when driving in a steady state such as a constant speed or a moderate acceleration / deceleration close to a constant speed, the feasibility of vehicle behavior in which the vertical load approximates on the road increases.

[Third Embodiment]
In the vehicle restraint device 1 of the third embodiment shown in FIGS. 9 and 10, the vehicle restraint jig 6 includes a first restraint jig 6a and a second restraint jig 6b, and the restraint force detector 8, Except for the provision of the support mechanism 9, the vehicle restraint device 1 is the same as that of the first embodiment.

The vehicle restraining jig 6 has one end side connected to the connecting jig 15 of the first link mechanism 11 and one end side rotatably connected to the first restraining jig 6a. The end side includes a second restraining jig 6b that is rotatably connected to the pole 5 via the second link mechanism 12.

The other end side of the first restraining jig 6a is connected to a connecting jig 15 pivotally attached to one end side of the second restraining jig 6b via a rotating shaft 16. The length of the first restraining jig 6 a can be adjusted by providing the length adjusting mechanism 7.

On the other hand, the other end side of the second restraining jig 6 b is pivotally attached to a bearing member 17 attached to the pole 5 via a rotating shaft 16. The second restraining jig 6b includes a restraining force detector 8 that detects the restraining force of the second restraining jig 6b. Further, the second restraining jig 6 b is supported by the support mechanism 9 at the same height as the vicinity of the rear end 32 of the vehicle 3.

As shown in FIG. 10, the support mechanism 9 includes a jig receiving portion 91 having a cushioning material 90 that elastically contacts the outer peripheral surface of the second restraining jig 6b, and the jig receiving portion 91 in the horizontal direction or the vertical direction. And a column portion 92 that is rotatably supported.

The jig receiving portion 91 has a mode in which a cushioning material 90 is provided on the inner surface of a rectangular cylindrical or cylindrical member, and, for example, an upper half portion and a lower half portion so that the second restraining jig 6b can be introduced. Can be separated. As the buffer material 90, a thick plate made of a known elastic member exemplified by polyethylene or the like is applied.

The support column 92 is erected on a pedestal portion 93 installed on the floor surface 4 so that the position of the vehicle 3 can be adjusted in any of the vehicle width direction, the vehicle length direction, and the vehicle height direction.

An example of use of the vehicle restraint device 1 of the present embodiment will be described with reference to FIG.

One end of the first restraining jig 6 a is connected to the connecting jig 15 of the first link mechanism 11 fixed in the vicinity of the left and right rear ends 32 of the vehicle 3. Next, the length of the first restraining jig 6 a is adjusted by the length adjusting mechanism 7. In addition, the rotary shaft 16 is connected to one end of the second restraining jig 6b that is connected to the pole 5 through the second link mechanism 12 and supported by the support mechanism 9 at a position substantially the same as the vicinity of the rear end 32 in advance. The connecting jig 15 is pivotally attached via the via. The other end side of the first restraining jig 6a is connected to the connecting jig 15. Then, by adjusting the arrangement of the pole 5 in the front-rear direction or the width direction of the vehicle 3, the connection direction of the pole 5 with respect to the vehicle restraining jig 6 is adjusted as appropriate. After the vehicle 3 is restrained as described above, various tests of the vehicle 3 are performed by rotating the roller 2 of the chassis dynamometer.

According to the vehicle restraint device 1 of the present embodiment described above, the restraint force detector 8 is provided in the vehicle restraint jig 6 so that the restraint force of the vehicle 3 can be detected. Therefore, the vehicle restraint device 1 of the first embodiment. In addition to the above effects, the characteristics on the vehicle spring can be measured and analyzed.

In particular, even if the vehicle restraining jig 6 vibrates in the direction of gravity due to the vehicle (rotation) pitching motion and the vehicle (translation) vertical motion of the vehicle 3, the impact of the vehicle restraining jig 6 due to this vibration is suppressed by the support mechanism 9. Since it is reliably absorbed by the buffer material 90 of the receiving part 91, the influence of the restraining force of the restraining force detector 8 on the measurement signal due to the vibration can be reduced. Moreover, the damage by the buckling phenomenon of the 2nd restraining jig 6b can be prevented more effectively.

Further, since the position of the support column 92 of the support mechanism 9 can be adjusted in any of the vehicle width direction, the vehicle length direction, and the vehicle height direction, a jig can be used according to the vehicle width, vehicle length, and vehicle height of the vehicle 3. Arrangement of the receiving part 91 can be set arbitrarily.

