Chassis dynamometer and conversion table manufacturing method

Abstract

The present invention aims to obtain a chassis dynamometer and a conversion table preparation method that can perform roller rotation action with high accuracy even when interference noise such as tire expansion is generated. A generator control device (75B) refers to a steering angle conversion table (T1) and outputs steering angle indication information (SG2) indicating a determined steering angle of a tire (62) to a motor driver device (78) of a roller rotation mechanism (21 (21L, 21R)) based on steering wheel angle information (S60) obtained from a steering wheel encoder (5). The steering angle conversion table (T1) has a plurality of angle pair information indicating a plurality of tire rotation angles in a form corresponding to a plurality of steering wheel angles. The roller rotation mechanism (21) performs a roller rotation action of rotating a roller pair (20 (20L, 20R)) based on the determined steering angle indicated by the steering angle indication information (SG2).

Description

Technical Field

[0001] The present disclosure relates to a chassis dynamometer used for various driving tests of a vehicle and a conversion table preparation method for preparing a steering angle conversion table in a prescribed vehicle. Background Art

[0002] Chassis dynamometers are conventionally used when conducting tests related to the running of a vehicle (automobile), and include a roller device as a main component. In addition, the chassis dynamometer also includes a vehicle fixing mechanism (vehicle fixing unit) for fixing the vehicle disposed on the roller device when conducting the test. As a conventional chassis dynamometer, for example, there is a chassis dynamometer disclosed in Patent Document 1.

[0003] Patent Document 1 discloses a rope tying structure as a vehicle fixing mechanism, in which a vehicle arranged on a roller device is fixed from the front-rear direction of the vehicle using a vehicle tying rope when testing the vehicle.

[0004] In addition, as a vehicle fixing mechanism that replaces the rope tying structure, for example, Patent Document 2 discloses a dedicated vehicle fixing structure.

[0005] Fig. 22 as well as Fig.23 This is a perspective view schematically showing a conventional chassis dynamometer 101 represented by Patent Document 1. Fig. 22 The structure of the vehicle 60 before being fixed is shown. Fig.23 The vehicle 60 is shown in a secured configuration. Fig. 22 as well as Fig.23 XYZ orthogonal coordinate systems are shown respectively.

[0006] Four roller devices 102 are provided corresponding to the four openings 85 provided in the floor surface 80. Each of the four roller devices 102 includes a roller pair 120 and a roller support mechanism 122. The roller support mechanism 122 supports the roller pair 120 so that two rollers in the roller pair 120 can rotate. Alternatively, a single roller may be used instead of the roller pair 120.

[0007] The roller device 102 on the rear side (-Y direction) further includes a support base 124 and a moving guide rail 123 provided on the support base 124 and extending in the Y direction. The support base 124 supports the roller support mechanism 122 so that the roller support mechanism 122 can move in the Y direction along the moving guide rail 123.

[0008] In each of the four roller devices 102, the top of the roller pair 120 partially protrudes from the corresponding opening 85 on the floor surface 80. In addition, the four roller pairs 120 are arranged at positions corresponding to the front wheels and rear wheels of the vehicle 60.

[0009] A total of four vehicle fixing rods 103 are provided on the floor surface 80 in front of (in the +Y direction) and behind (in the −Y direction) the four roller devices 102 .

[0010] Furthermore, an engine cooling fan 106 is provided on the floor surface 80 in front of the center portion of the four roller devices 102 .

[0011] like Fig.23 As shown, four tires 62 of the vehicle 60 are placed on the roller pairs 120 of the four roller devices 102. The four tires 62 are placed on two rollers constituting the corresponding roller pairs 120, respectively.

[0012] The front of the vehicle 60 is fixed to the two vehicle fixing rods 103 using the vehicle tying ropes 104. Similarly, the rear of the vehicle 60 is fixed to the two vehicle fixing rods 103 (at Fig.23 (not shown) fixed.

[0013] In addition, if Fig.23 As shown, an exhaust hose 107 is also provided, one end of which is connected to the rear portion of the vehicle 60. One end of the exhaust hose 107 serves as an input port, and the other end serves as an output port. The exhaust gas discharged from the vehicle 60 is received at the input port (one end), and the exhaust gas is output to the outside from the output port (the other end).

[0014] In addition, Fig.23 In the figure, for convenience of explanation, the structure under the floor surface 80, the two vehicle fixing rods 103 at the rear, and the engine cooling fan 106 at the front are omitted.

[0015] After the vehicle 60 is fixed by the vehicle fixing mechanism of the chassis dynamometer 101 , various tests involving steering operation (steering wheel operation) of the vehicle 60 can be performed.

[0016] In order to perform various tests accompanying the steering operation of the vehicle 60, it is necessary to perform a roller turning operation for turning the roller 120 so as to match the turning operation of the tire 62. That is, the chassis dynamometer 101 needs to have a roller turning function.

[0017] The chassis dynamometer disclosed in Patent Document 1 has a roller rotation function.

[0018] Fig.24 1 and 2 are explanatory diagrams schematically showing the operation contents of the roller turning operation of the conventional chassis dynamometer 101. The steering wheel 4 is shown in (a) of the figure, and the roller device 102 and the tire 62 mounted on the roller device 102 are shown in (b) of the figure.

[0019] As shown in (b) of the figure, distance meters 64A and 64B are provided on one side of the roller 120. The distance meters 64A and 64B respectively measure the distance from the tire 62. Here, the distances measured by the distance meters 64A and 64B are dA and dB. In the normal arrangement state of the tire 62 on the roller 120, the distance condition {dA=dB=K} is satisfied. In addition, K is a constant.

[0020] The roller device 102 can perform roller rotation operation under the control of a rotation operation control unit (not shown). In order to perform a running test of the vehicle 60 with high accuracy, it is necessary to rotate the roller 120 so as to match the tire rotation angle of the tire 62 .

[0021] The rotation operation control unit receives distance information indicating the distances dA and dB from the distance meters 64A and 64B, and causes the roller device 102 to perform the roller rotation operation so as to satisfy the above-mentioned distance condition {dA=dB=K}.

[0022] For example, in the vehicle 60, consider a case where the tire 62 is rotated in the rotation direction R62 as indicated by the dotted line in accordance with the steering operation in the steering direction R4 of the steering wheel 4. The tire rotation angle of the tire 62 is determined based on the steering wheel angle.

[0023] Under the control of the rotation control unit, the roller device 102 rotates the roller 120 along the rotation direction R62 to meet the distance condition. As a result, the roller device 102 can rotate the roller 120 so as to always be in a normal arrangement state when the tire 62 rotates.

[0024] In addition, a method of providing a camera instead of the distance meters 64A and 64B is also conceivable. The method using the camera is described below. A plurality of detection objects are attached to the tire 62 along the circumference of the side surface of the tire 62 .

[0025] Furthermore, the camera is installed on the roller device 102 in such a manner that it can capture the detected object image information representing the plurality of detected objects, and the displacement angle of the tire 62 relative to the camera can be detected based on the movement of the plurality of detected objects represented by the detected object image information. The displacement angle represents the displacement of the tire 62 on the roller 120 from the normal configuration state.

[0026] Therefore, under the control of the rotation control unit, the roller 120 is rotated so that the displacement angle becomes "0". As a result, the roller device 102 can be rotated so that the roller device 102 is always in a normal arrangement state when the tire 62 rotates.

[0027] Prior art literature

[0028] Patent Literature

[0029] Patent Document 1: Japanese Patent Application Laid-Open No. 2019-203869

[0030] Patent Document 2: Japanese Patent Application Laid-Open No. 2011-33517 Summary of the Invention

[0031] Problems to be Solved by the Invention

[0032] As described above, the conventional chassis dynamometer 101 performs the roll rotation operation of the roll 120 in such a manner that the roll 120 is always in a normal configuration state on the roll 120.

[0033] However, at the ground contact portion of the tire 62 on the roll 120, the rubber portion of the tire 62 is flattened, or twisted due to the friction between the surface of the tire 62 and the surface of the roll 120, thereby causing the tire 62 to deform and expand. That is, in the running test of the vehicle 60 on the chassis dynamometer 101, the shape of the tire 62 changes.

[0034] Therefore, along with the shape change of the tire 62, the accuracy of the distances dA and dB detected by the rangefinders 64A and 64B themselves deteriorates. Therefore, even if the roll rotation operation of the roll 120 is performed in such a manner as to satisfy the above distance conditions, the tire 62 cannot be brought into a normal configuration state.

[0035] As a result, there are the following problems: it is difficult for the steering angle of the roll 120 to correctly follow the rotation angle (twist angle (Japanese: 切れ角度)) of the original tire 62, and phenomena such as the steering wheel 4 on the operation side of the vehicle 60 becoming heavy occur. In addition, even if the rangefinders 64A and 64B are replaced with cameras, the above problems cannot be eliminated.

[0036] The present disclosure has been made to solve the above problems, and an object thereof is to obtain a chassis dynamometer that can perform a roll rotation operation with high precision even when interference noises such as tire expansion occur.

[0037] Means for Solving the Problems

[0038] The chassis dynamometer described in the technical solution 1 of the present disclosure comprises: a roller device having a roller for carrying a tire of a vehicle; a vehicle fixing mechanism for fixing the vehicle; a steering wheel encoder for detecting a steering wheel angle during a steering operation of the vehicle and obtaining steering wheel angle information indicating the detected steering wheel angle; and a conversion table assigning unit for assigning a steering angle conversion table having a plurality of angle pair information, wherein the plurality of angle pair information is information indicating a plurality of tire rotation angles in a form corresponding to a plurality of steering wheel angles, the roller device comprising a roller rotating mechanism supporting the roller, the roller rotating mechanism being capable of executing a roller rotating action for rotating the roller based on steering angle indication information, The chassis dynamometer also has a rotation motion control unit, which performs a roller rotation control process for controlling the roller rotation motion based on the roller rotation mechanism, and the roller rotation control process includes: step (a), obtaining the steering wheel angle information from the steering wheel encoder; step (b), referring to the steering angle conversion table, determining the tire rotation angle corresponding to the steering wheel angle represented by the steering wheel angle information among the multiple tire rotation angles as the determined steering angle; and step (c), giving the steering angle indication information indicating the determined steering angle determined in the step (b) to the roller rotation mechanism.

