Vehicle vibration device
By using a front and rear axle to clamp the wheel and change its orientation in a vehicle vibration excitation device, combined with control unit control, the actual driving state of a vehicle can be simulated under a simple structure. This solves the problem that existing devices are difficult to simulate left-right vibrations and reduces evaluation costs.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- HONDA MOTOR CO LTD
- Filing Date
- 2022-08-11
- Publication Date
- 2026-06-12
AI Technical Summary
Existing vehicle vibration excitation devices are difficult to simulate actual driving conditions, including left-right vibrations. Furthermore, existing devices are complex in structure and expensive, resulting in time-consuming and costly evaluations.
The vehicle wheels are clamped by a front axle and a rear axle that extend in the left-right direction. The orientation of the front axle is changed by a variable mechanism, and the front axle is excited in the front-rear and up-down directions by the control unit to simulate the actual driving state of the vehicle.
It enables the simulation of actual driving conditions, including left-right vibrations, under a simple structure, reducing evaluation costs and improving evaluation efficiency.
Smart Images
Figure CN115901282B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a vibration excitation device for vehicles. Background Technology
[0002] To check vehicle durability and cabin quietness, a vibration device is used to vibrate the vehicle. One proposed vehicle vibration device uses a front axle and a rear axle extending in the left-right direction to clamp the vehicle's wheels in the front-rear direction, and moves the front axle horizontally in the front-rear direction to vibrate the wheels in the front-rear and vertical directions (see, for example, Patent Document 1). Another proposed vibration device uses a vibration plate tilted at a predetermined angle relative to the vertical direction to vibrate the tires, thus accurately simulating vehicle movement (see, for example, Patent Document 2). Furthermore, vibration devices that vibrate the vehicle in the front-rear, left-right, and vertical directions have also been commercialized.
[0003] [Previous Technical Documents]
[0004] (Patent Documents)
[0005] Patent Document 1: International Publication No. 2020 / 218251
[0006] Patent Document 2: Japanese Patent Application Publication No. 2021-43094 Summary of the Invention
[0007] [The problem the invention aims to solve]
[0008] Among the interior parts of a vehicle, there are numerous side-mounted components such as door parts, which are prone to vibration in the lateral direction. Therefore, vibration in the lateral direction is used to induce resonance in these components and check for any abnormal sounds. However, the vibration devices in Patent Documents 1 and 2 struggle to input driving vibrations, including lateral vibrations. Even when navigating curves in actual driving, the input vibrations are short-lived and difficult to evaluate. Furthermore, existing vibration devices that vibrate the vehicle in all directions (front, rear, left, right, and up / down) utilize a total of 12 actuators, resulting in high costs and an inability to simulate actual driving conditions. Therefore, conventionally, driving tests using a test route were conducted to evaluate driving vibrations, including lateral vibrations. This evaluation is time-consuming and costly.
[0009] The present invention was made in view of the above circumstances, and its purpose is to provide a vehicle vibration excitation device that has a simple structure and can simulate the vibration of actual driving conditions, including left and right direction vibration.
[0010] [Technical means to solve the problem]
[0011] (1) A vehicle vibration device (e.g., vehicle vibration device 1 described later) uses a front axle (e.g., front axle 7 described later) and a rear axle (e.g., rear axle 8 described later) extending in the left-right direction to clamp each wheel (e.g., wheel W described later) of a vehicle (e.g., vehicle 2 described later) in the front-rear direction, and moves the aforementioned front axle in the front-rear horizontal direction, thereby vibrating the wheel in the front-rear vertical direction. The vehicle vibration device has a variable mechanism (e.g., variable mechanism VM described later) that can change the orientation of the aforementioned front axle. The aforementioned variable mechanism has left and right moving mechanisms (e.g., moving mechanism 10 described later) that are respectively connected to the left and right ends of the aforementioned front axle and can move the left and right ends back and forth. By making the amount of movement generated by the aforementioned left and right moving mechanisms different, the orientation of the aforementioned front axle can be changed, thereby vibrating the wheel in the front-rear vertical direction and also vibrating the wheel in the left-right direction.
[0012] (2) The vehicle excitation device according to (1) has a control unit (e.g., control unit 20 described later) that controls the aforementioned variable mechanism to reproduce a virtual driving state that simulates the actual driving state in the aforementioned vehicle.
[0013] (3) According to the vehicle excitation device described in (2), the aforementioned control unit controls the aforementioned variable mechanism in such a way as to make the left and right wheels toe-in, so as to reproduce the aforementioned virtual driving state when the aforementioned vehicle is in a braking state.
[0014] (4) According to the vehicle excitation device described in (2), wherein the aforementioned control unit controls the aforementioned variable mechanism in such a way that the aforementioned front axle can be changed equally in the same direction relative to the left and right wheels respectively, thereby moving the aforementioned vehicle in the width direction, so as to reproduce the aforementioned virtual driving state when the aforementioned vehicle is in a skid state.
[0015] (5) The vehicle excitation device according to (2) wherein the aforementioned control unit makes the aforementioned front axle changeable in the same direction relative to the aforementioned front and rear wheels respectively, and controls the aforementioned front axle to tilt more relative to the front wheels than the aforementioned front axle relative to the rear wheels, so as to reproduce the aforementioned virtual driving state when the aforementioned vehicle is in a turning state.
[0016] (6) According to the vehicle excitation device of (1), one of the left and right ends of the aforementioned front axle (e.g., the right retaining body 29 on the right end side described later) can be slidably connected to the corresponding aforementioned moving mechanism in the left and right direction (e.g., connected by the ball joint 17 described later), while the other end (e.g., the left retaining body 27 on the left end side described later) cannot be slidably connected to the corresponding aforementioned moving mechanism in the left and right direction (e.g., connected by the elliptical joint 13 described later).
