JPH059638Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial field of application] This invention relates to a chassis dynamometer that carries out tests by placing the wheels of a vehicle under test on two rollers, and is particularly capable of performing continuous anti-skid tests. related to improvements made.

[Prior Art] FIG. 3 is an explanatory diagram showing a conventional chassis dynamometer disclosed in, for example, Japanese Utility Model Publication No. 52-17841. In the figure, the front and rear wheels of an automobile 1 are placed on two rollers 2 and 3, respectively. roller 2
A flywheel 4 and a dynamometer 5 are connected to the dynamometer 5 to measure the characteristics of the automobile 1 on the chassis.

The rollers 2 and 3 are supported as shown in FIG. A roller 2 is supported on a fixed table 6, and a roller 3 is supported on a movable table 7. This moving platform 7
is vertically movably guided by a fixed base 6, set at a predetermined height by a screw jack 9, and fixed by a bolt 8.

Next, the operation will be explained. When the car 1 is suddenly accelerated on the rollers 2 and 3 in the state shown in FIG.
tries to get over roller 2, but since roller 2 is located high, it cannot get over it. Furthermore, when the car 1 is suddenly braked in the state shown in Fig. 4C, it is pulled backward by the inertia of the flywheel 4 and the dynamometer 5, and a force is exerted on the car 1 to try to get over the rollers 3, but the rollers The number 3 is high, so you won't be able to go over it. In this way, the chassis dynamometer is compatible with sudden acceleration and sudden braking tests.

As mentioned above, when adjusting the height of the roller 3, first loosen the bolt 8 and then turn the screw jack 9. When the roller 3 reaches a predetermined height position, the screw jack 9 stops rotating and the bolt 8 is tightened.

[Problem that the invention attempts to solve]

The conventional chassis dynamometer as described above can be effectively applied to sudden acceleration and sudden braking tests. However, in order to use it as a chassis dynamometer with the intention of generating slippage between the roller and the tire, such as in an anti-skid test, the height of the roller must be adjusted for each test, and the height of the roller must be adjusted for each test. However, there was a problem in that it was not possible to conduct an anti-skid test.

This idea was made to solve these problems, and when the brakes are applied from a normal test condition, slippage automatically occurs between the tires and rollers, making it possible to perform anti-skid tests using a chassis dynamometer. The purpose is to obtain.

[Means for solving problems]

The chassis dynamometer according to this invention is
A common movable platform that rotatably supports the two rollers is supported on a fixed platform so as to be swingable around the axis of the wheel of the vehicle under test, and stoppers are installed at the front and rear of the swinging direction to prevent the rollers from being crossed over. A flywheel and a dynamometer are connected to the front roller.

[Effect]

In this device, the movable platform is supported so that it can swing around the axis of the wheels, and when the test vehicle applies the brakes after driving at a constant speed, the flywheel connected to the front roller and the dynamo are connected to each other. Due to the rotational inertia of the meter, a force acts on the front roller to maintain the rotation of the wheel, pushing it forward. Due to this forward movement of the movable platform, the rear rollers come closer to being directly under the wheels and bear more of their load, causing slippage between the front rollers and the tires.

〔Example〕

FIG. 1 is a block diagram showing the main parts of an embodiment of a chassis dynamometer according to this invention. The front roller 2 is equipped with a flywheel and a dynamometer (both not shown), similar to the device shown in Fig. 3 above.
are connected via a flexible joint. 3 is a rear roller, 10 is a common movable table that rotatably supports the rollers 2 and 3, and a plurality of rolling elements 12 are rotatably supported at the bottom thereof. Reference numeral 11 denotes a fixed base that supports the movable base 10 so as to be able to swing back and forth through rolling elements 12, and the upper swing receiving surface 11a is formed in an arcuate surface centered around the axis of the wheel 15. . 13
Stoppers a and 13b are provided to protrude from the front and rear ends of the rolling receiving surface 11a of the fixed base 11 in the swinging direction, and prevent the movable base 10 from flying out due to swinging within a predetermined range. 16 is the tire of the wheel 15 of the vehicle under test.