[0039] Effects of the Invention

[0040] The roller swing control process executed by the swing motion control unit in the chassis dynamometer of the present disclosure includes a process of giving steering angle instruction information indicating a determined steering angle to the roller swing mechanism. The determined steering angle is determined based on the steering wheel angle indicated by the steering wheel angle information by referring to a steering angle conversion table.

[0041] The various angle pair information included in the steering angle conversion table is information indicating various tire rotation angles in a form corresponding to various steering wheel angles. The steering angle conversion table can be prepared in advance with high accuracy without using the tire body as the measurement object, for example, by using a steering wheel encoder for measuring the steering wheel angle and a rotation angle measuring device for measuring the tire rotation angle.

[0042] Therefore, the chassis dynamometer of the present disclosure can make the roller turning mechanism perform the roller turning operation with high accuracy even if disturbance noise such as tire expansion occurs by referring to the steering angle conversion table. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a perspective view schematically showing a chassis dynamometer as Embodiment 1 of the present disclosure.

[0044] Figure 2 This is an explanatory diagram schematically showing the planar structure of the chassis dynamometer according to the first embodiment (before the vehicle is fixed).

[0045] Figure 3 This is an explanatory diagram schematically showing the planar structure of the chassis dynamometer according to the first embodiment (after the vehicle is fixed).

[0046] Figure 4 This is an explanatory diagram schematically showing the detailed structure (planar structure) of the vehicle gripping mechanism according to the first embodiment.

[0047] Figure 5 This is an explanatory diagram schematically showing the detailed structure (cross-sectional structure) of the vehicle gripping mechanism according to the first embodiment.

[0048] Figure 6 Yes means Figure 4 as well as Figure 5 An explanatory diagram of the cross-sectional structure of the arm shaft portion in the arm shown in FIG.

[0049] Figure 7 Yes means Figure 4 as well as Figure 5 An explanatory diagram of the details of the clamping portion and its surrounding structure (planar structure) shown in .

[0050] Figure 8 Yes means Figure 4 as well as Figure 5 An explanatory diagram of the details of the clamping portion and its surrounding structure (cross-sectional structure) shown in .

[0051] Fig. 9 This is a flowchart showing a method of fixing a vehicle using the vehicle gripping mechanism according to the first embodiment.

[0052] Fig.10 It is a perspective view schematically showing the structure of the chassis dynamometer according to the embodiment after the vehicle is fixed.

[0053] Fig.11 This is a block diagram showing the configuration of a control system for vehicle simulation executed with the vehicle fixed using the chassis dynamometer according to the first embodiment.

[0054] Fig.12 This is a block diagram showing the configuration of a control system for vehicle simulation executed with the vehicle fixed using the chassis dynamometer according to the second embodiment.

[0055] Fig.13 This is an explanatory diagram schematically showing the operating principle of the roller rotation control process performed by the generator (dynamo) control device in the chassis dynamometer according to the second embodiment.

[0056] Fig.14 This is a flowchart showing the processing procedure of the roller rotation control processing performed by the generator control device.

[0057] Fig.15This is a flowchart showing the processing procedure of the conversion table creation method according to the second embodiment.

[0058] Fig.16 This is a block diagram schematically showing the structure of the table creation preparation state.

[0059] Fig.17 It is an explanatory diagram showing a specific example of the steering angle conversion table.

[0060] Fig.18 1 is an explanatory diagram showing the direction of the angle θ.

[0061] Fig.19 It is a top view showing the planar structure of a radius gauge.

[0062] Fig. 20 This is a cross-sectional view showing the cross-sectional structure of a fillet gauge (part 1).

[0063] Fig.21 This is a cross-sectional view showing the cross-sectional structure of a fillet gauge (part 2).

[0064] Fig. 22 This is a perspective view schematically showing a conventional chassis dynamometer (before the vehicle is fixed).

[0065] Fig.23 This is a perspective view schematically showing a conventional chassis dynamometer (with the vehicle fixed).

[0066] Fig.24 This is an explanatory diagram schematically showing the operation contents of the roller turning operation of a conventional chassis dynamometer.

[0067] Description of Reference Numerals

[0068] 1. 1B chassis dynamometer

[0069] 2-roller device

[0070] 3. Vehicle control mechanism

[0071] 4 Steering Wheel

[0072] 5Encoder for steering wheel

[0073] 8 encoder for turntable

[0074] 9 fillet gauge

[0075] 10 Floor

[0076] 18Conversion table production department

[0077] 20, 20L, 20R roller pairs

[0078] 21, 21L, 21R roller rotation mechanism

[0079] 25, 25L, 25R Roller Rotation Motor

[0080] 28, 28L, 28R swivel base

[0081] 60 vehicles

[0082] 62 Tires

[0083] 75, 75B generator control device

[0084] 93 turntable

[0085] 97 axis

[0086] 98 coupling

[0087] T1 steering angle conversion table DETAILED DESCRIPTION

[0088] <Implementation method 1>

[0089] Figure 1 It is a perspective view schematically showing a chassis dynamometer 1 as Embodiment 1 of the present disclosure. Figure 1 The structure before the vehicle 60 is fixed is shown. The chassis dynamometer 1 of the first embodiment can execute a vehicle simulation described in detail later on the floor surface 80 . Figure 1 The XYZ orthogonal coordinate system is shown in .

[0090] like Figure 1 As shown, four roller devices 2 are provided corresponding to four roller openings 15 provided in the floor surface 10. The four roller devices 2 each include a roller pair 20, a roller turning mechanism 21, and a roller supporting mechanism 22.

[0091] The roller rotating mechanism 21 supports the roller pair 20 so that two rollers in the roller pair 20 can rotate. The roller supporting mechanism 22 supports the roller rotating mechanism 21 so that it can rotate in the roller rotating direction R2. That is, the roller rotating mechanism 21 can perform a roller rotating action to rotate the roller pair 20 based on the steering angle instruction information SG1 described later.

[0092] In addition, the roller device 2 on the rear side (-Y direction) further includes a moving guide rail 23 and a support base 24. The moving guide rail 23 is provided on the support base 24 and extends in the Y direction. The support base 24 supports the roller support mechanism 22 and the roller rotation mechanism 21 and the roller pair 20 on the roller support mechanism 22 so that the roller support mechanism 22 can move in the Y direction along the moving guide rail 23. In addition, a single roller may be used instead of the roller pair 20.

[0093] In each of the four roller devices 2, the top of the roller pair 20 is partially exposed on the floor surface 10 from the corresponding roller opening 15. In addition, the four roller pairs 20 are arranged at positions corresponding to the front wheels and rear wheels of the vehicle 60. When the vehicle simulation is performed, the tire 62 is placed on the two rollers constituting the roller pair 20.

[0094] In each roller device 2 , except for a portion of the roller pair 20 (the top portion exposed from the floor surface 10 ), the roller rotating mechanism 21 , the roller supporting mechanism 22 , the moving guide rail 23 , and the supporting base 24 are all arranged under the floor surface 10 .

[0095] On the floor surface 10, a total of four vehicle holding mechanisms 3 are provided as vehicle fixing mechanisms between the two front roller devices 2 and the two rear roller devices 2. The four vehicle holding mechanisms 3 are provided on the floor surface 10 to fix the vehicle 60. Figure 1 Schematically illustrates the vehicle holding mechanism 3 , which is different from the actual structure of the vehicle holding mechanism 3 .

[0096] In front of the center of the four roller devices 2, an engine cooling fan 6 is provided below the floor surface 10. The engine cooling fan 6 performs a blowing operation to form an air flow toward the vehicle 60 with four tires 62 mounted on the four roller pairs 20 through the cooling opening 16 provided in the floor surface 10.

[0097] Figure 2 as well as Figure 3 It is an explanatory diagram schematically showing the planar structure of the chassis dynamometer 1 . Figure 2 The plan view of the vehicle 60 before being fixed is shown. Figure 3 The planar structure of the vehicle 60 after being fixed is shown. Figure 2 as well as Figure 3 The XYZ orthogonal coordinate system is shown in Figure 2 as well as Figure 3 The engine cooling fan 6 and the cooling opening 16 are omitted in the figure.

[0098] like Figure 2 As shown, four vehicle gripping mechanisms 3 are arranged corresponding to four roller devices 2. Figure 2 as well as Figure 3 In FIG. 1 , the four vehicle holding mechanisms 3 are classified and labeled as a vehicle holding mechanism 3FL, a vehicle holding mechanism 3FR, a vehicle holding mechanism 3BL, and a vehicle holding mechanism 3BR according to their arrangement positions.

[0099] The two vehicle holding mechanisms 3FL and 3BL are classified as one vehicle holding mechanism provided corresponding to the left side (-X side; one side) of the vehicle 60, and the two vehicle holding mechanisms 3FR and 3BR are classified as the other vehicle holding mechanism provided corresponding to the right side (+X side; the other side) of the vehicle 60. That is, the 4 (=2n (n=2)) vehicle holding mechanisms 3 are classified into two one vehicle holding mechanisms and two other vehicle holding mechanisms.

[0100] like Figure 2 As shown, the vehicle holding mechanism 3FL is arranged close to the rear (-Y direction) of the front (+Y direction) left side (-X side) roller device 2, and the vehicle holding mechanism 3FR is arranged close to the rear of the front right side (+X side) roller device 2. In addition, the vehicle holding mechanism 3BL is arranged close to the front of the rear left roller device 2, and the vehicle holding mechanism 3BR is arranged close to the front of the rear right roller device 2.

[0101] like Figure 2 as well as Figure 3 As shown, each vehicle holding mechanism 3 includes an iron plate 30 serving as a base as a component. On the iron plate 30, a holding body portion of the vehicle holding mechanism 3 is positioned and arranged.

[0102] like Figure 3 As shown, the vehicle 60 has rockers 61 on both sides. The rockers 61 are outer frame parts of the vehicle body existing at the lower part of the vehicle body (below the door) of the vehicle 60, are plate-shaped, and are also called "side members".