The second restraining jig 6b may be provided with a vibration damping device 89 that attenuates the natural vibration of the second restraining jig 6b. As the vibration damping device 89, a well-known vibration damping device attached non-coaxially with respect to the second restraining jig 6b can be used. The vibration damping device 89 includes, for example, an attachment member that is detachably attached to the second restraining jig 6b, an elastic member exemplified by a rubber and a spring that is detachably connected to the member, and a member that is detachably attached to the member. A weight-adjusting weight is connected. According to the above aspect, since the natural vibration of the second restraining jig 6b generated during the test of the vehicle 3 is attenuated by the vibration damping device 89, the restraining force detector 8 reduces the influence of the vehicle restraining jig 82. It is possible to detect the measurement signal of the binding force.

Further, instead of the vibration damping device 89 described above, the vibration damping device 89 shown in FIG. 18A may be applied. The vibration damping device 89 includes an attachment member 891 that is detachably attached to the second restraining jig 6b, an elastic member 892 that is detachably connected to the outer surface of the lower end portion 891c of the attachment member 891, and the elastic member 892. A length-adjustable shaft portion 893 having one end detachably connected thereto, and a weight-adjustable weight portion 894 detachably connected to the other end of the shaft portion 893.

The attachment member 891 has an upper end 891a that is detachably attached to the second restraining jig 6b, a main body 891b that is detachably connected to the upper end 891a, and a lower end that is detachably connected to the main body 891b. Part 891c.

The main body 891b is swinging (rotatable in all directions) around the upper end 891a (attachment position with respect to the second restraining jig 6b). In order to enable the omnidirectional rotation, for example, an upper end 891a having a pillow ball at the upper end is applied.

Since the main body 891b is detachable from the upper end 891a, the main body 891b having a different length may be arbitrarily selected. If the main body 891b is provided with a length adjusting mechanism (for example, the above-described length adjusting mechanism 7) that adjusts the length L of the main body 891b, the main body 891b need not be replaced.

The lower end 891c is rotatable in the horizontal direction. The lower end 891c can be freely rotated in the horizontal direction when, for example, an internal thread portion that is screwed with the lower end of the main body 891b is applied.

As the elastic member 892, for example, an elastic member such as an elastic synthetic rubber or a coil spring that is applied to a known vibration damping damper is applied. As the shaft portion 893, for example, a length-adjustable screw shaft screwed to the elastic member 892 is applied. As the weight part 894, for example, a well-divided and well-known weight screwed to the shaft part 893 is appropriately applied.

Since the above vibration damping device 89 can be detachably mounted non-coaxially apart from the second restraining jig 6b, both ends of the second restraining jig 6b are fixed and the natural frequency is fixed. It can be easily attached to a rod-shaped member that is difficult to adjust. Moreover, since the weight of the weight portion 894 can be adjusted even after the attachment, the natural vibration frequency and the damping rate of the second restraining jig 6b can be easily adjusted.

In particular, in the vibration damping device 89, the attachment member 891 has an upper end portion 891a with respect to the second restraining jig 6b, a main body portion 891b with respect to the upper end portion 891a, and a lower end portion 891c with respect to the main body portion 891b. The elastic member 892 is detachable from the lower end portion 891c, the shaft portion 893 is detachable from the elastic member 892, and the weight portion 894 is detachable from the shaft portion 893. Accordingly, the mounting position of the upper end 891a with respect to the second restraining jig 6b, the length of the main body 891b, the shaft 893, the elastic member 892, the elastic force of the elastic member 892, and the weight of the weight 894 can be arbitrarily set individually. It becomes. Therefore, the adjustment corresponding to the natural vibration frequency of the second restraining jig 6b can be flexibly performed. And the effect of the said adjustment increases further by making the lower end part 891c rotatable in the horizontal direction.

As shown in FIG. 18B, an elastic member 892 is additionally detachably connected to the outer surface of the lower end portion 891c of the mounting member 891 so as to face the existing elastic member 892, and this elastic member 892 is also connected. The shaft portion 893 is detachably connected to the shaft portion 893, and the weight portion 894 is detachably connected to the shaft portion 893. According to this aspect, the adjustment range of the natural vibration frequency and the damping rate of the second restraining jig 6b is further expanded.

[Fourth Embodiment]
The vehicle restraint device 1 of the fourth embodiment shown in FIG. 11 is the vehicle restraint device of the third embodiment except that the first link mechanism 11 includes a pair of attachment members 40 instead of the pair of attachment members 13. 1 is the same mode.

