Automotive testing equipment

Abstract

This invention enables the use of automotive testing equipment, which is designed to connect to the wheel hub, while the vehicle is supported by its tires. [Solution] The automobile testing apparatus 1 comprises a tire 11, a contact surface 14, a wheel jig 12, a connecting part 13, and a measuring device 3. The tire 11 is mounted on the wheel jig 12. The connecting part 13 has a fixing part 31 and a rotating part 32. The fixing part 31 is fixed to the wheel jig. The rotating part 32 is configured to be rotatable relative to the fixing part 31 and is fixed to the wheel hub 104 in a state where it is arranged coaxially with the wheel hub 104.

Description

Technical Field

[0001] The present invention relates to an automobile test device.

Background Art

[0002] An automobile test device including a dynamometer (for example, see Patent Document 1) for testing the performance of a vehicle (more specifically, an automobile) has been conventionally known. More specifically, the automobile test device includes a plurality of dynamometer units (hereinafter, measurement devices) respectively connected to a plurality of hubs (hereinafter, wheel hubs) of the automobile that is the object of the test. The automobile is supported on a support surface via the plurality of measurement devices.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In an automobile test device in which a measurement device is connected to a wheel hub, in order to more accurately evaluate the performance of an automobile, it is conceivable to configure the target automobile of the test to be closer to the actual vehicle. The above-described automobile test device has room for improvement in that the automobile is not supported by tires and is supported only via the measurement device.

[0005] An object of the present invention is to enable an automobile test device in which a measurement device is connected to a wheel hub to be used in a state where the automobile is supported by tires.

Means for Solving the Problems

[0006] The first automobile testing apparatus is an automobile testing apparatus for testing the performance of an automobile having a vehicle body, a drive source, a drive shaft rotationally driven by the drive source, and a wheel hub that rotates integrally with the drive shaft, and is characterized by comprising: a tire that supports the vehicle body; a ground contact portion that fixes the tire to a mounting surface on which the tire is placed; a wheel jig on which the tire is mounted; a fixing portion fixed to the wheel jig; a rotating portion configured to be rotatable with respect to the fixing portion and fixed to the wheel hub in a state coaxial with the wheel hub; and a measuring device connected to the rotating portion for measuring the output of the drive source.

[0007] In this invention, even though the vehicle body being tested is supported by tires, the output of the drive source can be transmitted to the measuring device via the drive shaft, wheel hub, and rotating parts without rotating the tires. Therefore, an automobile testing device in which the measuring device is connected to the wheel hub can be used while the automobile is supported by tires.

[0008] The automobile testing apparatus of the second invention is characterized in that, in the first invention, the automobile is configured such that the wheel hub is rotated by steering, and the measuring device is provided with a rotation drive unit for rotation.

[0009] In this invention, when a vehicle is steered while the wheel hub is being driven to rotate, the measuring device can be rotated by the rotation drive unit in accordance with the turning of the tires. Therefore, not only the performance of a vehicle simulating straight-line driving but also the performance of a vehicle simulating steering can be evaluated.

[0010] The automobile testing apparatus of the third invention is characterized in that, in the second invention, it comprises a driven turning unit that turns in accordance with the tire, a detection unit that detects information regarding the turning angle of the driven turning unit, and a control unit that controls the turning drive unit based on the detection result from the detection unit.

[0011] According to the present invention, the measuring device is rotated based on the detection result from the detection unit. Therefore, the measuring device can be rotated with high precision in accordance with the rotation of the tire.

[0012] The automobile testing apparatus of the fourth invention is characterized in that, in the third invention, it comprises an absorption transmission unit provided between the rotating part and the measuring device in the axial direction of the wheel hub, which absorbs the difference between the rotation angle of the rotating part and the rotation angle of the measuring device, and transmits the output of the drive source to the measuring device via the rotating part.

[0013] In a configuration where the rotation drive source is controlled based on the detection results from the detection unit, a slight discrepancy may occur between the rotation angle of the wheel hub and the rotation angle of the measuring device. In such a configuration, the absorption and transmission unit can absorb this discrepancy while properly transmitting the output of the drive source to the measuring device. Therefore, compared to a configuration in which the rotating part is directly connected to the measuring device, the occurrence of problems such as damage to the measuring device can be suppressed.