[0017] (7) The vehicle excitation device according to (1), wherein the left and right ends of the aforementioned front axle are rotatably connected to the corresponding respective moving mechanisms in the horizontal direction (for example, rotatably using the elliptical joint 13 and ball joint 17 described later).
[0018] (8) The vehicle excitation device according to (7), wherein one of the left and right ends of the aforementioned front axle (for example, the left retaining body 27 on the left end side described later) is formed into an elliptical shape with the major axis along the axial direction of the front axle.
[0019] (The effect of the invention)
[0020] In the vehicle excitation device of (1), when the wheel is clamped in the front-rear direction by the front and rear axles extending in the left-right direction, and the front axle is moved in the front-rear horizontal direction to excite the wheel in the front-rear vertical direction, the orientation of the front axle can be changed by a variable mechanism. Therefore, excitation of the actual driving state, including vibration in the left-right direction, can be performed using a simple structure.
[0021] In the vehicle excitation device of (2), a virtual driving state that simulates the actual driving state of the vehicle can be reproduced under the control of the control unit.
[0022] In the vehicle excitation device of (3), the virtual driving state of the vehicle when it is in braking state can be reproduced by making the left and right wheels toe-in under the control of the control unit.
[0023] In the vehicle excitation device of (4), under the control of the control unit, the aforementioned front axle can be changed equally in the same direction relative to the left and right wheels, thereby moving the aforementioned vehicle in the width direction, thus reproducing the virtual driving state when the vehicle is in a skidding state.
[0024] In the vehicle excitation device of (5), under the control of the control unit, the virtual driving state of the vehicle when it is turning can be reproduced by changing the front axle in the same direction relative to the front and rear wheels respectively, and by making the front axle relative to the front wheel tilt more than the front axle relative to the rear wheel.
[0025] In the vehicle excitation device of (6), one end of the left and right ends of the front axle can be slidably connected to the corresponding moving mechanism in the left and right direction, while the other end cannot be slidably connected to the corresponding moving mechanism in the left and right direction. Therefore, the front axle can be properly displaced to reproduce the desired virtual driving state.
[0026] In the vehicle excitation device of (7), the front axle, at both ends of which can be rotatably connected to the corresponding moving mechanisms in the horizontal direction, can be properly displaced to reproduce the desired virtual driving state.
[0027] In the vehicle excitation device of (8), one of the two ends of the front axle is formed into an elliptical shape with the major axis along the axial direction of the front axle. Therefore, the front axle can be properly displaced to reproduce the desired virtual driving state. Attached Figure Description
[0028] Figure 1 This is a conceptual diagram illustrating the use of a vehicle vibration device according to an embodiment of the present invention to vibrate a vehicle under test.
[0029] Figure 2 It is a drawing Figure 1 A diagram showing the structure of a vibration table section of a vehicle vibration excitation device.
[0030] Figure 3 This is an explanation Figure 2 A diagram showing the operation of the vibration table section.
[0031] Figure 4 This is an explanation Figure 2 A diagram of the front shaft and its joints at both ends in the vibration table section.
[0032] Figure 5 This is an explanation Figure 4 A diagram showing the operation of the front axle.
[0033] Figure 6 It is a drawing Figure 4 A diagram showing the construction of the front side shaft.
[0034] Figure 7 This is an explanation Figure 4 A diagram showing the structure of one of the two connectors.
[0035] Figure 8 This is an explanation Figure 7 A diagram illustrating the internal structure and operation of the connector.
[0036] Figure 9 This is an explanation Figure 7 A diagram illustrating the internal structure and operation of the connector.
[0037] Figure 10 This is an explanation Figure 4 A diagram showing the construction of the other of the two connectors.
[0038] Figure 11 This is an explanation Figure 10 A diagram illustrating the internal structure and operation of the connector.
[0039] Figure 12 This is an explanation Figure 10 A diagram illustrating the internal structure and operation of the connector.
[0040] Figure 13 This is an explanation of the use of Figure 1 The diagram shows the excitation of a vehicle using an excitation device to simulate the excitation state during normal straight-line driving.
[0041] Figure 14 This is an explanation of the use of Figure 1 The figure shows the excitation situation of a vehicle under braking operation, simulated by an excitation device.
[0042] Figure 15 This is an explanation of the use of Figure 1 The diagram shows the vehicle being subjected to vibration simulation of left-right lateral slippage using a vibration excitation device.
[0043] Figure 16 This is an explanation of the use of Figure 1 The diagram shows the vibration of a vehicle simulating its state when driving on a curve, using a vibration excitation device. Detailed Implementation
[0044] Next, embodiments of the present invention will be described with reference to the accompanying drawings. In the following figures, the same or corresponding parts are labeled with the same symbol. Figure 1 This is a conceptual diagram illustrating the situation where a vehicle vibration device 1 according to an embodiment of the present invention is used to vibrate a vehicle being inspected. Figure 2 This is a diagram showing the structure of a vibration table portion of the vehicle vibration excitation device 1. Figure 3 This is an explanation Figure 2 A diagram showing the operation of the vibration table section.