Since the arrangement of the connecting shaft 14 can be adjusted in the vehicle height direction of the vehicle 3 as in the vehicle restriction device 1 of the second embodiment, the vehicle restriction device 1 of the present embodiment is connected to one end of the vehicle restriction jig 6. It can be restrained in the vicinity of the same height as the center of gravity point position 30. Therefore, according to the vehicle restraint device 1 of the present embodiment, in addition to the effects of the vehicle restraint device 1 of the third embodiment, when driving in a steady state such as a constant speed or a moderate acceleration / deceleration close to a constant speed. The feasibility of the vehicle behavior in which the vertical load approximates to the road can be enhanced.

[Fifth Embodiment]
The vehicle restraint device 1 of the fifth embodiment shown in FIG. 12 is the same as the vehicle restraint device 1 of the third embodiment except that the vehicle restraint jig 6 includes a plurality of first restraint jigs 6a. ing.

That is, a plurality of connecting jigs 15 are mounted near the both ends of the connecting shaft 14 that is horizontally arranged in the first link mechanism 11 (two in the illustrated example). A plurality of (two in the same embodiment) first restraining jigs 6a respectively connected to the plurality of connecting jigs 15 are attached to the second restraining jig 6b via the rotation shaft 16. Each is connected to a connecting jig 15. In addition, a detachment preventing member such as a lock nut is mounted in the vicinity of both ends of the connecting shaft 14 and the rotating shaft 16 to prevent the connecting jig 15 from being detached from the connecting shaft 14 and the rotating shaft 16. It has been.

One end of the first restraining jig 6a is connected to each connecting jig 15 of the first link mechanism 11 fixed in the vicinity of the left and right rear ends 32. The length of each first restraining jig 6 a is adjusted by the length adjusting mechanism 7. In addition, a rotation that is connected to the pole 5 via the second link mechanism 12 in advance and is loosened at one end of the second restraining jig 6b supported by the support mechanism 9 at a position substantially the same as the vicinity of the rear end 32 is provided. A connecting jig 15 is mounted in the vicinity of both ends of the moving shaft 16. In the vicinity of both ends of the rotating shaft 16, the detachment preventing member is mounted. Next, the other end side of the first restraining jig 6 a is connected to each of the connecting jigs 15 connected near both ends of the rotating shaft 16. Then, by adjusting the arrangement of the pole 5 in the front-rear direction or the width direction of the vehicle 3, the connection direction of the pole 5 with respect to the vehicle restraining jig 6 is adjusted as appropriate. After the vehicle 3 is restrained as described above, various tests of the vehicle 3 are performed by rotating the roller 2 of the chassis dynamometer.

According to the vehicle restraint device 1 of the present embodiment, the plurality of first restraining jigs 6a are rotatably connected to the single second restraining jig 6b in a state where they are arranged in parallel. In addition to the effects of the vehicle restraint device 1 of the embodiment, the rigidity of the vehicle restraint jig 6 is increased. Therefore, various vehicle behaviors approximate to the road intended by the tester can be realized.

[Sixth Embodiment]
The vehicle restraint device 1 of the sixth embodiment shown in FIGS. 13 and 14 is the vehicle of the fifth embodiment except that the first link mechanism 11 includes a pair of attachment members 40 instead of the pair of attachment members 13. This is the same mode as the restraining device 1. Also in the present embodiment, a detachment preventing member such as a lock nut is attached in the vicinity of both ends of the connecting shaft 14 and the rotating shaft 16 so that the connecting jig from the connecting shaft 14 and the rotating shaft 16 is attached. 15 is prevented from being detached.

Since the arrangement of the connecting shaft 14 can be adjusted in the vehicle height direction of the vehicle 3 as in the vehicle restriction device 1 of the second embodiment, the vehicle restriction device 1 of the present embodiment is connected to one end of the vehicle restriction jig 6. It can be restrained in the vicinity of the same height as the center of gravity point position 30. Therefore, according to the vehicle restraint device 1 of the present embodiment, in addition to the effects of the vehicle restraint device 1 of the fifth embodiment, when driving in a steady state such as a constant speed or a moderate acceleration / deceleration close to a constant speed. The feasibility of the vehicle behavior in which the vertical load approximates to the road can be enhanced.

[Seventh Embodiment]
15 and 16 show a seventh embodiment. In the first and second embodiments, the vehicle restraint device 1 according to the present embodiment includes a deflection absorbing mechanism 70 that absorbs the deflection of the vehicle restraint jig 6 that occurs during a vehicle test of the vehicle 3 using a chassis dynamometer.

A bending absorbing mechanism 70 shown in FIG. 15 includes a jig receiving portion 701 having a buffer material 700 that elastically contacts a vehicle restraining jig that has been bent in the direction of gravity during the test, and the jig receiving portion 701 horizontally. And a support column part 702 that is rotatably supported in a direction or a vertical direction. As the cushioning material 700, a thick plate made of a known elastic member exemplified by polyethylene or the like is applied.