[0014] The automobile testing apparatus of the fifth invention is characterized in that, in any of the second to fourth inventions, the rotation drive unit comprises a first base on which the measuring device is mounted, a second base that pivotably supports the first base, a first drive unit that rotates the first base relative to the second base about a predetermined pivot axis center, and a second drive unit that drives the second base to move in the axial direction of the wheel hub.

[0015] In this invention, by moving the second base in the axial direction of the wheel hub, the pivot axis center of the first base (i.e., the pivot axis center of the measuring device) can be adjusted relative to the pivot axis center of the wheel hub. This makes it possible to substantially coincide the pivot axis center of the measuring device with the pivot axis center of the wheel hub. Therefore, it is possible to suppress the acting of excessive force between the measuring device and the rotating part due to the rotation of the measuring device. [Brief explanation of the drawing]

[0016] [Figure 1] This is a plan view of an automotive testing apparatus. [Figure 2] This is a plan view of a car. [Figure 3] This is a cross-sectional view taken along line III-III in Figure 1. [Figure 4] This is a diagram showing the rotation detection unit and its surrounding area. [Figure 5] This is a view from the direction of arrow V in Figure 1. [Figure 6] This is a block diagram showing the electrical configuration of an automotive testing device. [Modes for carrying out the invention]

[0017] Embodiments of the present invention will now be described. For the sake of explanation, the directions shown in Figure 1 will be defined as the front-back, front-left, and back-right directions. That is, the up-down direction on the plane of Figure 1 will be defined as the front-back direction. More specifically, the upper side of the plane of Figure 1 will be defined as the front side, and the lower side of the plane of Figure 1 will be defined as the rear side. The left-right direction on the plane of Figure 1 will be defined as the left-right direction. The left-right direction is perpendicular to the front-back direction. The left side of the plane of Figure 1 will be defined as the left side, and the right side of the plane of Figure 1 will be defined as the right side. The vertical direction on the plane of Figure 1 will be defined as the up-down direction. The up-down direction is parallel to the vertical direction on which gravity acts, and is perpendicular to both the front-back and left-right directions. The front side of the plane of Figure 1 will be defined as the top side. The back side of the plane of Figure 1 will be defined as the bottom side.

[0018] (Outline configuration of automotive testing equipment) The schematic configuration of the automobile testing apparatus 1 according to this embodiment will be described with reference to Figure 1. Figure 1 is a plan view of the automobile testing apparatus 1. The automobile testing apparatus 1 is a device that performs a part of the performance test of the automobile 100. The part of the performance test refers to, for example, testing the output of the drive source 102 (described later) of the automobile 100. Hereinafter, for the sake of convenience in explanation, the part of the performance test will simply be referred to as the test. The automobile testing apparatus 1 comprises, for example, a main body 2, a plurality of measuring devices 3, and a control unit 4.

[0019] The main body 2 is configured to mount the motor vehicle 100 which is the object of the test and a plurality of measuring devices 3. The main body 2 has, for example, a plurality of vehicle mounting parts 5, a pair of device mounting parts 6, and a pair of device mounting parts 7. Each of the plurality of vehicle mounting parts 5 is a part on which the motor vehicle 100 (more precisely, each of a plurality of tires 11 described later) is mounted. The pair of device mounting parts 6 is a part on which two measuring devices 3 corresponding to the front wheels of the motor vehicle 100 among the plurality of measuring devices 3 are respectively mounted. The pair of device mounting parts 7 is a part on which two measuring devices 3 corresponding to the rear wheels of the motor vehicle 100 among the plurality of measuring devices 3 are respectively mounted.

[0020] Each of the plurality of measuring devices 3 is, for example, a known dynamometer. The dynamometer is a device capable of measuring the output (torque, etc.) of the drive source 102 and applying a predetermined load to the motor vehicle 100. The plurality of measuring devices 3 are provided corresponding to the plurality of tires of the motor vehicle 100. Each measuring device 3 is configured to be connected to the axle corresponding to each tire of the motor vehicle 100. The measuring device 3 has a measuring instrument main body 8 and a joint 9. The output of the motor vehicle 100 is input to the measuring instrument main body 8 via the joint 9.

