JPS6212991Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field] This invention achieves
The present invention relates to a towing type power absorption device that allows a vehicle driving performance test to be conducted on a flat test road (test course) in the same manner as on an actual road with undulations.

[Prior Art] A traction-type power absorption device disclosed in Japanese Patent Publication No. 14361/1986 operates the excitation current of a retarder while observing the signal of a traction force detection device provided in the arm of the towed vehicle with a meter. The traction load is adjusted by adjusting the dial on the box.
The actual traction power is detected from the indicator. With this towed power absorption device, a test worker separate from the driver of the test vehicle must operate the control box, and tests (simulations) similar to driving on an actual road with undulations are conducted continuously. done at times,
It is extremely difficult to test acceleration performance and driving performance in a realistic manner.

[Problems to be solved by the invention] The purpose of the invention is to achieve the above-mentioned problems.
It is an object of the present invention to provide a traction-type power absorption device that can continuously apply a traction load suitable for actual road conditions (gradient, distance, etc.) from a load control device to a retarder.

[Means for Solving the Problems] In order to achieve the above object, the configuration of the present invention includes a retarder mounted on a vehicle and mechanically rotatably coupled to a wheel, a traveling distance detecting device, and a traveling distance detecting device. A programming device that generates a traction load signal corresponding to a road gradient in relation to a signal of the device, and a load control device that controls the excitation current of the retarder based on the traction load signal from the programming device. .

[Operation] A traction load corresponding to the actual road gradient is stored in advance in the programming device in relation to the travel distance. A traction load signal is applied to the load control device 15 from the programming device based on the signal from the mileage detection device 17 . An excitation current corresponding to the traction load is applied to the retarder 6 from the load control device 15 . In this way, the traction load corresponding to the preset road slope is automatically controlled according to the distance traveled, so that the driver of the test vehicle can simply drive continuously on a flat road, and the test vehicle can be adjusted to match the actual road conditions. A similar driving test (simulation) will be possible.

[Embodiment of the invention] As shown in FIG.
The drive shaft of the retarder 6 is connected to the joint 7,
A transmission 3 and a reduction gear 2 are rotationally connected to the shaft of a clutch 10 through an intermediate shaft 8 and a joint 9, and are further operated by a lever 3a by the clutch 10.
It is connected to the shaft 5 of the wheel 4 via. Further, a battery 14 as a power source is mounted on the vehicle 16 in order to apply an excitation current to the retarder 6. The traction device 11 is connected to a vehicle 16 with a bracket 12, and is equipped with a resistance force measuring device 13, such as a load cell, for detecting the resistance force or power absorption load applied to the test vehicle via the traction device 11.
can be installed.

FIG. 2 is a block diagram for controlling the excitation current applied to the eddy current retarder 6.
The load control device 15 includes comparators 28 and 28a. The comparators 28 and 28a receive a digital signal corresponding to the traction load based on the road slope generated from the programming device 19 based on the signal from the mileage detection device 17 via a D-A converter (digital-to-analog converter) 26. Added as an analog signal. On the other hand, the analog signal from the resistance force measuring device 13 is amplified by a DC amplifier 27 and applied to a comparator 28, and is adjusted by a corrector 29 to be applied to a comparator 28.
Added to 8a. The comparators 28 and 28a are complementary, and the output signal of either one is applied to the chopper controller 37, thereby applying a predetermined excitation current to the retarder 6.

FIG. 3 shows the configuration of a control circuit in which the main parts of a program device and a program progress display device are built into the microcomputer 20. The microcomputer 20 includes a signal storage device 21 and a signal extraction device 24 as a programming device 19 . Pulses with different pulse densities are sequentially stored in D from the signal storage device 21 as the traveling section progresses.
-A converter 26 converts it into an analog signal and applies it to comparators 28 and 28a, respectively, while the signal of the resistance force measuring device 13 generated in the traction device 11 is amplified by the DC amplifier 27 and the above-mentioned corrector 2
9 is divided by resistors 30, 31 and applied to each comparator 28, 28a.

In the comparator 28, the signal Io corresponding to the traction resistance force applied from the resistance force measuring device 13 via the DC amplifier 27 is higher than the signal Is corresponding to the target power absorption load applied from the DA converter 26. If the deviation is smaller than △I, the signal
Is is directly applied to the terminal 22 as an output signal, but if the deviation exceeds △I, that is, Io>Is+△
When it becomes I, the output signal becomes Is-ΔI.

On the other hand, in the comparator 28a, if the signal I′o corresponding to the traction resistance force is smaller than the signal Is corresponding to the target power absorption load and the deviation is smaller than △I, the signal Is is output as is. It becomes a signal,
When the deviation exceeds ΔI, that is, when I′o<Is−ΔI, the output signal becomes Is+ΔI.

The output signal of each comparator 28, 28a enters the microcomputer 20 from the terminal 22, exits from the terminal 23 and is applied to the chopper controller 37, and an excitation current is applied from the battery 14 to the retarder 6 in response to this signal.