[0103] exist Figure 3 In FIG. 1 , regarding the two thresholds 61 , the left threshold 61 is classified and labeled as a threshold 61L, and the right threshold 61 is classified and labeled as a threshold 61R.

[0104] like Figure 3 As shown, the front lower end of the door sill 61L is held by the vehicle holding mechanism 3FL, and the rear lower end of the door sill 61L is held by the vehicle holding mechanism 3BL. Similarly, the front lower end of the door sill 61R is held by the vehicle holding mechanism 3FR, and the rear lower end of the door sill 61L is held by the vehicle holding mechanism 3BR.

[0105] Figure 4 as well as Figure 5 It is an explanatory diagram schematically showing the detailed structure of the vehicle gripping mechanism 3 . Figure 4 The planar structure of the vehicle holding mechanism 3 is shown. Figure 5 Shows Figure 4 The A-A section structure. In addition, Figure 4 as well as Figure 5, respectively. In addition, the XYZ orthogonal coordinate system represents the vehicle holding mechanism 3FL as an object. In addition, the internal structure of each of the four vehicle holding mechanisms 3 is the same.

[0106] As shown in these figures, the vehicle gripping mechanism 3 includes an iron plate 30, a base 32, an arm 33, a clamping part 34, and a pressing plate 35 as main components. The combination of the base 32, the arm 33, and the clamping part 34 constitutes a gripping body of the vehicle gripping mechanism 3.

[0107] The iron plate 30 functions as a base for configuring the holding body structure. Figure 5 As shown, the surface 30a is of planar configuration.

[0108] Base 32 in Figure 4 The base installation area 30 r indicated by the dotted line is arranged on the surface 30 a inside the iron plate 30 .

[0109] The arm 33 is in the shape of a rod.

[0110] The base 32 rotatably supports one end portion of the arm 33. An arm shaft portion 33g is provided on one end portion of the arm 33.

[0111] Figure 6 It is an explanatory diagram showing the cross-sectional structure of the arm shaft portion 33g of the arm 33.

[0112] like Figure 6 As shown, in the arm shaft portion 33g, a pin insertion space 333 is provided at the center along the inner peripheral surface of the iron pipe 331.

[0113] The base 32 and the arm 33 are connected to each other by inserting the arm fixing pin 43 into the pin insertion space 333 of the arm shaft portion 33 g of the base 32 .

[0114] Hereinafter, in this specification, the combined structure of the base 32 and the arm 33 in a state of being connected to each other is referred to as a "base-arm combination".

[0115] The two pressing plates 35 are extended along the Y direction across both sides (±X direction sides relative to the base 32) of the base 32 to fix the base 32 to the iron plate 30. Both ends of each pressing plate 35 in the Y direction are fixed to the iron plate 30 by bolts 46.

[0116] By providing the two pressing plates 35 on the iron plate 30 , the base 32 is fixed to the iron plate 30 .

[0117] As a result, in the base-arm combination, the arm 33 can rotate about the arm fixing pin 43 of the base 32 as a rotation axis.

[0118] A plurality of threaded fastening openings 41 are provided along the X direction in the end region on the -Y direction side of the iron plate 30. One end (-Y direction side) of a bolt 46 is threadedly fastened to one of the plurality of threaded fastening openings 41. Similarly, a plurality of threaded fastening openings (not shown) are provided along the X direction in the region on the +Y direction side of the iron plate 30. The other end (+Y direction side) of a bolt 46 is threadedly fastened to one of the plurality of threaded fastening openings.

[0119] The clamping portion 34 is connected to the arm 33 in a front end region on the other end side of the arm 33 .

[0120] Figure 7 as well as Figure 8 It is an explanatory diagram showing the details of the clamping portion 34 and its peripheral structure. Figure 7 Equivalent to Figure 4 The enlarged picture of Figure 8 Equivalent to Figure 5 Magnified image of .

[0121] like Figure 7 as well as Figure 8 As shown, the clamping portion 34 includes a clamping body portion 34m and a connecting portion 34e which are integrated with each other, and the connecting portion 34e is provided below the central area of ​​the clamping body portion 34m.

[0122] like Figure 7 As shown, the clamp body 34m of the clamp portion 34 includes a pair of elastic plates 52A and 52B facing each other with the holding space 53 interposed therebetween, and a pair of iron plates 51A and 51B facing each other with the holding space 53 interposed therebetween and the elastic plates 52A and 52B interposed therebetween.

[0123] In the clamping body 34m, the iron plate 51A and the elastic plate 52A are connected in a manner that the YZ planes are in close contact with each other, and the iron plate 51B and the elastic plate 52B are connected in a manner that the YZ planes are in close contact with each other. As the constituent material of each of the elastic plates 52A and 52B, for example, rubber having the following properties can be considered, that is, having elasticity, being relatively soft, and having a relatively high friction coefficient.

[0124] Two bolts 44 are installed below the clamp body 34m (in the -Z direction) to penetrate the elastic plates 52A and 52B in the X direction to fasten and fix the elastic plates 52A and 52B. The two bolts 44 function as fixing members that are pressed in the direction of narrowing the gripping space 53.

[0125] The connection part 34e of the clamp part 34 is fixed to the arm 33 by the clamp fixing bolt 45. Specifically, the clamp fixing bolt 45 is installed so as to penetrate the connection part 34e in the X direction. The clamp part 34 and the arm 33 are connected by the clamp fixing bolt 45 in a fixed state.

[0126] Furthermore, as the arm 33, it is preferable to prepare in advance a plurality of arms 33 having different lengths in the Y direction as needed. Figure 4 as well as Figure 5 As shown by the dotted line in FIG. 8 , by using the longitudinal arm 33X having a longer length in the Y direction, it is possible to obtain the vehicle holding mechanism 3 suitable for the wheel base of the vehicle 60 relatively easily.

[0127] Fig. 9 1 is a flowchart showing a processing procedure of a method of fixing the vehicle 60 using the vehicle holding mechanism 3 in the chassis dynamometer 1 according to Embodiment 1. Hereinafter, the procedure of fixing the vehicle 60 will be described with reference to this figure.

[0128] Note that the preparation state before step S1 is a state in which only four iron plates 30 are arranged on the floor surface 10 in correspondence with the four roller devices 2 .

[0129] First, in step S1 , the single-piece clamping portion 34 is attached to the rocker 61 of the vehicle 60 .

[0130] The rocker 61 of the vehicle 60 is in a plate shape having a YZ plane, and at least the lower end thereof is protruding. On the other hand, the clamping portion 34 is in a single body state before being connected to the arm 33, and the bolt 44 is not attached.

[0131] Therefore, by inserting the lower end of the door sill 61 into the holding space 53 of the single clamping portion 34, the single clamping portion 34 can be temporarily attached to the door sill 61 by utilizing the friction force between the elastic plates 52A and 52B and the lower end of the door sill 61. In addition, the thickness of the holding space 53 of the clamping portion 34 is set to a thickness that enables the clamping portion 34 to be attached to the door sill 61 by utilizing the friction force.

[0132] At this time, the clamping portion 34 for the vehicle holding mechanism 3FL is temporarily mounted on the lower front end of the left side sill 61L, and the clamping portion 34 for the vehicle holding mechanism 3BL is temporarily mounted on the lower rear end of the sill 61L. Similarly, the clamping portion 34 for the vehicle holding mechanism 3FR is temporarily mounted on the lower front end of the right side sill 61R, and the clamping portion 34 for the vehicle holding mechanism 3BR is temporarily mounted on the lower rear end of the sill 61R.

[0133] Next, each clamping portion 34 is fixed to the lower end of the door sill 61. Specifically, two bolts 44 are installed to fasten the elastic plates 52A and 52B between the elastic plates 52A and 52B by penetrating the elastic plates 52A and 52B of the clamping body portion 34m. By fastening the two bolts 44 as the fixing members, a pressing force is exerted to narrow the holding space 53 between the elastic plates 52A and 52B.

[0134] As a result, the lower end of the door sill 61 securely fixes the four clamping portions 34 to the door sill 61 of the vehicle 60 without adversely affecting the door sill 61 due to the friction force generated between the elastic plates 52A and 52B and the pressing force acting in the direction of narrowing the holding space 53 .

[0135] That is, the clamping portion 34 for the vehicle holding mechanism 3FL is fixed to the lower front end of the left side door sill 61L, and the clamping portion 34 for the vehicle holding mechanism 3BL is fixed to the lower rear end of the door sill 61L. Similarly, the clamping portion 34 for the vehicle holding mechanism 3FR is fixed to the lower front end of the right side door sill 61R, and the clamping portion 34 for the vehicle holding mechanism 3BR is fixed to the lower rear end of the door sill 61R.

[0136] In this way, only four clamping portions 34 are attached to the rocker 61 ( 61L and 61R) of the vehicle 60 .

[0137] Next, as shown in step S2 , the vehicle 60 is arranged so that the four tires 62 are located on the roller pairs 20 of the four roller devices 2 .

[0138] In addition, the execution order of step S1 and step S2 can also be reversed. Fig. 9 The sequence of steps S1 and S2 shown can relatively easily mount the four clamping parts 34 on the rocker 61 of the vehicle 60 .

[0139] Next, in step S3 , the base-arm combination is arranged corresponding to the clamping portion 34 .

[0140] In step S3 , the base 32 is positioned and arranged in the base installation region 30 r of the iron plate 30 so that the front end region of the arm 33 can be connected to the connection portion 34 e of the clamp portion 34 by the clamp fixing bolt 45 .

[0141] As a result, the base-arm combination is arranged on the iron plate 30 so that the clamping portion 34 and the front end region of the arm 33 overlap each other when viewed in plan on the XY plane.

[0142] Thereafter, in step S4 , two pressing plates 35 are provided so as to straddle both ends of the base 32 , and both ends of each of the two pressing plates 35 are fixed to the iron plate 30 by bolts 46 .

[0143] As a result, the base arm assembly is fixed to the iron plate 30. At this time, the arm 33 can rotate with the arm fixing pin 43 as the rotation axis in a state where the base 32 is fixed to the iron plate 30. Therefore, the base 32 supports the arm 33 with the arm fixing pin 43 existing on one end side of the arm 33 as the rotation axis.