[0045] The vehicle vibration device 1 has four vibration tables 3 corresponding to the four wheels W of the vehicle 2 being inspected. Each of the four vibration tables 3 has a similar structure. The vibration tables 3 are positioned on a plate-like base 5 at positions corresponding to the four wheels W of the vehicle 2, the plate-like base 5 being horizontally fixed to a horizontal floor 4 of a sturdy structure such as a test building. Figure 1As shown, when vehicle 2 is positioned correctly for testing using vehicle excitation device 1, the front-to-back (length) direction of vehicle 2 is represented by the X-axis, the left-to-right (width) direction by the Y-axis, and the up-and-down (vertical) direction by the Z-axis. In the following description, unless otherwise specified, the markings for the front-to-back, left-to-right, and up-and-down directions have the above meanings.
[0046] The vibration table 3 is constructed on a movable base plate 6, which is mounted on a base 5. Specifically, the vibration table 3 is formed by mounting a front axle 7 and a rear axle 8, along with a moving mechanism 10 including an actuator 9 that moves the front axle 7 in the front-rear horizontal direction, on the movable base plate 6. The front axle 7 and the rear axle 8 extend in the left-right direction, spaced apart, to clamp the corresponding wheels W of the vehicle 2 in the front-rear direction. A total of four vibration tables 3 and four wheels W of the vehicle 2 are provided corresponding to each other.
[0047] like Figure 1 As shown, in the vibration table 3 of the vehicle vibration device 1, when the wheel W is clamped in the longitudinal direction by the front axle 7 and the rear axle 8, and the front axle 7 moves horizontally by the driving force generated by the actuator 9 of the moving mechanism 10 (indicated by arrow A), the rear axle 8 rotates as shown by arrow B, and the wheel W is displaced to the upper side inclined in the longitudinal direction as shown by arrow C. By setting the drive performed by the actuator 9 to a reciprocating motion, the wheel W is vibrated in the longitudinal and vertical directions.
[0048] The moving mechanism 10 is a collective term for the left moving mechanism 11 and the right moving mechanism 12. The left moving mechanism 11 provides a driving force for movement to the left end of the front axis 7, and the right moving mechanism 12 provides a driving force for movement to the right end of the front axis 7. The left moving mechanism 11 and the right moving mechanism 12 have similar structures. Therefore, it is appropriate to refer to the left moving mechanism 11 and the right moving mechanism 12 as moving mechanism 10 without distinction.
[0049] Reference Figure 2 The left end of the front shaft 7 is connected via an elliptical connector 13 to one end (rear end) of the excitation shaft 15 on the left side, which is supported by a hydrostatic bearing 14 and is movable in the front-rear direction. The right end of the front shaft 7 is connected via a ball connector 17 to one end (rear end) of the excitation shaft 15 on the right side, which is also supported by a hydrostatic bearing 14 and is movable in the front-rear direction. The other end (front end) of each excitation shaft 15 is coaxially connected to the drive shaft 16 of the actuator 9.
[0050] The actuator 9 includes a hydraulic cylinder 18 that outputs a forward and backward driving force to the drive shaft 16, and a hydraulic circuit 19 that operates it. The hydraulic circuit 19... Figure 1The system operates under the control of the control unit 20. As a result, the excitation shaft 15 operates in a reciprocating motion in the axial direction. Therefore, the front shaft 7 maintains a posture that is parallel to the left-right direction (Y-axis direction) or tilted at a predetermined angle in the left-right direction (Y-axis direction) according to the extension and retraction of each excitation shaft 15 connected to its two ends, while simultaneously displacing in the front-back direction. In this embodiment, the front shaft 7 does not rotate about its axis. However, it may also be configured that the front shaft 7 rotates about its axis.
[0051] On the other hand, the rear axle 8 is supported by support members 21 at both ends, extending in the left-right direction on the movable base plate 6 and capable of rotating about its own axis, and its position is fixed relative to the movable base plate 6. The rotation of the rear axle 8 about its axis is a passive rotational displacement generated by the rotational displacement of the wheel W. Furthermore, a disengagement drive cylinder 22 that generates a driving force in the front-rear direction is provided at the center of the movable base plate 6. The disengagement drive cylinder 22 is an electro-hydraulic cylinder that drives the disengagement auxiliary member 23 to apply brakes to the rear axle 8, thereby assisting the wheel W of the inspected vehicle to disengage from the front axle 7 and the rear axle 8.
[0052] exist Figure 2 In this state, the actuators 9 of both the left and right moving mechanisms 11 and 12 are in the fully retracted state, as are their drive shafts 16. Therefore, the excitation shafts 15 of both the left and right moving mechanisms 11 and 12 are also in their final retracted positions. As a result, as... Figure 2 As shown, the front shaft 7 and the rear shaft 8 are in a state of extending horizontally and parallel to each other. Furthermore, here, the excitation shaft 15 is positioned rearward relative to... Figure 1 The position of the vehicle 2 is relative to the front side, which is at the front. Therefore, the forward position of each excitation shaft 15 is relative to the front side. Figure 1 The front and rear of vehicle 2 are in a position that is relatively equivalent to the rear side.
[0053] Reference Figure 3The actuator 9 of the left moving mechanism 11 advances the drive shaft 16, causing the excitation shaft 15 to move rearward along the horizontal direction, which is the axial direction. Conversely, the actuator 9 of the right moving mechanism 12 maintains a state where the drive shaft 16 is fully retracted, and thus the excitation shaft 15 is fully retracted. As a result, due to the difference in the advancing length of the excitation shafts 15 of the left and right moving mechanisms 11 and 12, the front axle 7 is tilted at a certain angle relative to the left and right directions. By maintaining the difference in the advancing length of the excitation shafts 15, the actuator 9 reciprocates in a manner that allows the excitation shafts 15 of the left and right moving mechanisms 11 and 12 to move in equal parallel motion, maintaining the aforementioned tilt angle to excite the wheel W. This selection of the tilt angle of the front axle 7 and the excitation operation are controlled by the control unit 20. That is, the moving mechanism 10, including the actuator 9, and the control unit 20 constitute a variable mechanism VM that can change the orientation of the front axle 7.