[0021] In the present embodiment, the number of the measuring devices 3 is four. More specifically, the plurality of measuring devices 3 includes measuring devices 3a, 3b, 3c, and 3d. The measuring device 3a is provided corresponding to the left front wheel of the motor vehicle 100. The measuring device 3b is provided corresponding to the right front wheel of the motor vehicle 100. The measuring device 3c is provided corresponding to the left rear wheel of the motor vehicle 100. The measuring device 3d is provided corresponding to the right rear wheel of the motor vehicle 100.

[0022] The control unit 4 is a computer device that controls each part of the motor vehicle test device 1. The control unit 4 has, for example, a CPU, a ROM, a RAM, etc. not shown in the figure. The control unit 4 is electrically connected to each part of the motor vehicle test device 1.

[0023] (Schematic Configuration of Motor Vehicle) The general configuration of the automobile 100, which is the subject of the test, will be described with reference to Figure 2. Figure 2 is a plan view of the automobile 100. The automobile 100 is, for example, a known front-wheel drive four-wheeled automobile. The automobile 100 has, for example, a body 101, a drive source 102, a plurality of drive shafts 103, and a plurality of wheel hubs 104.

[0024] The vehicle body 101 is a frame that supports various parts. The vehicle body 101 is equipped with a drive source 102 for the automobile 100 to move. The drive source 102 is, for example, a known engine. The multiple drive shafts 103 are shafts that are rotationally driven by the drive source 102. The multiple drive shafts 103 include, for example, a drive shaft 103a corresponding to the left front wheel and a drive shaft 103b corresponding to the right front wheel. A power transmission mechanism (not shown) that transmits power from the drive source 102 is interposed between the drive source 102 and each drive shaft 103. The multiple wheel hubs 104 are provided, each corresponding to a multiple wheel (not shown) on which a tire (not shown) is mounted. For example, a wheel hub 104a is provided corresponding to the left front wheel. The wheel hub 104a is connected to the drive shaft 103a. A wheel hub 104b is provided corresponding to the right front wheel. The wheel hub 104b is connected to the drive shaft 103b. A wheel hub 104c is provided for the left rear wheel. A wheel hub 104d is provided for the right rear wheel. Each wheel hub 104 is connected to the corresponding measuring device 3.

[0025] When the automobile 100 is in a drivable state, the vehicle body 101 is supported by multiple tires, each mounted on multiple wheels. The automobile 100 also has a steering mechanism (not shown) for changing the direction of travel. The steering mechanism is configured to allow the left front wheel and the right front wheel to turn.

[0026] In this embodiment, unless otherwise specified, the term "rotation" refers to rotation around a substantially horizontal axis of rotation. Furthermore, unless otherwise specified, the term "swirl" refers to a change in the axial direction of the aforementioned axis of rotation.

[0027] (Detailed configuration of automotive testing equipment) Next, the detailed configuration of the automobile testing apparatus 1 will be described. In this embodiment, the automobile testing apparatus 1, in which multiple measuring devices 3 are connected to multiple wheel hubs 104, is used while the automobile 100 is supported by its tires, and the following configuration is applied.

[0028] The detailed configuration of the automobile testing apparatus 1 will be explained with reference to Figures 1 to 6. Figure 3 is a cross-sectional view taken along line III-III in Figure 1. Figure 4 is a diagram showing the turning detection unit 15 and its surroundings, which will be described later. Figure 5 is a view taken along arrow V in Figure 1. Figure 6 is a block diagram showing the electrical configuration of the automobile testing apparatus 1.

[0029] (Tire jig) As shown in Figures 1 to 4, the automobile testing apparatus 1 comprises a plurality of tire fixtures 10. Each of the plurality of tire fixtures 10 is a fixture that is attached to the automobile 100 in place of a tire during testing. Each of the plurality of tire fixtures 10 is provided corresponding to a plurality of wheel hubs 104. Each of the plurality of tire fixtures 10 is connected to the corresponding wheel hub 104.