The support column 702 is erected on a pedestal 703 installed on the floor 4 so that the position of the vehicle 3 can be adjusted in any of the vehicle width direction, the vehicle length direction, and the vehicle height direction.

According to the above embodiment, in addition to the effects of the first and second embodiments, the vehicle restraining jig that bends in the direction of gravity when testing the vehicle 3 using the chassis dynamometer due to the arrangement of the bending absorbing mechanism 70. The shock of 6 can be absorbed by the cushioning material 700.

For example, even if the vehicle 3 is suddenly decelerated due to a brake operation test or the like and the vehicle restraining jig 6 is bent, the bending is absorbed by the cushioning material 700 on the jig receiving portion 701. The influence of the restraining force of the device 8 on the measurement signal can be reduced. Further, the vehicle restraining jig 6 can be prevented from being damaged due to the buckling phenomenon.

In particular, the jig receiving portion 701 is disposed under the vehicle restraining jig 6 (in the direction of gravity) and can be rotated in the horizontal direction or the vertical direction, so that the vehicle restraining jig 6 is bent from any direction. The bending can be absorbed correspondingly.

Also, as shown in FIG. 16, the jig receiving portion 701 may be provided with a pair of receiving portions 704 having a cushioning material 700 that elastically contacts the vehicle restraining jig that has been bent in the horizontal direction. According to this aspect, the impact of the vehicle restraining jig 6 that is bent in the gravity direction and the vehicle width direction is reliably absorbed by the cushioning material 700 of the pair of receiving portions 704, and the influence of the vehicle restraining jig 6 is further enhanced. A measurement signal of the reduced binding force can be detected. Moreover, the damage by the buckling phenomenon of the vehicle restraint jig 6 can be prevented more effectively.

Note that, as shown in FIG. 17, also in the present embodiment, the vibration damping device 89 may be detachably attached to the vehicle restraining jig 6 as in the third embodiment. According to this aspect, since the natural vibration of the vehicle restraining jig 6 that occurs during the test of the vehicle 3 is attenuated by the vibration damping device 89, the restraining force that further reduces the influence of the vehicle restraining jig 6 that occurs during the test of the vehicle 3 This measurement signal can be detected by the binding force detector 8.

[Eighth Embodiment]
19 and 20 show an eighth embodiment. The vehicle restraint device 1 of the present embodiment further includes a lateral vibration suppression mechanism 61 that suppresses lateral vibration of the vehicle 3 that occurs during a test of the vehicle 3 using a chassis dynamometer in any aspect of the first to seventh embodiments.

The lateral shake suppression mechanism 61 is arranged in a pair of left and right at the front wheel side and rear wheel side positions of the vehicle 3. The lateral vibration suppression mechanism 61 includes a cushioning material 62 that elastically contacts the main body of the vehicle 3, a support member 63 that supports the cushioning material 62 so that an arrangement position of the cushioning material 62 can be adjusted in the width direction of the vehicle 3, and this support And a column portion 64 to which the member 63 is attached.

The cushioning material 62 is filled with a sponge or an air ball. Similar to the vehicle restraining jig 6, the support member 63 and the support column portion 64 have a tensile strength necessary for restraining the lateral force of the vehicle 3 such as a plate material or a steel pipe material using a material having excellent mechanical strength such as a steel plate. Made of material with compressive strength.

The support member 63 is horizontally supported by a horizontal support member 65 fixed to the column portion 64 as shown in FIG. On the other hand, the column portion 64 is erected by a standing support member 66 so that the position of the column portion 64 can be adjusted in any of the vehicle width direction, the vehicle length direction, and the vehicle height direction of the vehicle 3 at a pedestal portion 67 arranged and fixed on the floor surface 4. It is supported.

According to the vehicle restraint device 1 of the present embodiment described above, since the lateral shake suppression mechanism 61 is arranged, in addition to the effects of the first to seventh embodiments, a vehicle that is generated when the vehicle 3 is tested by the chassis dynamometer. 3 lateral vibration (lateral force) can be suppressed. Thereby, movements other than the pitching and vertical movement of the vehicle 3 can be suppressed.

In particular, the vehicle restraint device 1 includes the vehicle restraint jig 6 of any one of the first to seventh embodiments and the lateral shake restraining mechanism 61, so that the vehicle pitching motion can be released while securing the vehicle 3 of the vehicle 3. The lateral force of the vehicle 3 generated during the test can be suppressed. Thereby, the vehicle behavior in which the vertical load approximates to the road can be realized more effectively.