[0054] Next, refer to Figures 4 to 12 The elliptical joint 13 and the ball joint 17 located at the left and right ends of the front shaft 7 will be described. Figure 4 This is a diagram illustrating the front shaft 7, its elliptical connector 13 at its left end, and its spherical connector 17 at its right end. Figure 5 It is Figure 4 The diagram illustrates the operation of the front shaft 7 together with the functions of the elliptical joint 13 and the ball joint 17. Figure 6 This is a diagram showing the details of the construction of the front side shaft 7. Figure 7 This is a diagram illustrating the structure of the ball joint 17. Figure 8 This is a conceptual diagram illustrating the operation of the ball joint 17 from a side view of its structure. Figure 9 This is a conceptual diagram illustrating the operation of the ball joint 17 from a top-down view of its structure. Figure 10 This is a diagram illustrating the structure of the elliptical connector 13. Figure 11 This is a conceptual diagram illustrating the operation of the elliptical joint 13 from a side view of its structure. Figure 12 This is a conceptual diagram illustrating the operation of the elliptical joint 13 from a top-down view of its structure.
[0055] The excitation shafts 15 of both the left moving mechanism 11 and the right moving mechanism 12 are guided by hydrostatic bearings 14 to be movable in the front-to-back direction. That is, the two excitation shafts 15 remain parallel and move forward and backward in the front-to-back direction. Therefore, when moving from... Figure 4 In that state, the front axle 7 is parallel to the rear axle 8 extending in the left-right direction, reaching... Figure 5As in the previous embodiment, when the front shaft 7 is tilted relative to the rear shaft 8 extending in the left-right direction, the required length of the front shaft 7 changes. Therefore, in this embodiment, the front shaft 7 and the joint at its end constitute a size change absorbing mechanism, which will be described later, to absorb the aforementioned change in required length.
[0056] Next, refer to Figure 6 The front shaft 7 is shown in reverse left and right orientation. The front shaft 7 has: a shaft body 25, in which a hollow portion 24 extending axially is formed in the central part of a rigid cylindrical body; and a shaft rod 26, extending through the entire length of the hollow portion 24, with both ends protruding from the shaft body 25. A left retaining body portion 27 with a flat curved surface is provided on the left end side of the shaft rod 26. This curved surface has an elliptical cross-section with its major axis along the axial direction of the shaft rod 26, and the cross-sectional shape orthogonal to the axis is also elliptical with its major axis in the front-back direction (X-axis direction). Disk bodies 28 with diameters smaller than the major axis of the ellipse are attached to the curved surface portion in such a way that the two ends of the minor axis in this elliptical shape are circumscribed to the outline of the elliptical shape. In addition, a right retaining body portion 29 with a spherical portion is provided on the right end side of the shaft rod 26. On the right retaining body portion 29, a portion of the circular outline is cut off at both ends of the diameter in the vertical direction of the spherical portion, and a disc portion 30 with a diameter smaller than that of the right retaining body portion 29 is formed.
[0057] Next, refer to Figures 6 to 9 The ball joint 17 is described in detail.
[0058] Here, in the description of the ball joint 17, except for the part in parentheses, the forward direction of the excitation shaft 15 is referred to as "front" and the backward direction of the excitation shaft 15 is referred to as "rear".
[0059] The spherical joint 17 is configured to slidably accommodate the right retaining body portion 29 of the retaining shaft 26 within the spherical joint housing 31 connected to the excitation shaft 15. The spherical joint housing 31 is configured to surround the right retaining body portion 29 by a housing rear plate 32, a housing front plate 33, a housing side plate 34a, and a housing bottom plate 34b. The housing rear plate 32 and the housing front plate 33 are further apart in diameter than the spherical portion of the right retaining body portion 29 and face each other, and are rectangular in shape. The housing side plate 34a and the housing bottom plate 34b connect the outer edges of the housing rear plate 32 and the housing front plate 33 and are rectangular in shape.
[0060] On the opposing surfaces of the rear plate 32 and the front plate 33 of the housing, a rear sliding member 35 and a front sliding member 36 are respectively provided, which can slide in the left-right direction (Y-axis direction). A rear spacer 37 is inserted between the inner surface of the rear plate 32 and the back surface of the rear sliding member 35. In addition, a front spacer 38 is inserted between the inner surface of the front plate 33 and the back surface of the front sliding member 36.
[0061] A rear spherical concave retaining portion 39 is formed on the front surface side of the rear slider 35, and the rear spherical concave retaining portion 39 corresponds to a portion of the outer surface of the spherical part in the right held body portion 29. Additionally, a front spherical concave retaining portion 40 is formed on the rear surface side of the front slider 36, and the front spherical concave retaining portion 40 corresponds to a portion of the outer surface of the spherical part in the right held body portion 29. The right held body portion 29 is held by the opposing rear spherical concave retaining portions 39 and 40, allowing it to rotate and slide.
[0062] An adjustment block 41 in a generally rectangular shape is installed on the outer surface (front side) of the front panel 33 of the housing. The front panel 33 of the housing is rectangular in shape and is frame-shaped. The adjustment block 41 is installed by fitting into the central opening of the frame-shaped structure from the front side. The adjustment block 41 has an adjustment block body 42 that partially fits into the front panel 33 of the housing, a threaded shaft 43 that passes through the center of the adjustment block body 42 in the front-rear direction, and a spring retaining part 45. The spring retaining part 45 holds an annular pressure adjusting spring 44 that abuts against the front partition plate 38 and presses it in the front-rear direction.