[0030] A more detailed description of the tire jig 10 will be given with reference to Figures 3 and 4. The tire jig 10 includes a tire 11, a wheel jig 12, and a connecting part 13.

[0031] The tire 11 is, for example, a commercially available tire. The tire 11 is mounted on a wheel jig 12. The tire 11 is non-rotatably mounted on the vehicle mounting section 5 by a contact portion 14. The contact portion 14 has, for example, a pair of roughly L-shaped metal fittings. The contact portion 14 is configured to sandwich the tire 11 between the pair of metal fittings.

[0032] The wheel fixture 12 is a fixture interposed between the wheel hub 104 and the tire 11. The tire 11 is mounted on the wheel fixture 12. The wheel fixture 12 is a fixture created by repurposing a part of a known three-piece wheel (not shown). A three-piece wheel is a wheel that mainly has two rims and a disc. The two rims have an outer rim and an inner rim. The outer rim is the member of the rim that is located on the outside in the axial direction of the axle. The inner rim is the member that is located inside the outer rim in the axial direction of the axle. The outer rim and the inner rim are fixed to each other by fasteners (not shown) (e.g., bolts and nuts; the same applies hereinafter). The disc is generally a member that is fixed to the wheel hub 104. The disc is fixed to the outer rim and the inner rim by fasteners (not shown), for example. The wheel fixture 12 has, for example, an outer rim 21 and an inner rim 22. The disc is not included in the wheel fixture 12. In other words, the wheel fixture 12 is not directly connected to the wheel hub 104. The wheel fixture 12 is mounted coaxially with the wheel hub 104. That is, the position of the axis center of the wheel fixture 12 is approximately the same as the position of the axis center of the wheel hub 104. The configuration of the wheel fixture 12 is not limited to that described above. For example, the outer rim and the inner rim may be formed integrally.

[0033] The connecting portion 13 is the part interposed between the wheel jig 12 and the wheel hub 104. The connecting portion 13 has a fixed portion 31 and a rotating portion 32. The fixed portion 31 is fixed to the wheel jig 12, while the rotating portion 32 is fixed to the wheel hub 104. The fixed portion 31 is a generally cylindrical member extending in the direction of the rotation axis (hereinafter simply referred to as the axial direction) of the wheel hub 104. The fixed portion 31 is fixed to the wheel jig 12 by a fixing device (not shown). The fixed portion 31 is positioned outside the rotating portion 32 in the radial direction (hereinafter simply referred to as the radial direction) of the wheel hub 104. The fixed portion 31 rotatably supports the rotating portion 32, for example, via rolling bearings 33 and 34. The rotating portion 32 is a generally cylindrical member extending in the axial direction. The rotating portion 32 is positioned inside the fixed portion 31 in the radial direction. The rotating part 32 is positioned outside the wheel hub 104 in the axial direction. The rotating part 32 is fixed to the wheel hub 104 by fasteners (not shown). The rotating part 32 is rotatably supported by the stationary part 31, for example, via rolling bearings 33 and 34.

[0034] A joint 35 is fixed to the outer end of the rotating part 32 in the axial direction. The joint 35 is for connecting the rotating part 32 to the measuring device 3 via a constant velocity joint 36. The joint 35 is a component manufactured according to the specifications of the rotating part 32 and the constant velocity joint 36.

[0035] The constant velocity joint 36 (the absorption transmission unit of the present invention) is a component that transmits the rotation of the rotating unit 32 to the measuring device 3. More specifically, the constant velocity joint 36 is configured to transmit power from the drive source 102 while maintaining a constant rotational speed of the members on both sides in the power transmission direction of the constant velocity joint 36, regardless of changes in the rotation angle of the rotating unit 32. The constant velocity joint 36 is, for example, a known fixed joint (Barfield joint, tripod joint, etc.). The constant velocity joint 36 has a pair of couplings 36a and a shaft 36b. Each of the pair of couplings 36a has a housing (not shown) and an inner race (not shown). The housing is connected to an external member. The inner race is housed in the housing and connected to the shaft 36b. One of the pair of couplings 36a is connected to the coupling 35 described above. The other of the pair of couplings 36a is connected to the coupling 9 of the measuring device 3. The type of constant velocity joint 36 is not limited to those described above. For example, a known sliding joint (such as a double offset joint or spline joint) may be provided as the constant velocity joint 36.