Further, the lateral vibration suppression mechanism 61 is disposed in a pair of left and right positions at the front wheel side and the rear wheel side of the vehicle 3, so that the vehicle 3 is positioned near the left and right front fender portions and the left and right rear fender portions of the vehicle 3. Can be suppressed. Therefore, normally, it becomes possible to operate without interfering with the cooling fan discharge port of the vehicle 3 for cooling the engine installed in front of the vehicle 3. Moreover, since it does not interfere with the door opening and closing of the vehicle 3 such as when getting on, it is possible to shorten the preparation time when the measuring device is mounted on the vehicle 3.

Furthermore, in the lateral vibration suppression mechanism 61, the shock absorbing material 62 is elastically contacted with the main body of the vehicle 3, so that it is possible to reduce the influence of inhibiting the pitching motion of the vehicle 3. Further, since the arrangement position of the cushioning material 62 can be adjusted in the width direction of the vehicle 3 by the support member 63, the arrangement of the cushioning material 62 can be arbitrarily set according to the vehicle width of the vehicle 3.

Since the support portion 64 can be arranged in any of the vehicle width direction, the vehicle length direction, and the vehicle height direction, the cushioning material 62 can be arranged according to the vehicle width, vehicle length, and vehicle height of the vehicle 3. Can be set arbitrarily.

[Ninth Embodiment]
The vehicle restraint device 1 of the present embodiment shown in FIG. 21 has a second link mechanism (connecting mechanism) 51 described below instead of the second link mechanism 12 in any aspect of the first to eighth embodiments. Prepare.

The second link mechanism 51 connects the other end side of the vehicle restraining jig 6 to the pole 5 so that the vehicle restraining jig 6 is capable of yawing motion (movable in the horizontal direction indicated by the arrow Y in FIG. 21).

The second link mechanism 51 is inserted into the bracket portion 52 provided on the pole 5 while the shaft portion 53 is supported by a pair of bracket portions 601 provided on the other end side of the vehicle restraining jig 6. A pillow ball (spherical sliding bearing) 54 is provided which is attached to the shaft portion 53 and fitted to the bracket portion 52.

Further, in order to prevent the shaft portion 53 from being detached from the bracket portion 601, fasteners 55 such as nuts are attached to both ends of the shaft portion 53.

In addition to the effects of the first to eighth embodiments, the vehicle restraint device 1 including the second link mechanism 51 described above has the following effects.

The installation angle of the vehicle restraining jig 6 with respect to the bracket portion 52 of the pole 5 can be arbitrarily set by the pillow ball 54 without strictly adjusting the arrangement of the pedestal portion 50 of the pole 5 on the floor surface 4. Thereby, the installation work time of the vehicle restraint device 1 can be shortened.

By the way, the conventional vehicle restraint device disclosed in Patent Document 9 is provided with a slide bearing having a moving bracket provided with a hook to which a chain for restraining the vehicle is connected at an arbitrary position of the pole, and the vertical direction of the pole and The movable bracket can be moved to rotate around the pole.

However, in the conventional vehicle restraint device, the position of the pole cannot be finely adjusted once the movable fitting is fixed to the pole. Furthermore, there is a problem that the yawing motion of the vehicle is restricted.

In particular, after the vehicle is coupled to the pole, the movable range of the vehicle is fixed or restricted in order to ensure protection coordination such as prevention of over-rotation of the pole. That is, the yawing movement of the vehicle is significantly restricted. Further, since it is necessary to consider the yawing of the vehicle in the running state after restraint of the vehicle, mechanical play such as a gap may occur when it is intended to allow a certain angle in the coupling portion of the chain and the pole. It can grow.

On the other hand, in the vehicle restraint device 1 of this aspect, the pillow ball 54 mounted on the shaft portion 53 supported by the bracket portion 601 on the vehicle restraining jig 6 side is fitted on the bracket portion 52 on the pole 5 side. As a result, the gap between the shaft portion 53 and the bracket portion 52 is minimized. Therefore, the vehicle 3 and the pole 5 on the floor 4 can be securely and firmly connected, and the movement of the vehicle 3 in the front-rear direction can be limited.

Further, in addition to the protection coordination of the pole 5 on the floor surface 4, it is possible to allow the yawing motion of the vehicle 3 within the movable range of the pillow ball 54 by extending the rotation of the vehicle 3 in the vehicle width direction by the pillow ball 54. It becomes.

Furthermore, a pyro collar (intermediate member) 56 may be attached to a portion of the shaft portion 53 between the bracket portion 52 of the pole 5 and the bracket portion 601 of the vehicle restraining jig 6. Since the mechanical play between the

bracket portions

52 and 601 is further eliminated, the vehicle 3 and the pole 5 can be more reliably and firmly connected.