[0063] The spring retaining part 45 includes: a cylindrical position retaining part 46 protruding towards the front partition plate 38 and contacting the inner circumference of the adjusting spring 44 to retain its central position; and an annular pressing part 47 located in a ring around the position retaining part 46, pressing the adjusting spring 44 from behind (front side in the X-axis direction). A threaded shaft 43 is integrally connected to the back (front side in the X-axis direction) of the position retaining part 46. An adjusting nut 48 is screwed onto the threaded shaft 43 at the portion protruding from the adjusting block body 42.
[0064] Here, the rear slider 35 is able to slide in the left-right direction because the guided protrusion 49 formed on its rear side (front side in the X-axis direction) is guided by the guide groove 50 formed on the rear partition 37 in the left-right direction (Y-axis direction). Similarly, the front slider 36 is able to slide in the left-right direction because the guided protrusion 51 formed on its rear side (front side in the X-axis direction) is guided by the guide groove 52 formed on the front partition 38 in the left-right direction (Y-axis direction).
[0065] When the adjusting nut 48 of the adjusting block 41 is rotated to the appropriate position, the adjusting spring 44 elastically presses the front partition 38 from the back (front side in the X-axis direction) via the threaded shaft 43 and the annular pressing part 47. The front sliding member 36 and the rear sliding member 35, which are in sliding contact with the front partition 38 subjected to this elastic pressing, hold the spherical part of the right held body 29 between them so that it can rotate around the axis 26, while being able to slide in the left-right direction (Y-axis direction). That is, the opposing front sliding member 36 and rear sliding member 35 use their front spherical concave holding part 40 and rear spherical concave holding part 39 to clamp the spherical part of the right held body 29 with the appropriate elastic force generated by the adjusting spring 44, while being able to slide in the left-right direction (Y-axis direction).
[0066] Therefore, by tilting the front shaft 7 at a certain angle relative to the left-right direction (Y-axis direction), even if its required length changes, the change will be absorbed within the spherical joint 17 by the sliding displacement of the front sliding member 36 and the rear sliding member 35 in the left-right direction (Y-axis direction). Thus, no stress that would hinder the operation of the front shaft 7 and the excitation shafts 15 at both ends will act on them, and smooth excitation operation will continue. In this way, the right-side retaining body 29 of the shaft 26 and the spherical joint 17 constitute a size change absorption mechanism that absorbs changes in the required length of the front shaft 7.
[0067] Next, refer to Figure 6 as well as Figures 10 to 12 The elliptical connector 13 is described in detail.
[0068] Here, in the description of the elliptical joint 13, except for the parts in parentheses, the forward direction of the excitation shaft 15 is referred to as "front" and the backward direction of the excitation shaft 15 is referred to as "rear".
[0069] The elliptical connector 13 is configured to slidably accommodate the left retained body portion 27 at the left end of the retaining shaft 26 within the elliptical connector housing 53 connected to the excitation shaft 15. The elliptical connector housing 53 is configured to surround the left retained body portion 27 by a housing rear plate 54, a housing front plate 55, a housing side plate 56a, and a housing bottom plate 56b. The housing rear plate 54 and the housing front plate 55 are further apart from the major axis of the ellipse in the cross-section of the left retained body portion 27 and are rectangular in shape. The housing side plate 56a and the housing bottom plate 56b connect the outer edges of the housing rear plate 54 and the housing front plate 55 and are rectangular in shape.
[0070] A rear retaining member 57 and a front retaining member 58 are respectively provided on the opposing surfaces of the rear plate 54 and the front plate 55 of the housing. A rear aspherical concave retaining portion 59 is formed on the front surface of the rear retaining member 57, which corresponds to a portion of the outer surface of the left retained body portion 27, which has an elliptical cross-sectional shape. A front aspherical concave retaining portion 60 is formed on the rear surface of the front retaining member 58, which also corresponds to a portion of the outer surface of the left retained body portion 27, which has an elliptical cross-sectional shape. The left retained body portion 27 is clamped by the opposing rear aspherical concave retaining portions 59 and 60, allowing it to rotate in the horizontal direction (in-plane direction between the X and Y axes), while rotation about the axis related to the pivot rod 26 is restricted.
[0071] An adjustment block 61 in a generally rectangular shape is installed on the outer surface (front side) of the front panel 55 of the housing. The front panel 55 of the housing is rectangular in shape and is frame-like. The adjustment block 61 is installed by fitting into the central opening of the frame-like structure from the front side. The adjustment block 61 has an adjustment block body 62 that partially fits into the front panel 55 of the housing, a threaded shaft 63 that passes through the center of the adjustment block body 62 in the front-rear direction, and a spring retaining part 65. The spring retaining part 65 holds an annular adjusting spring 64 that abuts against the front retaining member 58 and presses it in the front-rear direction.
[0072] The spring retaining part 65 includes: a cylindrical position retaining part 66 protruding towards the front retaining member 58, which contacts the inner circumference of the adjusting spring 64 to retain its central position; and an annular pressing part 67, which is located in a ring around the position retaining part 66 and presses the adjusting spring 64 from behind (front side in the X-axis direction). A threaded shaft 63 is integrally connected to the back (front side in the X-axis direction) of the position retaining part 66. An adjusting nut 68 is screwed onto the threaded shaft 63 at the portion protruding from the adjusting block body 62.