[0144] Finally, in step S5 , the clamping portion 34 is fixed to the base-arm combination.

[0145] That is, the clamping and fixing bolts 45 that penetrate the connecting portion 34e in the X direction are attached.

[0146] As a result, the clamping portion 34 is connected to the arm 33 of the base arm assembly by the clamping fixing bolts 45 , and the four vehicle holding mechanisms 3 are completed in a state where they are respectively fixed to the door sills 61 .

[0147] In addition, the clamp portion 34 is connected to the arm 33 in a state of being fixed by the clamp fixing bolts 45 .

[0148] In addition, all of the four vehicle holding mechanisms 3 are located below the bottom of the vehicle body 60 except for the upper portion of the holding body portion 34 m that holds the lower end of the rocker 61 .

[0149] In this way, the chassis dynamometer 1 can fix the vehicle 60 by the four vehicle holding mechanisms 3 in a state where the four tires 62 are placed on the four roller pairs 20 of the roller device 2 by executing steps S1 to S5 .

[0150] Fig.10 2 is a perspective view schematically showing the structure of the chassis dynamometer 1 after the vehicle 60 is fixed. Fig.10 The XYZ orthogonal coordinate system is shown in Fig.10 In the figure, for convenience of explanation, the engine cooling fan 6 and the four vehicle holding mechanisms 3 are omitted.

[0151] like Fig.10 As shown in FIG. 1 , four tires 62 of a vehicle 60 are placed on two rollers in each of the roller pairs 20 of the four roller devices 2. Then, as described above, the vehicle 60 is Fig.10 Four vehicle holding mechanisms 3 not shown in the figure are fixed.

[0152] In addition, if Fig.10 As shown, an exhaust hose 7 is also provided, one end of which is connected to the rear portion of the vehicle 60. One end of the exhaust hose 7 serves as an input port, and the other end serves as an output port. The exhaust gas discharged from the vehicle 60 is received at the input port (one end), and the exhaust gas is output to the outside from the output port (the other end).

[0153] In the chassis dynamometer 1, the other end of the exhaust hose 7 is disposed under the floor surface 10. The floor surface 10 has a position adjustment function for adjusting the position of the hose hole for guiding the exhaust hose 7 under the floor surface 10. Therefore, the position of the hose hole can be adjusted according to the size of the vehicle 60, the position of the exhaust gas output part, and the like.

[0154] In place of the above-mentioned position adjustment function, a plurality of hose holes may be provided in advance in the floor surface 10 , and a hole suitable for the vehicle 60 to be tested may be appropriately selected from among the plurality of hose holes.

[0155] In addition, on the floor surface 10, a rectangular image simulator 12 having a long side in the X direction and a short side in the Z direction is provided in front of the vehicle 60 (in the +Y direction). The image simulator 12 as a simulation auxiliary component has a display function of displaying all scenes that can be visually recognized from the vehicle 60.

[0156] Furthermore, an object simulator 11 is provided on the floor surface 10 in front of the center of the vehicle 60. The object simulator 11 is arranged in front of the vehicle 60 (on the +Y direction side) than the image simulator 12. The object simulator 11 as a simulation auxiliary component is a device that simulates the movement of an object.

[0157] Fig.11 This is a block diagram showing the configuration of a control system for vehicle simulation executed by the chassis dynamometer 1 according to the first embodiment when the vehicle 60 is fixed.

[0158] As shown in the figure, there are a generator control device 75 and an ADAS test control device 77 as control devices that execute vehicle simulation.

[0159] In addition, “ADAS (Advanced Driver Assistance System)” means “Advanced Driving System”, which is a system that senses the possibility of accidents in advance and avoids them.

[0160] The dynamometer detector 71 as a rotation detector is mounted on each roller device 2, detects the rotation state of two rollers in the roller pair 20, and outputs a rotation pulse signal S71 as a rotation detection signal. As the dynamometer detector 71, for example, a pulse generator (PLG (Pulse Generator)) is used.

[0161] The vehicle 60 is equipped with a steering wheel encoder 5, which detects a steering state (steering wheel angle A60) of the driver of the vehicle 60 and outputs steering wheel angle information S60. As the steering wheel encoder 5, for example, a pulse generator is used.

[0162] Alternatively, the steering wheel encoder 5 may be replaced with a vehicle ECU (Electronic Control Unit) 73 to output the steering wheel angle information S60. When the vehicle ECU 73 is used, the steering wheel angle information S60 acquired by the steering wheel encoder 5 is output using CAN (Control Area Network) communication.

[0163] The vehicle 60 further includes an external sensor 74. The external sensor 74 includes a radar and a laser radar (LiDAR) used in a corner sensor or the like, or a side camera (side electronic mirror).

[0164] The external sensor 74 senses external information and outputs external sensing information S74 indicating the sensed external information. The external information includes, for example, sensing information of the target simulator 11, distance information from the target simulator 11, and vehicle side information recognized by the side camera.

[0165] The generator control device 75 receives the rotation pulse signal S71 and the steering wheel angle information S60. The generator control device 75 calculates the speed (km / s) and acceleration (m / s) of the vehicle 60 based on the rotation pulse signal S71. 2 ) and outputs a speed signal SV indicating the vehicle speed and vehicle acceleration to the ADAS test control device 77.

[0166] Furthermore, the generator control device 75 outputs steering angle indication information SG1 indicating the steering angle of the four tires 62 to the ADAS test control device 77 and the motor driver device 78 based on the steering wheel angle information S60. The steering angle indication information SG1 is obtained by considering the turning accuracy, turning response accuracy, etc. of the roller turning mechanism 21 based on the steering information indicated by the steering detection signal S60.

[0167] In addition, the transmission of the rotation pulse signal S71, the steering wheel angle information S60, the external sensing information S74, the speed signal SV, the steering angle instruction information SG1, etc. is performed using a wired or wireless communication function.

[0168] The ADAS test control device 77 controls the image simulator 12 and the target simulator 11 to perform vehicle simulation based on the speed signal SV, the steering angle indication information SG1, and the external sensing information S74. Specifically, the display contents of all scenes that can be visually recognized from the vehicle 60 are controlled on the image simulator 12, and the display contents of the target simulator 11 are controlled. In addition, when the vehicle simulation is performed, the target simulator 11 can be visually recognized from the vehicle 60 through the image simulator 12.

[0169] In this way, the object simulator 11 and the image simulator 12 function as simulation auxiliary components in the vehicle simulation executed under the control of the ADAS test control device 77 , and are arranged in front of the vehicle 60 on the floor surface 10 .

[0170] On the other hand, the motor driver 78 of the roller rotating mechanism 21 outputs a drive control signal S78 to the roller rotating motor 25 based on the steering angle instruction information SG1. The roller rotating motor 25 rotates the rotating base 28 along the roller rotating direction R2 based on the drive control signal S78. The rotating base 28 rotatably supports the roller pair 20.

[0171] Therefore, the roller pair 20 rotatably supported by the rotating base 28 rotates in the roller rotating direction R2 in accordance with the steering state (steering wheel angle A60 ) of the vehicle 60 .

[0172] Therefore, the vehicle simulation in the chassis dynamometer 1 includes a control process of the roller turning mechanism 21 based on the steering wheel angle information S60 .

[0173] In this way, the vehicle simulation of the vehicle 60 can be executed under the control of the generator control device 75 and the ADAS test control device 77. Therefore, the generator control device 75 and the ADAS test control device 77 function as control devices for vehicle simulation.

[0174] When executing the vehicle simulation, the vehicle 60 is fixed by the four vehicle holding mechanisms 3 .

[0175] At this time, the arm 33 can rotate about the arm fixing pin 43. Therefore, by the rotation of the arm 33, the four vehicle gripping mechanisms 3 can follow the posture of the vehicle 60 and fix the vehicle 60 with high stability.

[0176] Specifically, when the vehicle 60 is being driven (particularly during acceleration and deceleration) during the execution of the vehicle simulation, the posture of the vehicle 60 tends to tilt up and down. In this case, the arm 33 can follow the movement of the vehicle 60 by rotating.

[0177] (Effect)

[0178] The chassis dynamometer 1 according to the first embodiment mainly includes the following components (a) to (c).

[0179] (a) The support mechanism of the vehicle 60 includes a roller device 2 having a roller rotating mechanism 21 and is provided under the floor surface 10 .

[0180] (b) A fixing mechanism for the vehicle 60 , which includes the vehicle holding mechanism 3 .

[0181] (c) A simulation execution unit that controls the target simulator 11 , the image simulator 12 , and the roller turning mechanism 21 under the control of the generator control device 75 and the ADAS test control device 77 to execute a vehicle simulation.

[0182] Furthermore, as described above, the chassis dynamometer 1 according to the first embodiment mainly has the following features (1) to (6).

[0183] (1) The dynamometer detector 71 serving as the rotation detection unit detects the rotation state of the roller pair 20 and obtains the rotation pulse signal S71 as a rotation detection signal.

[0184] (2) The steering encoder 5 detects the steering state of the vehicle 60 and obtains the steering wheel angle information S60.

[0185] (3) The generator control device 75 and the ADAS test control device 77 control the target simulator 11 and the image simulator 12 as simulation auxiliary components based on the rotation pulse signal S71, the steering wheel angle information S60, and the external sensing information S74 to perform vehicle simulation.

[0186] (4) Each roller device 2 includes the roller rotating mechanism 21 that supports the roller pair 20 so as to be capable of rotating.

[0187] (5) Most of the four vehicle holding mechanisms 3 that secure the vehicle 60 are disposed below the bottom portion of the vehicle body 60 .

[0188] (6) As a part of the vehicle simulation, a control process for rotating the roller rotating mechanism 21 in the roller rotating direction R2 based on the steering wheel angle information S60 is executed under the control of the generator control device 75 .

[0189] The chassis dynamometer 1 of the first embodiment executes a vehicle simulation including a process of rotating the roller rotating mechanism 21 based on the steering wheel angle information S60 under the control of the generator control device 75 serving as the control device based on the steering angle instruction information SG1 (the above-mentioned feature (6)).

[0190] Therefore, the chassis dynamometer 1 according to the first embodiment can execute various vehicle simulations including steering operations other than straight driving.