[0036] With the tire jig 10 having the above configuration, the body 101 of the automobile 100 is supported by multiple tires 11. Furthermore, with the body 101 supported by multiple tires 11, the rotation of the wheel hub 104 is transmitted to the measuring device 3 via the rotating part 32, the coupling 35, and the constant velocity joint 36.

[0037] (Swivel detection unit and swivel drive unit) As shown in Figures 4 and 5, the automobile testing apparatus 1 includes a turning detection unit 15. Also, as shown in Figures 1 and 5, the automobile testing apparatus 1 includes a turning drive unit 16. The turning detection unit 15 and the turning drive unit 16 are for rotating the measuring device 3 around the vertical axis in accordance with the rotation of the tire jig 10 when the steering mechanism is operated and the tire jig 10 rotates. The turning detection unit 15 is configured to detect information regarding the turning angle of the tire 11. The turning drive unit 16 is configured to rotate the measuring device 3. Figures 4 and 5 show one turning detection unit 15 and one turning drive unit 16. The automobile testing apparatus 1 of this embodiment includes two turning detection units 15 and two turning drive units 16 (not shown).

[0038] The turning detection unit 15 is configured to detect information regarding the turning angle of the tire 11 and send this information to the control unit 4. The turning detection unit 15 is included in the vehicle mounting unit 5. The turning detection unit includes a first support unit 41, a second support unit 42, a shaft 43, a mounting base 44 (driven turning unit of the present invention), a first pulley 45, a second pulley 46, an endless belt 47, a third support unit 48, and a rotary encoder 49 (detection unit of the present invention).

[0039] The first support portion 41 is a substantially cylindrical member extending in the vertical direction. The second support portion 42 is a substantially disc-shaped member fixed, for example, on top of the first support portion 41. A shaft 43, rotatable around a vertical axis, is provided on the radially inner side of the first support portion 41 and the second support portion 42. A mounting base 44 is fixed to the upper end of the shaft 43. The mounting base 44 is a base having a mounting surface 44a on which the tire 11 is placed. The mounting base 44 is configured to rotate integrally with the shaft 43. The aforementioned ground contact portion 14 is fixed to the mounting surface 44a. The ground contact portion 14 rotates in accordance with the rotation of the tire 11. As a result, the mounting base 44 rotates (swivels) passively in accordance with the rotation of the tire 11.

[0040] The first pulley 45 and the second pulley 46 are, for example, known pulleys. The first pulley 45 is configured to rotate integrally with the shaft 43 around a vertical axis. The second pulley 46 is a pulley that is driven to rotate around a vertical axis by an endless belt 47. The second pulley 46 is attached to a rotary encoder 49. The endless belt 47 is an endless belt wrapped around the first pulley 45 and the second pulley 46. The endless belt 47 transmits the rotational force of the first pulley 45 to the second pulley 46. The third support 48 is a member fixed to the second support 42. The third support 48 supports the rotary encoder 49. The rotary encoder 49 is configured to detect the rotation of the second pulley 46. The rotary encoder 49 is electrically connected to the control unit 4 (see Figure 6). The rotary encoder 49 sends information about the rotation angle of the second pulley 46 to the control unit 4.

[0041] As described above, the swivel drive unit 16 is configured to swivel the measuring device 3. The swivel drive unit 16 includes, for example, a base 51 (see Figures 1 and 5; the first base of the present invention), guide rails 52 and 53 (see Figures 1 and 5), and a swivel motor 54 (see Figure 6; the first drive unit of the present invention).