A pulse signal from a pulse generator 35 activated by rotation of a rotating part of the test vehicle 33, such as a wheel, is detected by a travel distance detection device 17 including a counter, and this signal is applied to a signal extraction device 24. When the travel distance reaches a preset value, the signal extraction device 24 outputs a pulse signal from the signal storage device 21 to the D-A converter 26 with a pulse density corresponding to the target power absorption load for the next travel section. Added. In this way, signals corresponding to the traction load, that is, the power absorption load, stored and set in advance in accordance with the actual slope are sequentially applied to the load control device 15.

Note that the microcomputer 20 is equipped with a program progress display device 39. The program progress display device 39 is connected to the test vehicle 33 based on the signal from the mileage detection device 17 that counts pulses from the pulse generator 35 generated as the wheels of the test vehicle 33 rotate.
When the traveling distance of 3 reaches a predetermined value and a new road slope is entered, the program progress display panel 3 will be displayed.
The light emitting diode 34 of 9a is turned on to display the traveling section numerically in the display frame 36 (FIG. 4), and at the same time, the alarm 32 is sounded. The alarm 32 is designed to sound for a longer time when all program execution is completed.

As shown in FIG. 4, the program progress display panel 39a shows the distance traveled on the horizontal axis, corresponding to the actual slope.
The vertical axis represents altitude, and light emitting diodes 34 are arranged in the middle of each travel section, and the light emitting diodes 34 are turned on in sequence according to the travel distance of the test vehicle 33.

The device of the present invention constructed as described above operates as follows. When the power absorption device 40 is towed by the test vehicle 33 via the traction device 11, the rotation of the wheels 4 is caused by the shaft 5, the reduction gear 2, the transmission 3, and the clutch 1.
0, a joint, an intermediate shaft 8, and a joint 7, and are transmitted to the e-current retarder 6. On the other hand, since an exciting current is applied to the electric current retarder 6 from the battery 14 via the load control device 15, braking torque is generated and the rotational power of the wheels 4 can be absorbed. That is, the power absorption device 40
A traction load can be applied to the test vehicle 33 that tows the . The traction load is preset in the signal storage device 21 of the programming device 19 in relation to the distance traveled. Specifically, the vehicle travels on an actual road in advance, continuously records its section and road slope, and sets the signal storage device of the programming device based on the recorded results. Therefore, even on a flat test road (test course), it is possible to perform a comprehensive driving performance test similar to driving on an actual slope.

In addition, since the light emitting diodes 34 are sequentially lit on the program progress display panel 39a according to the distance traveled by the test vehicle 33, it is possible to see how steep a slope the driver of the test vehicle 33 is currently traveling on, and how high the next slope will be. It is possible to predict whether the vehicle is approaching a sloped road, and to quickly and accurately operate the accelerator pedal and gear shift lever in response to changes in the load applied to the engine.

Even if a constant excitation current is applied to the electric current retarder 6, the power absorption power changes depending on changes in the vehicle running speed and ambient temperature. A signal corresponding to the traction resistance force detected by the force measuring device 13 is sent back to the load control device 15, and the excitation current applied to the eddy current retarder 6 is controlled based on the difference between the signal and the signal corresponding to the target value.

The load control device 15 not only receives the traction load signal from the programming device 19, but also receives the resistance force measuring device 1.
It functions to control the excitation current given to the e-current retarder 6 based on the difference between the signal corresponding to the tractive resistance force detected by the programmer 3 and the signal from the programmer 19.

[Effects of the invention] As mentioned above, in the present invention, the traction load that matches the actual road conditions (gradient, distance, etc.) is pre-stored in the programming device, so the driver simply drives the test vehicle continuously. Just by driving, the traction load applied to the test vehicle changes automatically and continuously in relation to the distance traveled. In other words, the power load corresponding to the road gradient, etc. and its section distance are stored in advance in the microcomputer, and the traction load absorbed by the retarder is automatically controlled according to the distance traveled by the vehicle. Compared to regular tests, comprehensive driving performance tests with a wide variety of road conditions can be conducted more easily, and the time and effort required for testing can be significantly reduced.

[Brief explanation of the drawing]

Figure 1 is a side view of the traction type power absorption device according to the present invention, Figure 2 is a block diagram of the load control circuit, Figure 3 is a schematic configuration diagram of the load control circuit, and Figure 4 is the program progress display panel. FIG. 6: Retarder, 13: Resistance measuring device, 15:
Load control device, 17: Mileage detection device, 19:
Programming device, 26: DA converter, 27: DC amplifier, 28, 28a: comparator.

Claims (1)

[Scope of utility model registration request] a retarder mounted on the vehicle and mechanically rotationally coupled to the wheels; a odometer sensing device; and a programming device for generating a traction load signal corresponding to a road slope in conjunction with a signal of the odometer sensing device; A traction type power absorption device comprising a load control device that controls the excitation current of the retarder based on a traction load signal from a programming device.