[0191] Therefore, compared with a vehicle simulation in which the angle of the tire 62 relative to the roller pair 20 is detected, a vehicle simulation with a higher response speed can be executed.

[0192] In addition, most of the four vehicle holding mechanisms 3 in the chassis dynamometer 1 are arranged below the bottom of the vehicle body 60 (the above-mentioned feature (5)), so there will be no situation where the four vehicle holding mechanisms 3 exist in the detection range of the external sensor 74, or the four vehicle holding mechanisms 3 hinder the field of view recognition of the target simulator 11 and the image simulator 12.

[0193] As a result, the chassis dynamometer 1 according to the first embodiment can fix the vehicle 60 with good stability by the four vehicle holding mechanisms 3 and can perform vehicle simulation with high accuracy.

[0194] In the chassis dynamometer 1 of embodiment 1, the lower ends of the door sills 61 (61L, 61R) on both sides of the vehicle 60 are held in a well-balanced manner by the clamping portions 34 of two vehicle holding mechanisms on one side (vehicle holding mechanisms 3FL and 3BL) and the clamping portions 34 of two vehicle holding mechanisms on the other side (vehicle holding mechanisms 3FR and 3BR).

[0195] As a result, the chassis dynamometer 1 according to the first embodiment can fix the vehicle 60 with good balance through the holding operations of the four vehicle holding mechanisms 3 .

[0196] The lower end of the door sill 61 in the holding space 53 is held by the clamping portions 34 of the four vehicle holding mechanisms 3 in a manner clamped by a pair of elastic plates 52A and 52B, and a pressing force is applied in a direction of narrowing the holding space 53 by two bolts 44 serving as fixing components.

[0197] Therefore, the chassis dynamometer 1 of the first embodiment can use the friction force of the elastic plates 52A and 52B and the pressing force of the two bolts 44 to hold the lower end of the rocker 61 of the vehicle 60 with the clamping portion 34 at a total of four positions to fix the vehicle 60 with good stability.

[0198] As a result, the chassis dynamometer 1 according to the first embodiment can execute the vehicle simulation with high accuracy.

[0199] The other end of the exhaust hose 7 of the chassis dynamometer 1 of the first embodiment is disposed below the floor surface 10. Therefore, the exhaust hose 7 existing on the floor surface 10 can be minimized and disposed in a blind spot of the external sensor 74.

[0200] As a result, the chassis dynamometer 1 according to the first embodiment can output the exhaust gas of the vehicle 60 to the outside through the exhaust hose 7 and can perform vehicle simulation with high accuracy.

[0201] The chassis dynamometer 1 of the first embodiment arranges the engine cooling fan 6 below the floor surface 10 . Therefore, the engine cooling fan 6 does not exist within the detection range of the external sensor 74 , nor does the engine cooling fan 6 prevent the object simulator 11 and the image simulator 12 from recognizing the field of view.

[0202] As a result, the chassis dynamometer 1 according to the first embodiment can cool the vehicle 60 using the engine cooling fan 6 and perform vehicle simulation with high accuracy.

[0203] <Implementation method 2>

[0204] Fig.12 1 is a block diagram showing the configuration of a control system for vehicle simulation executed by the chassis dynamometer 1B in a state where the vehicle 60 is fixed. Figures 1 to 10 The chassis dynamometer 1 of the illustrated embodiment 1 has the same configuration.

[0205] That is, the chassis dynamometer 1B includes four roller devices 2 having four rollers 20 for placing four tires 62 of a vehicle 60, and four vehicle holding mechanisms 3 serving as vehicle fixing mechanisms for fixing the vehicle 60. Alternatively, a conventional rope tying structure or the like may be used as the vehicle fixing mechanism instead of the four vehicle holding mechanisms 3.

[0206] Furthermore, each roller device 2 includes a roller rotating mechanism 21 that supports the roller pair 20 , and the roller rotating mechanism 21 can execute a roller rotating operation for rotating the roller pair 20 based on the steering angle instruction information SG2 .

[0207] Therefore, the chassis dynamometer 1B of the second embodiment can be used in the same manner as the chassis dynamometer 1. Fig.10 As shown, the vehicle 60 is fixed, and vehicle simulation using the object simulator 11 and the image simulator 12 is performed.

[0208] The following is about Fig.11 The same components of the control system of the first embodiment shown in FIG. are denoted by the same reference numerals and the description thereof is appropriately omitted. Fig.12 , the description will be mainly focused on the features inherent to the chassis dynamometer 1B according to the second embodiment.

[0209] like Fig.12 As shown, as control devices that execute vehicle simulation, there are a generator control device 75B and an ADAS test control device 77 .

[0210] The vehicle 60 is equipped with a steering wheel encoder 5, which detects the steering state (steering wheel angle A60) of the driver of the vehicle 60 and outputs steering wheel angle information S60 indicating the steering wheel angle A60. As the steering wheel encoder 5, for example, a pulse generator is used.

[0211] In addition, the steering wheel angle information S60 may be outputted using the vehicle ECU 73 instead of the steering wheel encoder 5. When the vehicle ECU 73 is used, the steering wheel angle information S60 acquired by the steering wheel encoder 5 is outputted using CAN communication.

[0212] The generator control device 75B receives the rotation pulse signal S71 and the steering wheel angle information S60 similarly to the generator control device 75 of the first embodiment. The generator control device 75B calculates the speed (km / s) and acceleration (m / s) of the vehicle 60 based on the rotation pulse signal S71. 2 ) and outputs a speed signal SV indicating the vehicle speed and vehicle acceleration to the ADAS test control device 77.

[0213] The control system of the chassis dynamometer 1B is different from that of the first embodiment in that it further includes a table storage unit 79 .

[0214] The table storage unit 79 stores the steering angle conversion table T1. The steering angle conversion table T1 has a plurality of angle pair information. The plurality of angle pair information is information indicating a plurality of tire turning angles in a form corresponding to a plurality of steering wheel angles. The table storage unit 79 functions as a conversion table assigning unit that assigns the steering angle conversion table T1 to the generator control device 75B. The steering angle conversion table T1 is important information for performing steering angle follow-up control.

[0215] The generator control device 75B also functions as a rotation operation control unit that executes a roller rotation control process for controlling the roller rotation operation of the roller rotation mechanism 21. That is, the generator control device 75B executes a roller rotation control process for controlling the roller rotation operation of the roller pair 20 by the roller rotation mechanism 21.

[0216] Specifically, the generator control device 75B refers to the steering angle conversion table T1 and outputs steering angle instruction information SG2 indicating the determined steering angle of the tire 62 based on the steering wheel angle information S60 to the ADAS test control device 77 and the motor driver 78 of the roller turning mechanism 21 .

[0217] The ADAS test control device 77 controls the image simulator 12 and the object simulator 11 to perform vehicle simulation based on the speed signal SV, the steering angle indication information SG2 and the external sensing information S74 .

[0218] Chassis dynamometer 1B of the second embodiment includes components (a) to (c) described in the first embodiment, similarly to chassis dynamometer 1 of the first embodiment, and has features (1) to (6) described in the first embodiment.

[0219] Therefore, the chassis dynamometer 1B according to the second embodiment achieves the same effects as the chassis dynamometer 1 according to the first embodiment.

[0220] (Roller rotation control processing)

[0221] Fig.13 This is an explanatory diagram schematically showing the operating principle of the roller rotation control process performed by the generator control device 75B in the chassis dynamometer 1B according to the second embodiment.

[0222] As shown in the figure, the generator control device 75B also functions as a turning operation control unit, receives the steering wheel angle information S60 from the steering wheel encoder 5 attached to the steering wheel 4. As described above, the steering wheel angle information S60 indicates the steering wheel angle A60.

[0223] Furthermore, since the generator control device 75B is supplied with the steering angle conversion table T1 from the table storage unit 79 , it is possible to always refer to the content of the steering angle conversion table T1 .

[0224] like Fig.13 As shown, the steering angle conversion table T1 has a plurality of angle pair information indicating a plurality of tire turning angles in a form corresponding to a plurality of steering wheel angles.

[0225] Figure 1 to Figure 3 The four roller pairs 20 shown include a roller pair 20L (left roller) for placing the left tire and a roller pair 20R (right roller) for placing the right tire. That is, the four roller pairs 20 are classified into a roller pair 20L for the front wheels, a roller pair 20L for the rear wheels, a roller pair 20R for the front wheels, and a roller pair 20R for the rear wheels.

[0226] In the second embodiment, for convenience of description, it is assumed that the vehicle 60 adopts the general front wheel steering in which the two front wheels are steered, and the roller pair 20L is used as the left roller of the front wheel and the roller pair 20R is used as the right roller of the front wheel.

[0227] Therefore, the plurality of tire turning angles include a plurality of left tire turning angles for the roller pair 20L of the front wheels and a plurality of right tire turning angles for the roller pair 20R of the front wheels.

[0228] The four roller turning mechanisms 21 include a roller turning mechanism 21L serving as a left roller turning mechanism of the support roller pair 20L and a roller turning mechanism 21R serving as a right roller turning mechanism of the support roller pair 20R.

[0229] As described above, in the second embodiment, it is assumed that the vehicle 60 adopts front wheel steering, and therefore the roller turning mechanism 21L is provided corresponding to the roller pair 20L for the front wheels, and the roller turning mechanism 21R is provided corresponding to the roller pair 20R for the front wheels.

[0230] The roller rotating mechanism 21L includes a roller rotating motor 25L and a rotating base 28L, and the rotating base 28L is driven to rotate by the roller rotating motor 25L. The rotating base 28L rotatably supports the roller pair 20L. Therefore, the roller pair 20L can be rotated along the roller rotating direction R2 without affecting the rotation of the roller pair 20L itself as the rotating base 28L rotates.

[0231] The roller rotating mechanism 21R includes a roller rotating motor 25R and a rotating base 28R, and the rotating base 28R is driven to rotate by the roller rotating motor 25R. The rotating base 28R rotatably supports the roller pair 20R. Therefore, the roller pair 20R can be rotated in the roller rotating direction R2 without affecting the rotation of the roller pair 20R itself as the rotating base 28R rotates.