[0073] When the adjusting nut 68 of the adjusting block 61 is rotated to the appropriate position, the adjusting spring 64 elastically presses the front retaining member 58 from the rear (front side in the X-axis direction) via the threaded shaft 63 and the annular pressing part 67. Under this elastic pressing, the front retaining member 58 and the rear retaining member 57 opposite it retain the left retaining body part 27, which has an elliptical cross-section in the direction orthogonal to the axis 26, while restricting its rotation about the axis 26, so that it can rotate in the horizontal direction (in-plane direction of X-axis-Y-axis).
[0074] Therefore, the tilting of the spindle 26, which is used to tilt the front shaft 7 at a certain angle relative to the left-right direction (Y-axis direction), is permitted. Consequently, no stress that would hinder the operation of the front shaft 7 and the excitation shafts 15 at both ends will be applied, and the excitation operation will continue smoothly.
[0075] Next, refer to Figures 13 to 16 The control mode of the control unit 20 when various driving states are simulated by the vehicle excitation device 1 will be explained. Figures 13 to 16 The figures are conceptual diagrams viewed from above. The front axle 7 and rear axle 8 clamp the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22 of vehicle 2 in the front-rear direction, and move the front axle 7 in the front-rear horizontal direction, thereby exciting vibration in the front-rear vertical direction. Depending on the purpose of the vibration, the front axle 7, using the excitation shaft 15, maintains a constant angle relative to the left-right direction (Y-axis direction), while simultaneously vibrating and displacing in the front-rear direction (X-axis direction).
[0076] In addition, Figures 13 to 16 The elliptical joints 13 and spherical joints 17 located at the left and right ends of the front shaft 7 are omitted from the illustration. In fact, when selecting the tilt angle of the front shaft 7 relative to the left and right direction (Y-axis direction), these elliptical joints 13 and spherical joints 17 function as already described, thereby allowing the desired tilt angle to be maintained and smooth excitation to be achieved.
[0077] Figure 13 This diagram illustrates the vibration simulation of normal straight-line driving using a vehicle vibration excitation device 1. Relative to the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22, the front axle 7 and rear axle 8 are parallel in the left-right direction (Y-axis direction). That is, the front axle 7 maintains equal extension and contraction (i.e., protrusion length in the X-axis direction, i.e., the longitudinal direction) of the excitation shafts 15 at both ends, and vibrates and displaces in the longitudinal direction (X-axis direction). This action is performed by… Figure 1 The control unit 20 operates in straight-line driving mode, which is achieved by the movement mechanism 10. As a result, a vibration test simulating straight-line driving was conducted.
[0078] Figure 14This diagram illustrates the vibration simulation of braking operation using a vehicle vibration excitation device 1. The rear axle 8 maintains a left-right (Y-axis) orientation relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22. Conversely, the front axle 7 is tilted at a certain angle relative to the left front wheel W11, and at the same angle relative to the right front wheel W12, it is tilted at the same angle relative to the right front wheel. As a result, the tilting of the corresponding front axle 7 exerts an effect on the left front wheel W11 and right front wheel W12, increasing the tendency for toe-in from the outside to the inside in the Y-axis direction.
[0079] On the other hand, in this embodiment, by tilting the front axle 7 in a manner opposite to that relative to the left rear wheel W21 and the right rear wheel W22, a toe-out tendency is applied. The corresponding front axle 7 maintains the aforementioned tilt angle and vibrates in the longitudinal direction (X-axis direction) relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22.
[0080] Therefore, the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22 are vibrated in the front-rear and vertical directions, and also vibrated in the left-right direction according to the tilt of the front axle 7. This action is performed by... Figure 1 Under the control of the control unit 20 in braking mode, the movement mechanism 10 operates. As a result, a vibration test simulating the state during braking operation was conducted.
[0081] Figure 15 This diagram illustrates the simulation of left-right lateral slippage using a vehicle excitation device 1. Figure 15 This is equivalent to vehicle 2 experiencing a crosswind from the left. The rear axle 8 maintains a left-right (Y-axis) orientation relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22. On the other hand, the corresponding front axle 7 is tilted at the same angle to the left in the Y-axis direction relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22. As a result, the tilting of the corresponding front axle 7 applies a pressing force from left to right in the X-axis direction to the left front wheel W11 and left rear wheel W21. Similarly, a pressing force from left to right in the X-axis direction is also applied to the right front wheel W12 and right rear wheel W22.
[0082] In this case, the tilt angles of the front axle 7 corresponding to the left front wheel W11 and the right front wheel W12 are the same in the same direction. Relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22, the corresponding front axle 7 maintains the above tilt angle and vibrates and displaces in the longitudinal direction (X-axis direction).
[0083] Therefore, the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22 are vibrated in the front-rear and vertical directions, and also vibrated in the left-right direction according to the tilt of the front axle 7. This action is performed by... Figure 1 The control unit 20 operates in a lateral slip mode, which is achieved by the movement mechanism 10. As a result, a vibration test simulating a lateral slip state was conducted, which is equivalent to being subjected to a crosswind from the left.
[0084] Figure 16 This diagram illustrates the excitation process during a simulation of driving on a curve. Figure 16 This is equivalent to vehicle 2 driving on a left curve. The rear axle 8 maintains a left-right (Y-axis) orientation relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22. On the other hand, the corresponding front axle 7 tilts at a certain angle relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22, moving backward to the left in the Y-axis direction, and tilting in the same direction.