The operation of the device of the above embodiment is as follows: During normal running as shown in Fig. 1A, the driving force of the vehicle under test is transmitted to the rollers 2, 3 via the wheels 15, but since a flywheel and a dynamometer are connected to the roller 2, a force is applied by the wheels 15 to push the roller 2 backward against the load absorbed by the dynamometer. As a result, the rollers 2, 3 are rotated while the movable platform 10 is received by the rear stopper 13b.

When the vehicle under test applies the brakes in this state, the rotation of the wheels 15 tends to slow down, but the rollers 2 exert a force to maintain the rotation of the wheels 15 due to the rotational inertia of the connected flywheel and dynamometer. It works and is pushed forward.

For this reason, as shown in FIG.
moves toward the front of the vehicle in direction A.

In this braking state, as shown in Figure 2, the weight of the vehicle is F2 at roller 2 and _F2 at roller 3.
However, when rollers 2 and ₃ are pushed forward, θ ₂ >θ ₃ and F ₂ <F ₃ .

When θ ₃ approaches 0, F ₂ approaches 0. When the brakes of the car 1 are applied after steady operation, the rotational speed of the wheels 15 will be reduced, but the rollers 2 will continue to rotate due to the rotational inertia of the flywheel 4 and the dynamometer 5, so _F2 If it is large, no slippage will occur between the tire 16 and the roller 2. However, if _F2 is decreased, the tire 16 and roller 2
The frictional force between them becomes smaller and slipping occurs between them.

In this way, by swinging the rollers 2 and 3, the roller 2
By reducing the load applied to the tire 16
It is possible to generate slippage between the roller 2 and the roller 2, and an anti-skid test becomes possible automatically.

In the above embodiment, the movable table 10 is replaced by the fixed table 1.
A plurality of rolling elements 12 were interposed between the two as friction reducing means so that the rollers could swing smoothly on the rollers 1.
The invention is not limited to this, and for example, an oil groove may be provided on one of the corresponding surfaces to supply lubricating pressure oil.

[Effect of idea]

As described above, according to this invention, the two front and rear rollers that receive the wheels of a vehicle are rotatably supported on a common movable base, and this movable base is placed on a fixed base, with the center being centered near the axis of the wheel. Since it is supported so that it can swing back and forth, during normal driving, the load is applied equally to the front and rear rollers, and when the brakes are applied, the moving platform moves forward, automatically increasing the load on the rear rollers and increasing the load on the front rollers. Slippage is generated between the rollers and tires, effectively conducting continuous anti-skid tests.

[Brief explanation of the drawing]

Figures 1A and 1B are configuration diagrams of the front and rear roller sections in each operating state showing one embodiment of the chassis dynamometer according to this invention, and Figure 2 is an explanatory diagram showing the load distribution of each roller in Figure 1B. , FIG. 3 is an explanatory diagram of the configuration of a conventional chassis dynamometer, and FIGS. 4A, 4B, and 4C are configuration diagrams showing each operating state of the front and rear roller portions of FIG. 3. 2...Front roller, 3...Back roller, 4
...Flywheel, 5...Dynamometer, 1
0...Moving base, 11...Fixed base, 11a...Swing receiving surface, 12...Rolling element, 13a, 13b...Stopper, 15...Wheel, 16...Tire. Note that the same reference numerals in the figures indicate the same or equivalent parts.

Claims (1)

[Scope of Claim for Utility Model Registration] (1) A chassis dynamometer in which wheels are mounted on two front and rear rollers and a dynamometer connected to the front roller measures the characteristics of the vehicle under test. A common movable platform that rotatably supports two rollers on the upper part, and an upper swing receiving surface is formed in an arcuate surface centered near the axis of the wheel, and a friction reducing surface is formed on this swing receiving surface. A fixed base that supports the movable base so as to be able to swing back and forth in the front-back direction through means, and a fixed base that is provided at the front end and the rear end of the swing receiving surface of the fixed base and that moves the movable base from a horizontal position to a forward movement position. Chassis dynamometer with a stopper that receives the range. (2) The chassis dynamometer according to claim 1, wherein the friction reducing means comprises a plurality of rolling elements supported at the lower part of the movable table. (3) The chassis according to claim 1, wherein the friction reducing means is formed by forming an oil groove on the lower surface of the movable base or on the swing receiving surface of the fixed base to supply lubricating pressure oil. Dynamometer.