[0042] The base 51 is the component on which the measuring device 3 is placed. The base 51 extends approximately horizontally. On the lower surface of the base 51, for example, guide sections 51a, which are guided by guide rail 52, and guide section 51b, which are guided by guide rail 53, are fixed. Guide rails 52 and 53 are fixed to the upper surface of base 61 (details will be described later), which is located below the base 51. Guide rails 52 and 53 are rail members that guide the base 51. When viewed from above, the guide rails 52 and 53 are curved in an approximately arc shape (see Figure 1) and have a predetermined radius of curvature. The position of the center of curvature of guide rail 52 and the position of the center of curvature of guide rail 53 are approximately the same. These centers of curvature are fixed to the base 51, respectively. Guide rail 52 is relatively close to the center of curvature, while guide rail 53 is further from the center of curvature than guide rail 52. The slewing motor 54 (see Figure 6) is a drive source for moving the base 51. The rotating shaft of the slewing motor 54 is connected to the base 51 via, for example, several gears (not shown). The slewing motor 54 is electrically connected to the control unit 4 (see Figure 6).

[0043] The swivel drive unit 16 further includes a position adjustment unit 55 (see Figure 4). The position adjustment unit 55 is for adjusting the positions of the swivel detection unit 15 and the base 51. The position adjustment unit 55 includes the base 61 (second base of the present invention) described above, an X-axis adjustment mechanism 62, a Y-axis adjustment mechanism (not shown), and a Z-axis adjustment mechanism 63.

[0044] The base 61 is a member that movably supports the base 51. The base 61 extends substantially horizontally. The base 61 is placed on, for example, a substantially horizontal base 64. The base 61 is configured to be movable in the left-right and front-back directions relative to the base 64. The base 61 can be moved by the X-axis adjustment mechanism 62 and the Y-axis adjustment mechanism. The X-axis adjustment mechanism 62 is a mechanism for moving the base 61 in the left-right direction. The X-axis adjustment mechanism 62 has, for example, a known ball screw mechanism. The X-axis adjustment mechanism 62 is driven by the X-axis motor 65 (see Figure 4; the second drive unit of the present invention). The Y-axis adjustment mechanism is a mechanism for moving the base 61 in the front-back direction. The Y-axis adjustment mechanism has, for example, a known ball screw mechanism. The Y-axis adjustment mechanism is driven by the Y-axis motor 66 (see Figure 6). The Z-axis adjustment mechanism 63 is for moving the automobile 100 in the up-down direction. More specifically, the Z-axis adjustment mechanism 63 moves the support base 68 that supports the rotation detection unit 15 in the vertical direction. The Z-axis adjustment mechanism 63 is configured to be movable in the left-right and front-back directions integrally with the base 61, for example. The Z-axis adjustment mechanism 63 is driven by the Z-axis motor 67 (see Figure 6). The X-axis motor 65, Y-axis motor 66, and Z-axis motor 67 are each electrically connected to the control unit 4 (see Figure 6). The position adjustment unit 55 having the above configuration can adjust the positional relationship between the automobile 100 and the measuring device 3, for example, according to the specifications of the automobile 100.

[0045] (Rotation control of the measuring device) In the automobile testing apparatus 1 having the above configuration, the rotation control of the measuring device 3 (more specifically, measuring devices 3a and 3b) is performed as follows. In the initial state, the drive shaft 103 is rotationally driven by the drive source 102. That is, the torque of the drive source 102 is transmitted to the measuring device 3 (joint 9 and measuring instrument body 8) via the drive shaft 103, wheel hub 104, rotating part 32, coupling 35 and constant velocity joint 36.

[0046] When the steering mechanism (not shown) provided in the automobile 100 is operated, the tire 11 is rotated via the drive shaft 103, wheel hub 104, connecting part 13, and wheel jig 12. At this time, the contact part 14 is rotated integrally with the tire 11. As the contact part 14 rotates, the mounting base 44, shaft 43, and first pulley 45 rotate integrally around the vertical axis. When the first pulley 45 rotates, the second pulley 46 rotates in response via the endless belt 47. The rotation of the second pulley 46 is detected by the rotary encoder 49. The rotary encoder 49 sends information regarding the rotation angle of the second pulley 46 to the control unit 4. Based on this information, the control unit 4 controls the swivel motor 54 to rotate the base 51. As a result, the measuring device 3 rotates in accordance with the rotation of the tire 11.