[0085] As a result, by tilting the corresponding front axle 7, a pressing force is applied to the left front wheel W11 and the left rear wheel W21 from left to right in the X-axis direction. Additionally, by tilting the front axle 7, a pressing force is also applied to the right front wheel W12 and the right rear wheel W22 from left to right in the X-axis direction. In this case, the tilt angles of the front axle 7 corresponding to the left front wheel W11 and the right front wheel W12 are of the same degree in the same direction. Regarding the tilt direction of the aforementioned front axle 7, as its tendency, it corresponds to the simulation... Figure 15 The same applies to the horizontal sliding state.
[0086] However, in simulation Figure 16 When driving through a curve, the tilt angle of the front axle 7 corresponding to the left front wheel W11 and the right front wheel W12 is compared to... Figure 15 In the case of medium, the tilt angle of the front axle 7 corresponding to the left front wheel W11 and the right front wheel W12 is greater than the tilt angle of the front axle 7 corresponding to the left rear wheel W21 and the right rear wheel W22. Relative to each of the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22, the corresponding front axle 7 maintains the above tilt angle and vibrates and displaces in the longitudinal direction (X-axis direction).
[0087] Therefore, the left front wheel W11, right front wheel W12, left rear wheel W21, and right rear wheel W22 are vibrated in the front-rear and vertical directions, and also vibrated in the left-right direction according to the tilt of the front axle 7. This action is performed by... Figure 1 The control unit 20 operates under the control of the cornering driving mode, which is achieved by the movement mechanism 10. As a result, a vibration test simulating driving on a left-hand curve was conducted.
[0088] The vehicle vibration excitation device according to this embodiment has the following effects.
[0089] In the vehicle vibration excitation device 1 of (1), the front axle 7 and the rear axle 8, which extend in the left-right direction, clamp each wheel W of the vehicle 2 in the front-rear direction, and move the front axle 7 in the front-rear horizontal direction, thereby exciting the wheels W in the front-rear vertical direction. The vehicle vibration excitation device 1 has a variable mechanism VM that can change the orientation of the front axle 7. The variable mechanism VM has left and right moving mechanisms 10 that are respectively connected to the left and right ends of the front axle 7 and can move the left and right ends back and forth. By making the amount of movement generated by the left and right moving mechanisms 10 different, the orientation of the front axle 7 can be changed, thereby exciting the wheels W in the front-rear vertical direction. Furthermore, depending on the tilt angle of the front axle 7, the wheels are also excited in the left-right direction. Therefore, while having a simple structure, it can simulate the actual driving state, including vibration in the left-right direction.
[0090] In the vehicle vibration excitation device 1 of (2), there is a control unit 20, which controls the variable mechanism VM to reproduce a virtual driving state that simulates the actual driving state in the vehicle 2. Therefore, under the control of the control unit 20, vibration can be freely performed in the straight driving mode that simulates the state of straight driving, the braking mode that simulates the state of braking operation, the lateral slip mode that simulates the state of left and right lateral slip, and the cornering mode that simulates cornering driving, etc.
[0091] In the vehicle excitation device 1 of (3), the control unit 20 controls the variable mechanism VM in a way that makes the left and right wheels W11 and W12 toe-in, so as to reproduce the virtual driving state when the vehicle 2 is in a braking state. Therefore, excitation in a braking mode that simulates the state during braking operation can be performed.
[0092] In the vehicle excitation device 1 of (4), the control unit 20 controls the variable mechanism VM in such a way that the front axle 7 corresponding to the left and right wheels W11, W12, W21, W22 can be changed equally in the same direction, thereby moving the vehicle 2 in the width direction, so as to reproduce the virtual driving state when the vehicle 2 is in a skid state. Therefore, excitation in a skid mode that simulates a skid state can be performed.
[0093] In the vehicle excitation device 1 of (5), the control unit 20 allows the front axle 7 corresponding to the front and rear wheels W11, W21 and W12, W22 respectively to be changed in the same direction, and controls the front axle 7 to tilt more relative to the front wheels W11 and W12 than the front axle 7 relative to the rear wheels W21 and W22, so as to reproduce the virtual driving state of the vehicle 2 when it is turning. Therefore, excitation in the cornering mode that simulates cornering can be performed.
[0094] In the vehicle vibration excitation device 1 of (6), of the left and right ends of the front axle 7, the right retaining body 29 on the right end is slidably connected to the corresponding moving mechanism 10 in the left-right direction via a ball joint 17, while the left retaining body 27 on the left end is not slidably connected to the corresponding moving mechanism 10 in the left-right direction via an elliptical joint 13. Therefore, the tilt angle of the front axle 7 relative to the left-right direction (Y-axis direction) can be freely changed, and smooth operation with high positional accuracy can be achieved.
[0095] In the vehicle vibration excitation device 1 of (7), the front axle 7, at its left and right ends, is rotatably connected to the corresponding moving mechanisms 10 in the horizontal direction via elliptical joints 13 and ball joints 17. Therefore, the tilt angle of the front axle 7 relative to the left and right direction (Y-axis direction) can be freely changed, and smooth operation with high positional accuracy can be achieved.
[0096] In the vehicle vibration device 1 of (8), the left retaining body 27 of the left end of the front axle 7 is formed into an elliptical shape with its major axis along the axial direction of the front axle 7. Therefore, the tilt angle of the front axle 7 relative to the left and right direction (Y-axis direction) can be freely changed, and the rotation of the front axle 7 around the axis is restricted, so as to achieve smooth operation with high positional accuracy.