As described above, according to the vehicle restraint device 1 of the present embodiment, the vehicle behavior approximated on the road intended by the tester can be more effectively reproduced.

Further, instead of the second link mechanism 51 described above, the following second link mechanism (connection mechanism) 51 shown in FIG. 22 may be adopted.

The second link mechanism 51 is inserted into the bracket portion 602 provided coaxially with the vehicle restraining jig 6 on the other end side of the vehicle restraining jig 6, and on the pair of bracket portions 57 provided on the pole 5. A shaft portion 53 to be supported, and a pillow ball 54 that is attached to the shaft portion 53 and fitted to the bracket portion 602 of the vehicle restraining jig 6 are provided. In this manner, the vehicle restraining jig 6 is coupled to the pole 5 so as to be capable of yawing motion (horizontal motion indicated by arrow Y in FIG. 22).

The pair of bracket portions 57 are fixed to one end of a bracket portion 52 provided on the pole 5. In order to prevent the shaft portion 53 from being detached from the bracket portion 57, fasteners 55 are attached to both ends of the shaft portion 53.

According to the vehicle restraint device 1 including the second link mechanism 51 described above, it is apparent that substantially the same effect as the vehicle restraint device 1 including the second link mechanism 51 of FIG. 21 described above can be obtained. .

In the second link mechanism 51 as well, the pillow collar 56 may be attached to a portion of the shaft portion 53 between the bracket portion 57 of the pole 5 and the bracket portion 602 of the vehicle restraining jig 6. According to this aspect, since the mechanical play between the

bracket portions

57 and 602 is further eliminated, the vehicle 3 and the pole 5 can be restrained more reliably and firmly.

[Tenth embodiment]
Moreover, you may employ | adopt the 2nd link mechanism (connection mechanism) 51 shown by FIG. 23 instead of the 2nd link mechanism 51 of 8th Embodiment.

The second link mechanism 51 of this aspect is substantially the same as the second link mechanism 51 of FIG. 21 except that a bearing 58 is provided instead of the pillow ball 54.

That is, the second link mechanism 51 is inserted into the bracket portion 52 provided on the pole 5 while being supported by the pair of bracket portions 601 provided on the other end side of the vehicle restraining jig 6. And a bearing 58 fitted to the bracket portion 52 while being attached to the shaft portion 53.

The bearing 58 includes an elastic member. That is, as shown in FIG. 25, the bearing 58 includes an inner bearing portion 581 attached to the shaft portion 53, an outer bearing portion 582 fitted to the bracket portion 52, and the inner bearing portion 581 and the outer bearing portion. And an elastic member 583 interposed between the elastic member 582 and the 582. Moreover, the elastic member 583 which is a buffer material consists of elastic synthetic rubber, for example.

By such an aspect of the second link mechanism 51, the vehicle restraining jig 6 is connected to the pole 5 so as to be capable of yawing motion (horizontal motion indicated by arrow Y in FIG. 23).

It is obvious that the same effect as that of the eighth embodiment can be obtained by the vehicle restraint device 1 including the second link mechanism 51 described above.

That is, the installation angle of the vehicle restraining jig 6 with respect to the bracket portion 52 of the pole 5 can be arbitrarily set by the bearing 58 including the elastic member 583 without strictly adjusting the arrangement of the pedestal portion 50 of the pole 5 on the floor surface 4. Can be set. Thereby, the installation work time of the vehicle restraint device 1 can be shortened.

Further, since the bearing 58 attached to the shaft portion 53 supported by the bracket portion 601 on the vehicle restraining jig 6 side is fitted to the bracket portion 52 on the pole 5 side, an elastic member of the bearing 58 is provided. The minute movement of the vehicle 3 in the front-rear direction is allowed by the buffer material characteristics of 583. Furthermore, since a relatively large twist angle can be obtained in the vehicle restraining jig 6, the stress load on the vehicle restraining jig 6 and the pole 5 when the vehicle restraining jig 6 and the pole 5 are connected is reduced. Then, in addition to the protection coordination of the pole 5 on the floor surface 4, the rotation in the vehicle width direction is expanded by the elastic member 583, and the yawing motion of the vehicle 3 can be allowed in the cushioning material characteristics of the elastic member 583. .

As described above, according to the vehicle restraint device 1 of the present embodiment, the vehicle behavior approximate to the road intended by the tester can be more effectively reproduced.