[0047] However, a slight discrepancy may occur between the rotation angle of the tire 11 (i.e., the rotation angle of the connecting part 13) and the rotation angle of the measuring device 3. This discrepancy is absorbed by the constant velocity joint 36. In other words, the constant velocity joint 36 absorbs the discrepancy between the rotation angle of the rotating part 32 and the rotation angle of the measuring device 3, while the output of the drive source 102 is normally transmitted to the measuring device 3 via the rotating part 32.

[0048] As described above, the automobile testing apparatus 1 comprises a tire 11, a wheel jig 12, and a connecting part 13. This allows the output of the drive source 102 to be transmitted to the measuring device 3 via the drive shaft 103, wheel hub 104, and rotating part 32, even though the body 101 of the automobile 100 being tested is supported by the tire 11, without rotating the tire 11. Therefore, an automobile testing apparatus 1 in which the measuring device 3 is connected to the wheel hub 104 can be used while the automobile 100 is supported by the tire 11.

[0049] Furthermore, the automobile testing device 1 is equipped with a turning drive unit 16. This allows the measuring device 3 to be rotated by the turning drive unit 16 in accordance with the rotation of the tires 11 when the automobile 100 is steered while the wheel hub 104 is being rotated. Therefore, it is possible to evaluate not only the performance of the automobile 100 simulating straight-line driving, but also the performance of the automobile 100 simulating steering.

[0050] Furthermore, the automobile testing device 1 includes a mounting table 44, a rotary encoder 49, and a control unit 4. As a result, the measuring device 3 rotates based on the detection results from the rotary encoder 49. Therefore, the measuring device 3 can be rotated with high precision in accordance with the rotation of the tire 11.

[0051] Furthermore, the automotive testing device 1 is equipped with a constant velocity joint 36. This allows the output of the drive source 102 to be transmitted normally to the measuring device 3 while absorbing the difference between the rotation angle of the wheel hub 104 and the rotation angle of the measuring device 3. Therefore, compared to a configuration in which the rotating part 32 is directly connected to the measuring device 3, the occurrence of problems such as damage to the measuring device 3 can be suppressed.

[0052] Furthermore, by moving the base 61 in the axial direction of the wheel hub 104, the pivot axis center of the base 51 (i.e., the pivot axis center of the measuring device 3) can be adjusted relative to the pivot axis center of the wheel hub 104. This allows the pivot axis center of the measuring device 3 to substantially coincide with the pivot axis center of the wheel hub 104. Therefore, it is possible to suppress the acting of excessive force between the measuring device 3 and the rotating part 32 due to the rotation of the measuring device 3.

[0053] Next, modified examples of the above embodiments will be described. However, components having the same configuration as the above embodiments will be denoted by the same reference numerals and their descriptions will be omitted as appropriate.

[0054] (1) In the above embodiment, the base 61 is movable in the front-rear and left-right directions. However, it is not limited to this. For example, the base 61 may be fixed to the base 64. In this case, for example, the measuring device 3 may be provided so as to be movable in parallel with respect to the base 51. Alternatively, automobile testing devices 1 of various sizes may be provided according to the specifications of the automobile 100.

[0055] (2) In the embodiments described above, the automobile 100 is made movable in the vertical direction by the Z-axis adjustment mechanism 63. However, it is not limited to this. Various sizes of automobile testing devices 1 may be provided depending on the specifications of the automobile 100 (more specifically, for example, the diameter of the tires).

[0056] (3) In the above embodiment, guide sections 51a and 51b are provided on the base 51, and guide rails 52 and 53 are provided on the base 61. However, it is not limited to this. Guide sections 51a and 51b may be provided on the base 61, and guide rails 52 and 53 may be provided on the base 51.

[0057] (4) Guide rails 52 and 53 are not required. Even if guide rails 52 and 53 are not provided, the distance between the measuring device 3 and the rotating part 32 can be maintained at a substantially constant level as long as the base 51 is configured to rotate around a predetermined vertical axis by the slewing motor 54.

[0058] (5) In the embodiments described above, a constant velocity joint 36 was provided between the rotating part 32 and the measuring device 3. Instead of the constant velocity joint 36, for example, a known double cardan joint or a flexible coupling may be provided. These parts also correspond to the absorption and transmission part of the present invention.