[0232] The motor driver 78 is shared between the roller turning mechanisms 21L and 21R. The generator control device 75B provides steering angle instruction information SG2 to the motor driver 78. The steering angle instruction information SG2 indicates the left determined steering angle for the roller turning mechanism 21L and the right determined steering angle for the roller turning mechanism 21R.

[0233] The motor driver device 78 supplies the roller rotation motor 25L with a drive control signal S78L for determining the steering angle for the left indicated by the steering angle indication information SG2, and supplies the roller rotation motor 25R with a drive control signal S78R for determining the steering angle for the right indicated by the steering angle indication information SG2. The drive control signals S78L and S78R are independent signals.

[0234] Therefore, the roller rotating motor 25L rotates the rotating base 28L in the roller rotating direction R2 at the control amount indicated by the drive control signal S78L. As a result, the roller pair 20L supported by the rotating base 28L can be rotated in the roller rotating direction R2.

[0235] Similarly, the roller rotating motor 25R rotates the rotating base 28R in the roller rotating direction R2 at the control amount indicated by the drive control signal S78R. As a result, the roller pair 20R supported by the rotating base 28R can be rotated in the roller rotating direction R2.

[0236] In this way, the roller turning mechanism 21L as the left roller turning mechanism can execute the left roller turning operation of turning the roller pair 20L as the left rollers based on the left determined steering angle indicated by the steering angle instruction information SG2.

[0237] Similarly, the roller turning mechanism 21R as the right roller turning mechanism can execute a right roller turning operation of turning the roller pair 20R as the right rollers based on the right determined steering angle indicated by the steering angle instruction information SG2.

[0238] As described above, the roller rotating operation performed by the roller rotating mechanism 21 includes the left roller rotating operation performed by the roller rotating mechanism 21L and the right roller rotating operation performed by the roller rotating mechanism 21R.

[0239] The generator control device 75B finally gives the steering angle instruction information SG2 to the motor driver device 78 , thereby being able to execute a roller turning control process for causing the roller turning mechanism 21 to execute a roller turning operation.

[0240] The roller rotation control process includes a left roller rotation control process for controlling the left roller rotation operation by the roller rotation mechanism 21L and a right roller rotation control process for controlling the right roller rotation operation by the roller rotation mechanism 21R.

[0241] Fig.14 1 is a flowchart showing the processing procedure of the roller rotation control process performed by the generator control device 75B. Hereinafter, the processing content of the roller rotation control process will be described with reference to this figure.

[0242] In step S11 , the generator control device 75B acquires the steering wheel angle information S60 from the steering wheel encoder 5 .

[0243] Then, in step S12, the steering angle conversion table T1 is given to the generator control device 75B from the table storage unit 79 as a conversion table giving unit. Therefore, the generator control device 75B can obtain the steering angle conversion table T1 and always refer to the content of the steering angle conversion table T1.

[0244] Next, in step S13 , the generator control device 75B refers to the steering angle conversion table T1 and determines the tire turning angle corresponding to the steering wheel angle A60 indicated by the steering wheel angle information S60 among the plurality of tire turning angles indicated in the steering angle conversion table T1 as the determined steering angle.

[0245] As described above, the determined steering angle includes the left determined steering angle and the right determined steering angle, and therefore step S13 precisely includes the following steps S13 - 1 and S13 - 2 .

[0246] S13-1: Referring to the steering angle conversion table T1, the left tire turning angle corresponding to the steering wheel angle A60 indicated by the steering wheel angle information S60 among the plurality of left tire turning angles indicated in the steering angle conversion table T1 is determined as the left determined steering angle.

[0247] S13-2: Referring to the steering angle conversion table T1, the right tire turning angle corresponding to the steering wheel angle A60 indicated by the steering wheel angle information S60 among the plurality of right tire turning angles indicated in the steering angle conversion table T1 is determined as the right determined steering angle.

[0248] Thereafter, in step S14 , steering angle instruction information SG2 indicating the determined steering angle (determined steering angle for left+determined steering angle for right) determined in step S13 is given to the motor driver device 78 of the roller rotating mechanism 21 .

[0249] The motor driver device 78 is shared between the roller turning mechanisms 21L and 21R. Therefore, the process of step S14 is a process of providing the roller turning mechanism 21L with steering angle instruction information SG2 indicating at least the left steering angle, and providing the roller turning mechanism 21R with steering angle instruction information SG2 indicating at least the right steering angle.

[0250] In addition, if the motor driver device 78 is a dedicated device dedicated to the roller rotating mechanism 21L, the steering angle instruction information SG2 indicating only the left-use determined steering angle may be given to the motor driver device 78. Similarly, if the motor driver device 78 is a dedicated device dedicated to the roller rotating mechanism 21R, the steering angle instruction information SG2 indicating only the right-use determined steering angle may be given to the motor driver device 78.

[0251] Thus, the process of finally giving the steering angle instruction information SG2 to the roller turning mechanism 21 becomes the roller turning control process. Furthermore, the process of finally giving the steering angle instruction information SG2 indicating the left-use determined steering angle to the roller turning mechanism 21L becomes the left-use roller turning control process, and the process of finally giving the steering angle instruction information SG2 indicating the right-use determined steering angle to the roller turning mechanism 21R becomes the right-use roller turning control process.

[0252] With the execution of step S14, the roller rotating mechanism 21 performs a roller rotating action based on the steering angle indication information SG2. More specifically, the roller rotating mechanism 21L performs a left roller rotating action based on the left determined steering angle indicated by the steering angle indication information SG2, and the roller rotating mechanism 21R performs a right roller rotating action based on the right determined steering angle indicated by the steering angle indication information SG2.

[0253] The roller turning control process executed by the generator control device 75B of the chassis dynamometer 1B of the second embodiment includes a process of providing the roller turning mechanism 21 (21L, 21R) with steering angle indication information SG2 indicating the determined steering angle. The determined steering angle (the determined steering angle for the left and the determined steering angle for the right) is determined based on the steering wheel angle A60 indicated by the steering wheel angle information S60 by referring to the steering angle conversion table T1.

[0254] The steering angle conversion table T1 has various angle pair information indicating various tire turning angles in a form corresponding to various steering wheel angles. As described in detail later, the steering angle conversion table T1 can be prepared in advance with high precision by using the steering wheel encoder 5, the rounding gauge 9 having the turntable encoder 8, etc.

[0255] In addition, the generator control device 75B in the chassis dynamometer 1B of the second embodiment does not utilize the roller rotation control process when executing the roller rotation control process. Fig.24 The detection information of the arrangement state of the tire 62 obtained by the distance meters 64A and 64B shown in FIG. Therefore, the roller rotation control process is not affected by the disturbance noise such as the expansion of the tire 62.

[0256] Therefore, the chassis dynamometer 1B according to the second embodiment refers to the steering angle conversion table T1 and can make the roller turning mechanism 21 perform the roller turning operation with high accuracy even when disturbance noise such as expansion of the tire 62 occurs.

[0257] Step S13 executed by the generator control device 75B of the chassis dynamometer 1B includes the above-mentioned steps S13 - 1 and S13 - 2 , and the steering angle instruction information SG2 given in step S14 indicates the left-use determined steering angle and the right-use determined steering angle.

[0258] Therefore, the chassis dynamometer 1B of the second embodiment can independently rotate the roller pair 20L for the left tire and the roller pair 20R for the right tire with high accuracy by executing the left roller rotation control process and the right roller rotation control process by the generator control device 75B as the rotation operation control unit.

[0259] (Creation of Steering Angle Conversion Table T1)

[0260] Fig.15 1 is a flowchart showing the processing sequence of the conversion table preparation method of Embodiment 2. The conversion table preparation method of Embodiment 2 is a method for preparing the steering angle conversion table T1 used by the chassis dynamometer 1B of Embodiment 2. Therefore, the conversion table preparation method of Embodiment 2 is positioned as an important tool for preparing the steering angle conversion table T1 which is indispensable for performing the steering angle following control.

[0261] The steering angle conversion table T1 is obtained using a rounding gauge 9 as a turning angle measuring device described in detail later, and is information specific to a predetermined vehicle 60. The vehicle 60 is equipped with a steering wheel encoder 5 for detecting a steering wheel angle during a steering operation of the vehicle 60 and obtaining steering wheel angle information S60.

[0262] The conversion table preparation method of the second embodiment is performed in a conversion table preparation environment different from that of the chassis dynamometer 1B. Here, it is assumed that the vehicle 60 adopts a general front wheel steering and the conversion table preparation environment uses two fillet gauges 9 for the front wheels. Fig.15 The processing contents of the conversion table creation method according to the second embodiment will be described.

[0263] In step S21 , the vehicle 60 is arranged so that the left and right tires of the front wheels are positioned on the two fillet gauges 9 .

[0264] The fillet gauge 9 as a rotation angle measuring device has a turntable encoder 8, which measures the tire rotation angle in a state where a tire is placed, and obtains table rotation angle information S8 indicating a table rotation angle equivalent to the tire rotation angle. The turntable encoder 8 functions as a rotation angle encoder, and the rotation angle encoder obtains the table rotation angle information S8 as tire rotation angle measurement information.

[0265] Next, in step S22, a conversion table preparation state is set. Fig.16 This is a block diagram schematically showing the configuration of the conversion table preparation state.

[0266] As shown in the figure, the conversion table creation unit 18 receives the steering wheel angle information S60 from the steering wheel encoder 5, and receives the table rotation angle information S8 which is the tire rotation angle measurement information from the turntable encoder 8 which is the rotation angle encoder. This state is the conversion table creation preparation state. In addition, as the conversion table creation unit 18, for example, the generator control device 75B of the chassis dynamometer 1B can also be used.

[0267] return Fig.15 In step S23, a steering wheel angle is set by the steering operation of the vehicle 60. The set steering wheel angle becomes one of the multiple steering wheel angles in the steering angle conversion table T1. Fig.16 Since the conversion table creation preparation state is shown, the steering wheel angle information S60 is automatically given from the steering wheel encoder 5 to the conversion table creation unit 18.

[0268] Therefore, after executing step S23, steering wheel angle information S60 can be obtained from the steering wheel encoder 5. The steering wheel angle information S60 indicates the set steering wheel angle A60.