Further, instead of the second link mechanism 51 described above, the second link mechanism (connection mechanism) 51 shown in FIG. 24 may be adopted. The second link mechanism 51 of this aspect is substantially the same as the second link mechanism 51 of FIG. 22 except that a bearing 58 is provided instead of the pillow ball 54.

That is, the second link mechanism 51 is inserted into the bracket portion 602 provided coaxially with the vehicle restraining jig 6 on the other end side of the vehicle restraining jig 6, while the pair of bracket portions 57 provided on the pole. And a bearing 58 fitted to the bracket portion 602 of the vehicle restraining jig 6 while being attached to the shaft portion 53. In this manner, the vehicle restraining jig 6 is coupled to the pole 5 so as to be capable of yawing movement (horizontal movement indicated by arrow Y in FIG. 24).

According to the vehicle restraint device 1 including the second link mechanism 51 described above, it is apparent that substantially the same effect as the vehicle restraint device 1 including the second link mechanism 51 of FIG. 22 described above can be obtained. .

Further, the bracket portion 52 in FIG. 21 and the bracket portion 602 in FIG. 22 may include a pillow ball (spherical sliding bearing) 59 provided with an elastic member 593 as shown in FIG.

Furthermore, the connecting jig 15 shown in FIGS. 1 to 4, 7 to 9, and 11 to 14 may include a pillow ball 59 shown in FIG. Then, the connecting jig 15 may be provided in the vehicle restraint device 1 in combination with any of the second link mechanism 51 of FIGS. 21 to 24 and the

bracket portions

52 and 602 having the above-described pillow balls 59.

The pillow ball 59 is mounted on the shaft portion 53 of FIGS. 21 and 22 and / or the connecting shaft 14 of FIGS. 1 to 4, 7 to 9, 11 to 14 and / or the rotating shaft 16 of FIGS.

The pillow ball 59 attached to the shaft portion 53 of FIGS. 21 and 22 is attached to the shaft portion 53 while the outer peripheral surface of the pillow ball 59 is connected to one end of the

bracket portions

52 and 602. A cylindrical portion 592 and an elastic member 593 made of an elastic synthetic rubber interposed between the inner cylindrical portion 591 and the outer cylindrical portion 592 are provided.

The pillow ball 59 attached to the connecting shaft 14 in FIGS. 1 to 4, 7 to 9, 11 to 14 and the rotating shaft 16 in FIGS. 9 and 11 to 13 is attached to the connecting shaft 14 and the rotating shaft 16. An inner cylinder portion 591 having a spherical outer peripheral surface, an outer cylinder portion 592 connected to one end of the main body portion of the connecting jig 15, and an elastic composition interposed between the inner cylinder portion 591 and the outer cylinder portion 592. And an elastic member 593 made of rubber.

According to the aspect provided with the above pillow ball 59, a relatively large twist angle can be obtained in the vehicle restraining jig 6 of the first to tenth embodiments. Therefore, in addition to the effects of the first to tenth embodiments, when the vehicle restraining jig 6 is connected to the first link mechanism 11 and the pole 5, the first link mechanism 11, the vehicle restraining jig 6 and the pole 5 are not affected. Stress load is reduced.