[0097] The embodiments of the present invention have been described above, but the present invention is not limited thereto. Within the scope of the present invention, appropriate modifications to the structural details are possible. For example, in the above description, a structure was employed in which the same actuator is used for angular displacement to change the tilt angle of the front axle relative to the left-right direction (Y-axis direction) and for vibration displacement to change the interval between the front and rear axles. However, structures using different actuators for angular displacement and vibration displacement can also be employed. Furthermore, in the above description, the direction of movement of the front axle may not be strictly horizontal, but rather the front axle, which serves as the excitation shaft, may be tilted by a few degrees. In this case, if the excitation shaft contacts the tire from below at an angle, the load on the tire can be supported, and the vibration generated by the excitation shaft can be efficiently transmitted to the tire.
[0098] Figure Labels
[0099] VM: Variable mechanism
[0100] W: Wheel
[0101] W11: Front left wheel
[0102] W12: Right front wheel
[0103] W21: Left rear wheel
[0104] W22: Right rear wheel
[0105] 1: Vibration excitation device for vehicles
[0106] 2: Vehicles
[0107] 3: Excitation table
[0108] 4: Floor
[0109] 5: Base
[0110] 6: Movable base plate
[0111] 7: Front side axle
[0112] 8: Rear axle
[0113] 9: Actuator
[0114] 10: Mobile organization
[0115] 11: Left-side moving mechanism
[0116] 12: Right-side moving mechanism
[0117] 13: Oval connector
[0118] 14: Hydrostatic bearing
[0119] 15: Excitation Shaft
[0120] 16: Drive shaft
[0121] 17: Ball joint
[0122] 18: Hydraulic cylinder
[0123] 19: Hydraulic circuit
[0124] 20: Control Department
[0125] 21: Support component
[0126] 22: Disengagement from drive cylinder
[0127] 23: Disconnect from auxiliary components
[0128] 24: Hollow section
[0129] 25: Shaft body
[0130] 26: Pivot rod
[0131] 27: Left side kept in place
[0132] 28: Disc
[0133] 29: Right side of the body is kept in place
[0134] 30: Disc section
[0135] 31: Spherical joint housing
[0136] 32, 54: Rear panel of the casing
[0137] 33, 55: Front panel of the casing
[0138] 34a, 56a: Shell side plates
[0139] 34b, 56b: Shell base plate
[0140] 35: Rear sliding component
[0141] 36: Front sliding component
[0142] 37: Rear partition
[0143] 38: Front partition
[0144] 39: Rear spherical concave retaining part
[0145] 40: Front spherical concave retaining part
[0146] 41, 61: Adjustment blocks
[0147] 42, 62: Adjustment block main body
[0148] 43, 63: Threaded shaft
[0149] 44, 64: Adjusting springs
[0150] 45, 65: Spring retaining part
[0151] 46, 66: Position holding part
[0152] 47: Circular pressing part
[0153] 48: Adjusting nut
[0154] 49: Guided protrusion
[0155] 50: Guide groove
[0156] 51: Guided protrusion
[0157] 52: Guide groove
[0158] 53: Oval-shaped connector housing
[0159] 57: Rear retaining component
[0160] 58: Front retaining component
[0161] 59: Rear aspherical concave retaining portion
[0162] 60: Front aspherical concave retaining part
[0163] 67: Circular pressing part
[0164] 68: Adjusting nut
Claims
1. A vehicle vibration excitation device that uses a front axle and a rear axle extending in the left-right direction to clamp each wheel of a vehicle in the front-rear direction, and moves the aforementioned front axle in the front-rear horizontal direction, thereby exciting the wheels in the front-rear vertical direction. The vehicle vibration excitation device has a variable mechanism that can change the orientation of the aforementioned front axle. The aforementioned variable mechanism has left and right moving mechanisms respectively connected to the left and right ends of the aforementioned front axle and capable of moving the left and right ends back and forth. By making the amount of movement generated by the aforementioned left and right moving mechanisms different, the orientation of the aforementioned front axle can be changed, thereby exciting the wheel in the front-rear-vertical direction and also in the left-right direction. in, Of the two ends of the aforementioned front shaft, one end can be slidably connected to the corresponding aforementioned moving mechanism in the left-right direction, while the other end cannot be slidably connected to the corresponding aforementioned moving mechanism in the left-right direction.
2. The vehicle vibration excitation device according to claim 1, comprising a control unit that controls the aforementioned variable mechanism to reproduce a virtual driving state that simulates the actual driving state in the aforementioned vehicle.
3. The vehicle vibration excitation device according to claim 2, wherein, The aforementioned control unit controls the aforementioned variable mechanism in a manner that causes the left and right wheels to be in a toe-in state, so as to reproduce the aforementioned virtual driving state when the aforementioned vehicle is in a braking state.
4. The vehicle vibration excitation device according to claim 2, wherein, The aforementioned control unit controls the aforementioned variable mechanism in such a way that the aforementioned front axle can be changed equally in the same direction relative to the left and right wheels respectively, thereby moving the aforementioned vehicle in the width direction, so as to reproduce the aforementioned virtual driving state when the aforementioned vehicle is in a skidding state.
5. The vehicle vibration excitation device according to claim 2, wherein, The aforementioned control unit controls the aforementioned front axle to be able to change in the same direction relative to the aforementioned front and rear wheels respectively, and controls the aforementioned front axle to tilt more relative to the front wheels than the aforementioned front axle relative to the rear wheels, so as to reproduce the aforementioned virtual driving state when the aforementioned vehicle is in a turning state.
6. The vehicle vibration excitation device according to claim 1, wherein, The aforementioned front shaft has its left and right ends rotatably connected to the corresponding aforementioned moving mechanisms in the horizontal direction.
7. The vehicle vibration excitation device according to claim 6, wherein, The aforementioned front axle has one of its two ends formed into an elliptical shape with its major axis along the axial direction of the front axle.