[0269] Then, in step S24, the steering angle is measured by the turntable encoder 8. That is, step S24 is a process of causing the rounding gauge 9 to measure the table rotation angle in the steering wheel angle setting state based on step S23. The table rotation angle is consistent with the tire rotation angle of the vehicle 60.

[0270] exist Fig.16 In the conversion table preparation state shown, the table rotation angle information S8 is automatically given from the turntable encoder 8 to the conversion table creation unit 18 .

[0271] Therefore, after executing step S24, table rotation angle information S8 serving as tire rotation angle measurement information can be obtained from the turntable encoder 8 as the rotation angle encoder. The table rotation angle information S8 indicates the table rotation angle.

[0272] The table rotation angle information S8 includes table rotation angle information S8L from the left-hand fillet gauge 9 on which the left-hand tire is placed, and table rotation angle information S8R from the right-hand fillet gauge 9 on which the right-hand tire is placed.

[0273] The table rotation angle information S8L indicates the left tire angle of the left tire, and the table rotation angle information S8R indicates the right tire angle of the right tire. That is, the tire angles indicated by the table rotation angle information S8 include the left tire angle and the right tire angle.

[0274] Next, in step S25, angle pair information S68 is recorded as one of the plurality of angle pair information. Angle pair information S68 is a combination of steering wheel angle A60 indicated by steering wheel angle information S60 and tire angles (left tire angle, right tire angle) indicated by table rotation angle information S8.

[0275] Then, in step S26, it is determined whether the settings of the various steering wheel angles envisioned have all been completed (YES) or (NO). If it is determined to be NO in step S26, the process returns to step S23, and then the processes of steps S23 to S26 are repeatedly executed until it is determined to be YES in step S26. In step S23 executed for the second time or later, a new steering wheel angle not recorded in step S25 is set as angle pair information S68.

[0276] In step S27 executed when the answer of step S26 is yes, the steering angle conversion table T1 is completed. That is, the steering angle conversion table T1 in which various angle pair information S68 is recorded in correspondence with all of the various steering wheel angles assumed is completed.

[0277] The completed steering angle conversion table T1 is stored in the table storage unit 79. In addition, the angle pair information S68 may be recorded in the table storage unit 79 in step S25.

[0278] Fig.17 : is an explanatory diagram showing a specific example of the steering angle conversion table T1. As shown in the figure, various tire angles are shown in a form corresponding to various steering wheel angles. In the figure, the column indicated by "Tire angle - left" shows the left tire angle, and the column indicated by "Tire angle - right" shows the right tire angle.

[0279] Fig.18 θ (steering wheel angle, tire angle) is an explanatory diagram showing the direction of the angle θ. As shown in the figure, the clockwise direction from the fourth quadrant to the first quadrant is the negative direction, and the counterclockwise direction from the third quadrant to the second quadrant is the positive direction.

[0280] exist Fig.17 In (a), the angle pair information when the steering wheel angle in the steering angle conversion table T1 is negative (when turning right) is shown. Fig.17 (b) of FIG. 1 shows angle pair information when the steering wheel angle in the steering angle conversion table T1 is positive (when turning left). The steering wheel angle is set in units of, for example, 1 / 20 degrees, and the tire angle is set in units of, for example, 1 degree.

[0281] like Fig.17 As shown, the steering angle conversion table T1 has a plurality of angle pair information, and the plurality of angle pair information is information indicating a plurality of tire turning angles in a form corresponding to a plurality of steering wheel angles.

[0282] like Fig.17 As shown, the various steering wheel angles are set at relatively small angle intervals from the maximum right angle (negative maximum value) when the steering wheel 4 is turned to the maximum right direction to the maximum left angle (positive maximum value) when the steering wheel 4 is turned to the maximum left direction.

[0283] The plurality of tire turning angles corresponding to the plurality of steering wheel angles include a plurality of left tire turning angles and a plurality of right tire turning angles. In each of the plurality of tire turning angles, the left tire turning angle and the right tire turning angle are set to different values.

[0284] The conversion table preparation method of embodiment 2 as a method for preparing the steering angle conversion table T1 used in the chassis dynamometer 1B sets a conversion table preparation preparation state including the steering wheel encoder 5, the rotating wheel encoder 8 and the conversion table preparation unit 18, and measures a plurality of tire turning angles corresponding to a plurality of steering wheel angles.

[0285] Therefore, the steering angle conversion table T1 having a plurality of angle pair information indicating a plurality of tire turning angles in a form corresponding to a plurality of steering wheel angles can be created with high accuracy.

[0286] As a result, the chassis dynamometer 1B according to the second embodiment can perform various tests involving the steering operation of the vehicle 60 with high accuracy using the steering angle conversion table T1 unique to the vehicle 60 as the predetermined vehicle.

[0287] (Round Angle Gauge 9)

[0288] Fig.19 It is a top view showing the planar structure of the fillet gauge 9. Fig. 20 as well as Fig.21 9 is a cross-sectional view showing the cross-sectional structure of the fillet gauge 9. Fig. 20 Shows Fig.19 The B-B section, Fig.21 Shows Fig.19 C-C section. Figure 19 to Figure 21 The XYZ orthogonal coordinate systems are shown in FIG.

[0289] As shown in these figures, the rounding gauge 9 has a frame 90 installed on a rounding gauge installation stand 99 , and a rotating disk 93 having a circular shape in a plan view is installed on the frame 90 via a plurality of rotating balls 94 .

[0290] The plurality of rotating balls 94 are arranged in a circular shape on the surface of the frame 90 in a plan view. Fig. 20 as well as Fig.21 In the example shown, the plurality of rotating balls 94 are provided along three different circumferences. The plurality of rotating balls 94 are each a rotatable movable body, so the turntable 93 can rotate along the table rotation direction R9 via the plurality of rotating balls 94 .

[0291] The frame 90 is rectangular in plan view, and two frame deviation preventing bolts 95 are provided on the upper surface of the fillet gauge installation stand 99 to restrict the movement of the frame 90.

[0292] Therefore, the movement amount of the frame 90 in the right direction DR, the left direction DL, the front direction DF, and the rear direction DB is limited within a specified range by a total of eight frame deviation preventing bolts 95. Therefore, the turntable 93 moves in the right direction DR, the left direction DL, the front direction DF, and the rear direction DB together with the frame 90, but the movement amount is limited by the eight frame deviation preventing bolts 95.

[0293] Thus, the rotary disk 93 of the fillet gauge 9 can rotate in the table rotation direction R9 and can linearly move within a predetermined range along the right direction DR, the left direction DL, the front direction DF, and the rear direction DB.

[0294] The turntable 93 on which the tire 62 is placed rotates integrally with the tire 62 when the tire 62 rotates. Therefore, the turntable 93 of the fillet gauge 9 can rotate at a table rotation angle that matches the tire rotation angle of the placed tire 62 regardless of the rotation center of the vehicle 60.

[0295] An arc-shaped angle scale 92 is provided on the rotating disk 93 along the outer peripheral surface of the rotating disk 93. In addition, a needle 91 is provided above the rotating disk 93. The tip of the needle 91 is arranged so as to overlap with a part of the angle scale 92 in a plan view.

[0296] like Fig. 20 as well as Fig.21 As shown, a fastening member 96 is provided at the center of the lower surface of the turntable 93, and a shaft 97 is provided so as to penetrate the center of the fastening member 96 and be rotatable. The upper end of the shaft 97 is connected to the center of the lower surface of the turntable 93, and the lower end is connected to the upper part of the coupling 98 through the stand opening 99O.

[0297] Furthermore, the rotary encoder 8 is mounted below the coupling 98. Therefore, the shaft 97 is coupled to the rotary encoder 8 via the coupling 98.

[0298] The shaft 97 can rotate in conjunction with the rotation of the turntable 93. Therefore, the turntable encoder 8 can accurately detect the table rotation angle of the turntable 93 based on the rotation state of the shaft 97. The turntable encoder 8 can output the table rotation angle information S8 indicating the table rotation angle to the outside.

[0299] In addition, the encoder 8 of the turntable is as follows Fig.24 Since the measurement object is not the tire 62 body as in the distance meters 64A and 64B shown, the table rotation angle indicated by the table rotation angle information S8 is not affected by external disturbances such as the expansion of the tire 62 .

[0300] The table rotation angle can also be detected by manually checking the position of the tip of the needle 91 on the angle scale 92. However, the conversion table preparation method of the second embodiment does not use the needle 91 and the angle scale 92.

[0301] In this way, the rotary table encoder 8 provided in the rounding gauge 9 can detect the table rotation angle of the rotary table 93 based on the rotation state of the shaft 97 and output the table rotation angle information S8 indicating the detected table rotation angle.

[0302] like Fig.21 As shown, the encoder 8 for the rotary table is supported by an encoder bracket 88. A part of the encoder bracket 88 is fixed to the upper part of the fillet gauge installation stand 99. Therefore, the encoder 8 for the rotary table is supported by the encoder bracket 88 with good stability.

[0303] As described above, the rounding gauge 9 of such a configuration is used as a rotation angle measuring device for creating the steering angle conversion table T1. Fig.15 In the conversion table preparation method of the second embodiment shown, two fillet gauges 9 are used for the left and right tires.

[0304] Hereinafter, the rounding gauge 9 for the left tire is referred to as the rounding gauge 9L, and the rounding gauge 9 for the right tire is referred to as the rounding gauge 9R. Furthermore, the rotating disk 93 of the rounding gauge 9L is referred to as the rotating disk 93L, and the rotating disk 93 of the rounding gauge 9R is referred to as the rotating disk 93R.

[0305] Furthermore, the rotary encoder 8 of the rounding gauge 9L is set to the rotary encoder 8L, and the rotary encoder 8 of the rounding gauge 9R is set to the rotary encoder 8R. In addition, the table rotation angle information S8 output from the rotary encoder 8L is set to the table rotation angle information S8L, and the table rotation angle information S8 output from the rotary encoder 8R is set to the table rotation angle information S8R.

[0306] Below, we will Figure 19 to Figure 21 The use of the fillet gauge 9 shown is similar to Fig.15 The conversion table preparation method shown is explained correspondingly.