Claims

A vehicle restraint device for restraining a vehicle placed on a roller of a vehicle test device,
A pair of vehicle restraining jigs whose one end is rotatably connected to the vicinity of the left and right rear ends of the vehicle frame, while the other end is rotatably connected to left and right poles on the floor surface;
A pair of attachment members attached in the vicinity of the left and right rear ends;
A connecting shaft that connects the pair of opposing mounting members;
A vehicle restraint device comprising a connection jig for rotatably connecting the vehicle restraint jig in the vicinity of both ends of the connection shaft.
The vehicle restraint device according to claim 1, wherein in the pair of attachment members, the connecting shaft is supported so as to be adjustable in a vehicle height direction of the vehicle.
The vehicle restraining jig is
A first restraining jig whose one end is connected to the coupling jig;
One end side is pivotally connected to the first restraining jig while the other end side is pivotally connected to the pole.
2. The second restraining jig includes a restraining force detector that detects the restraining force of the second restraining jig, and is supported by a support mechanism at a position that is the same height as the rear end of the vehicle. Or the vehicle restraint apparatus of 2.
The support mechanism is
A jig receiving portion having a buffer material elastically contacting the outer peripheral surface of the second restraining jig;
The vehicle restraint device according to claim 3, further comprising a support column portion that rotatably supports the jig receiving portion in a horizontal direction or a vertical direction.
5. The vehicle restraint device according to claim 4, wherein the support portion is installed on the floor so as to be position-adjustable in any of a vehicle width direction, a vehicle length direction, and a vehicle height direction.
A plurality of the connecting jigs are mounted near both ends of the connecting shaft,
6. The vehicle restraint according to claim 3, wherein the plurality of first restraining jigs respectively connected to the plurality of joining jigs are rotatably coupled to the second restraining jig. 7. apparatus.
The vehicle restraint device according to any one of claims 1 to 6, wherein the length of the connecting shaft is adjustable.
The vehicle restraint device according to any one of claims 1 to 7, wherein the length of the vehicle restraint jig is adjustable.
The vehicle according to any one of claims 1 to 8, wherein the pole is mounted on a floor surface so as to be position-adjustable in at least one of a vehicle width direction, a vehicle length direction, and a vehicle height direction of the vehicle. Restraint device.
The vehicle restraint device according to any one of claims 1 to 9, further comprising a lateral vibration suppression mechanism that suppresses lateral vibration of the vehicle that occurs when the vehicle test apparatus tests the vehicle.
The lateral shake suppression mechanism is
A shock absorber elastically contacting the vehicle body;
A support member that supports the cushioning material in an adjustable manner in the width direction of the vehicle;
The vehicle restraint apparatus of Claim 10 provided with the support | pillar part to which this support member is attached.
The vehicle restraint device according to claim 1, further comprising a deflection absorbing mechanism that absorbs the deflection of the vehicle restraint jig that occurs during a vehicle test by the vehicle test device.
The deflection absorbing mechanism is
A jig receiving portion having a cushioning material that elastically contacts the vehicle restraining jig that has caused bending in the direction of gravity;
The vehicle restraint device according to claim 12, further comprising a support column portion that rotatably supports the jig receiving portion in a horizontal direction or a vertical direction.
The vibration damping device according to any one of claims 1 to 13, further comprising a vibration damping device that is detachably attached to the vehicle restraining jig and damps vibration of the vehicle restraining jig that is generated when the vehicle testing apparatus tests the vehicle. Vehicle restraint apparatus as described in.
The vibration damping device is
An attachment member detachably attached to the vehicle restraining jig;
An elastic member detachably connected to the outer surface of the lower end of the mounting member;
A length-adjustable shaft that is detachably connected to one end of the elastic member;
The vehicle restraint device according to claim 14, further comprising a weight-adjustable weight portion detachably connected to the other end of the shaft portion.
The vehicle restraint device according to any one of claims 1 to 15, further comprising a coupling mechanism for coupling the other end side of the vehicle restraint jig to the pole so that the vehicle restraint jig can perform a yawing motion.
The coupling mechanism is
A shaft portion that is inserted into the bracket portion provided on the pole and supported by a pair of bracket portions provided on the other end side of the vehicle restraining jig,
The vehicle restraint device according to claim 16, further comprising a spherical sliding bearing that is fitted to the bracket portion of the pole while being attached to the shaft portion.
The coupling mechanism is
A shaft portion supported by a pair of bracket portions provided on the pole while being inserted into a bracket portion provided on the other end side of the vehicle restraining jig,
The vehicle restraint device according to claim 16, further comprising a spherical sliding bearing that is fitted to the bracket portion of the vehicle restraining jig while being attached to the shaft portion.
The coupling mechanism is
A shaft portion that is inserted into the bracket portion provided on the pole and supported by a pair of bracket portions provided on the other end side of the vehicle restraining jig,
The vehicle restraint device according to claim 16, further comprising a bearing having an elastic member fitted to the bracket portion of the pole while being attached to the shaft portion.
The coupling mechanism is
A shaft portion supported by a pair of bracket portions provided on the pole while being inserted into a bracket portion provided on the other end side of the vehicle restraining jig,
The vehicle restraint device according to claim 16, further comprising: a bearing having an elastic member fitted to the bracket portion of the vehicle restraining jig while being attached to the shaft portion.
The vehicle restraint device according to claim 17 or 18, wherein an intermediate member is mounted on a portion of the shaft portion between the bracket portion of the pole and the bracket portion of the vehicle restraint jig.
The vehicle restraint device according to any one of claims 1 to 21, wherein the connecting jig includes spherical sliding bearings mounted near both ends of the connecting shaft.
The vehicle restraining jig is
A connecting jig that is pivotally attached to one end side of the second restraining jig via a rotation shaft and connected to the other end side of the first restraining jig;
The vehicle restraint device according to any one of claims 3 to 6, further comprising a spherical sliding bearing mounted on the rotating shaft while being provided in the connecting jig.
The vehicle restraint device according to any one of claims 17, 18, 21 to 23, wherein the spherical sliding bearing includes an elastic member.