[0307] When step S21 is executed, the vehicle 60 is arranged so that the left tire 62 is located on the rotary disk 93L of the fillet gauge 9L and the right tire 62 is located on the rotary disk 93R of the fillet gauge 9R.

[0308] At this time, the center of the left tire 62, which is the front wheel of the vehicle 60, is arranged at the center of the turntable 93L, and the center of the right tire 62, which is the front wheel of the vehicle 60, is arranged at the center of the turntable 93R. When making the above arrangement, the wheel base (the length between the axle of the front wheel and the axle of the rear wheel) and the tread (the distance from the center to the center of the left and right tires) of the vehicle 60 are considered.

[0309] After executing step S21, the turntables 93L and 93R rotate at the same table rotation angle as the rotation angle of the tire 62 as the (left or right) tire 62 is rotated. Therefore, the table rotation angle indicated by the table rotation angle information S8 output by the turntable encoder 8 becomes the accurate tire rotation angle of the tire 62.

[0310] When executing step S22, the conversion table creation unit 18 is connected to the turntable encoder 8 so that the table rotation angle information S8 can be given to the conversion table creation unit 18, thereby realizing the configuration of the turntable encoder 8 side in the conversion table creation preparation state.

[0311] When executing step S24, the wheel encoder 8L measures the tire rotation angle for the left tire corresponding to the steering wheel angle set in step S23. Therefore, the table rotation angle indicated by the table rotation angle information S8L output by the wheel encoder 8L becomes the left tire rotation angle.

[0312] Similarly, the wheel encoder 8R measures the tire rotation angle for the right tire corresponding to the steering wheel angle set in step S23. Therefore, the table rotation angle indicated by the table rotation angle information S8R output by the wheel encoder 8R becomes the right tire rotation angle.

[0313] Thus, since the fillet gauge 9 used in the conversion table preparation method of the second embodiment has the rotary encoder 8, the rounding can be performed accurately and automatically. Fig.15 The steering angle measurement process of step S24 is shown.

[0314] In addition, the inventors confirmed that the use Figure 19 to Figure 21 The fillet gauge 9 shown is executed Fig.15 The steering angle conversion table T1 obtained by the conversion table preparation method shown in has high accuracy.

[0315] That is, the inventors have confirmed that when the chassis dynamometer 1B of embodiment 2 performs a test on the vehicle 60 accompanied by a steering operation, the generator control device 75B performs roller rotation control processing with reference to the steering angle conversion table T1, so that the left and right tires 62 will not separate from the roller pair 20L and 20R and always maintain a normal configuration state.

[0316] <Other>

[0317] In the chassis dynamometer 1 of the first embodiment and the chassis dynamometer 1B of the second embodiment, four vehicle holding mechanisms 3 consisting of two one-side vehicle holding mechanisms and two other-side vehicle holding mechanisms are used, but the present invention is not limited thereto. In other words, any chassis dynamometer having 2n vehicle holding mechanisms 3 consisting of n (≥1) one-side vehicle holding mechanisms and n other-side vehicle holding mechanisms will suffice.

[0318] In the conversion table creation method of the second embodiment, a case where the vehicle 60 adopts general front-wheel steering is assumed, but it is of course applicable to rear-wheel steering and four-wheel steering.

[0319] In the case of rear-wheel steering, Fig.15 In step S21 shown, the vehicle 60 needs to be arranged in such a manner that the left and right tires of the rear wheels are located on the two fillet gauges 9 .

[0320] In the case of four-wheel steering, Fig.15 In step S21 shown, the vehicle 60 needs to be arranged in such a way that the left and right tires of the front wheels are located on the two rounding gauges 9 for the front wheels, and the left and right tires of the rear wheels are located on the two rounding gauges 9 for the rear wheels. As a result, in step S24, four workbench rotation angle information S8 (front wheel left, front wheel right, rear wheel left, rear wheel right) can be obtained.

[0321] In addition, the present disclosure can freely combine the various embodiments within the scope of the disclosure, or appropriately modify or omit the various embodiments.

Claims

1. A chassis dynamometer, wherein: have: A roller device having a roller for carrying a tire of a vehicle; A vehicle fixing mechanism, fixing the vehicle; a steering wheel encoder for detecting a steering wheel angle during a steering operation of the vehicle and obtaining steering wheel angle information representing the detected steering wheel angle; as well as a conversion table providing unit for providing a steering angle conversion table having a plurality of angle pair information, wherein the plurality of angle pair information is information representing a plurality of tire turning angles in a form corresponding to a plurality of steering wheel angles, The plurality of steering wheel angles are set at predetermined angle intervals from a maximum right angle when the steering wheel of the vehicle is turned to the right to the maximum extent to a maximum left angle when the steering wheel is turned to the left to the maximum extent, The plurality of tire rotation angles include a plurality of left tire rotation angles and a plurality of right tire rotation angles, and the plurality of left tire rotation angles and the plurality of right tire rotation angles are set independently of each other. The roller device includes a roller rotating mechanism supporting the roller, The roller rotating mechanism is capable of executing a roller rotating action for rotating the roller based on the steering angle instruction information. The chassis dynamometer further includes a rotation operation control unit that executes a roller rotation control process for controlling the roller rotation operation by the roller rotation mechanism. The roller rotation control process includes: Step (a), obtaining the steering wheel angle information from the steering wheel encoder; Step (b), referring to the steering angle conversion table, determining the tire steering angle corresponding to the steering wheel angle indicated by the steering wheel angle information among the plurality of tire steering angles as a determined steering angle; and (c) providing the steering angle instruction information indicating the determined steering angle determined in the step (b) to the roller rotating mechanism.

2. The chassis dynamometer according to claim 1, wherein: have: The rollers include a left roller for placing a left tire of the vehicle and a right roller for placing a right tire of the vehicle. The roller rotating mechanism includes a left roller rotating mechanism supporting the left roller and a right roller rotating mechanism supporting the right roller. The determined steering angle includes a left-use determined steering angle and a right-use determined steering angle. The left roller rotating mechanism can execute a left roller rotating action of rotating the left roller based on the left determined steering angle indicated by the steering angle indication information. The right roller rotating mechanism is capable of executing a right roller rotating operation of rotating the right roller based on the right determined steering angle indicated by the steering angle instruction information. The roller rotation action includes the left roller rotation action and the right roller rotation action. The roller rotation control process includes a left roller rotation control process and a right roller rotation control process, wherein the left roller rotation control process is a process for controlling the left roller rotation action based on the left roller rotation mechanism, and the right roller rotation control process is a process for controlling the right roller rotation action based on the right roller rotation mechanism. The step (b) comprises: Step (b-1), referring to the steering angle conversion table, determining the left tire turning angle corresponding to the steering wheel angle indicated by the steering wheel angle information among the plurality of left tire turning angles as the left determined steering angle; and Step (b-2), referring to the steering angle conversion table, determining the right tire turning angle corresponding to the steering wheel angle indicated by the steering wheel angle information among the plurality of right tire turning angles as the right determined steering angle, In the step (c), The steering angle instruction information indicating at least the left determined steering angle is given to the left roller rotating mechanism, and the steering angle instruction information indicating at least the right determined steering angle is given to the right roller rotating mechanism.

3. A conversion table preparation method, which uses a turning angle measuring device to prepare a steering angle conversion table for a predetermined vehicle, wherein: In the conversion table preparation method, The steering angle conversion table has a plurality of angle pair information, wherein the plurality of angle pair information is information representing a plurality of tire turning angles in a form corresponding to a plurality of steering wheel angles. The predetermined vehicle is equipped with a steering wheel encoder, the steering wheel encoder detects a steering wheel angle during a steering operation, and obtains steering wheel angle information indicating the detected steering wheel angle. The rotation angle measuring device comprises a turntable and a rotation angle encoder, wherein the turntable carries the tire of the specified vehicle and rotates integrally with the tire when the tire rotates, and the rotation angle encoder measures the table rotation angle of the turntable as the tire rotation angle of the carried tire, and obtains tire rotation angle measurement information indicating the tire rotation angle. The tires of the specified vehicle include a left tire and a right tire, The turntable includes a turntable for a left tire and a turntable for a right tire. The left tire turntable carries the left tire and rotates integrally with the left tire when the left tire turns. The right tire turntable carries the right tire and rotates integrally with the right tire when the right tire rotates. The rotation angle encoder includes a left rotation angle encoder and a right rotation angle encoder. The left rotation angle encoder measures the left table rotation angle of the left tire turntable as the left tire rotation angle of the left tire placed thereon, and obtains left tire rotation angle measurement information indicating the left tire rotation angle. The right turning angle encoder measures the right table rotation angle of the right tire turntable as the right tire turning angle of the right tire mounted thereon, and obtains right tire turning angle measurement information indicating the right tire turning angle. The tire rotation angle includes the left tire rotation angle and the right tire rotation angle, and the tire rotation angle measurement information includes the left tire rotation angle measurement information and the right tire rotation angle measurement information, The conversion table preparation method comprises: Step (a), arranging the tire of the specified vehicle on the rotation angle measuring device; Step (b), setting a table preparation state for receiving the steering wheel angle information from the steering wheel encoder and receiving the tire rotation angle measurement information from the rotation angle encoder; Step (c), setting a steering wheel angle by the prescribed vehicle steering operation; as well as Step (d), causing the rotation angle measuring device to measure the tire rotation angle of the specified vehicle when the steering wheel angle is set in the step (c), After executing the step (c), the steering wheel angle information is obtained from the steering wheel encoder, and after executing the step (d), the tire rotation angle measurement information is obtained from the rotation angle encoder. The conversion table preparation method also includes: Step (e), recording a combination of the steering wheel angle represented by the steering wheel angle information, the left tire turning angle represented by the left tire turning angle measurement information, and the right tire turning angle represented by the right tire turning angle measurement information as one of the plurality of angle pair information, The step (a) includes the step of arranging the vehicle in such a manner that the center of the tire of the predetermined vehicle is located at the center of the turntable, The steps (c) to (e) are repeatedly performed until all of the plurality of steering wheel angles are set in the step (c).

Images