[0059] (6) In the embodiments described above, an absorption transmission unit was provided between the rotating unit 32 and the measuring device 3. However, this is not the case. An absorption transmission unit is not required. In this case, the steering mechanism can be operated very slowly to maintain a small discrepancy between the rotation angle of the rotating unit 32 and the rotation angle of the measuring device 3.

[0060] (7) In the embodiments described above, the turning angle of the tire 11 is detected by the rotary encoder 49. However, it is not limited to this. For example, the position of the side of the tire 11 may be detected by a distance sensor (not shown). In this case, the distance sensor corresponds to the detection unit of the present invention. Alternatively, the detection unit that detects information regarding the turning angle of the tire 11 may be provided, for example, in the steering mechanism of the automobile 100. The turning angle of the tire 11 may be estimated according to the operation of the steering mechanism by the operator performing the test.

[0061] (8) In the embodiments described above, the control unit 4 rotates the measuring device 3 based on the detection result of the rotary encoder 49. However, it is not limited to this. The control unit 4 may, for example, synchronously control the steering mechanism and the rotation drive unit 16. In this case, the absorption transmission unit described above does not need to be provided.

[0062] (9) In the embodiments described above, the control unit 4 controls the slewing drive unit 16 in accordance with the operation of other mechanisms. However, it is not limited to this. For example, the slewing drive unit 16 may be configured to be operated by an operator. One or more operators may operate the steering mechanism and the slewing drive unit 16 simultaneously. This may substantially synchronize the steering mechanism and the slewing drive unit 16.

[0063] (10) In the embodiments described above, the automobile testing device 1 is provided with a pivot drive unit 16. However, it is not limited to this. The automobile testing device 1 does not have to be provided with a pivot drive unit 16. In this case, the automobile testing device 1 may be provided with a pivot mechanism that pivots the measuring device 3 passively in accordance with the pivoting of the tire 11. However, in this case, it is required to use a measuring device 3 that is relatively lightweight.

[0064] (11) The automobile test apparatus 1 may be configured to evaluate only the performance of an automobile that simulates the straight-line driving of the automobile 100. [Explanation of symbols]

[0065] 1. Automotive testing equipment 3. Measuring device 4. Control Unit 11 tires 12 Wheel fixture 13 Connecting part 14 Grounding part 16 Swivel drive unit 31 Fixed part 32 Rotating part 36. Constant velocity joint (absorption and transmission section) 44 Mounting platform (driven swivel section) 49. Rotary encoder (detection unit) 51 Base (1st Base) 54 Swivel motor (first drive unit) 61 Base (2nd Base) 65 X-axis motor (second drive unit) 100 automobiles 101 Car body 102 Power source 103 Drive shaft 104 Wheel Hub

Claims

1. An automobile testing apparatus for testing the performance of an automobile having a body, a drive source, a drive shaft rotationally driven by the drive source, and a wheel hub that rotates integrally with the drive shaft, The tires that support the aforementioned vehicle body, The mounting surface on which the tire is placed includes a contact portion that secures the tire to it, A wheel jig on which the aforementioned tire is mounted, A connecting portion having a fixed portion fixed to the wheel jig, and a rotating portion configured to be rotatable with respect to the fixed portion and fixed to the wheel hub in a state coaxial with the wheel hub, An automotive testing apparatus characterized by comprising a measuring device connected to the rotating part and for measuring the output of the drive source.

2. The aforementioned automobile is configured such that the wheel hub is rotated when the vehicle is steered. The automobile testing apparatus according to claim 1, further comprising a rotation drive unit for rotating the measuring device.

3. A driven turning unit that turns in accordance with the aforementioned tire, A detection unit that detects information regarding the rotation angle of the driven rotation unit, The automobile testing apparatus according to claim 2, further comprising a control unit that controls the turning drive unit based on the detection result from the detection unit.

4. The automobile testing apparatus according to claim 3, further comprising an absorption transmission unit provided between the rotating part and the measuring device in the axial direction of the wheel hub, which absorbs the difference between the rotation angle of the rotating part and the rotation angle of the measuring device, and transmits the output of the drive source to the measuring device via the rotating part.

5. The aforementioned pivot drive unit is The first base on which the measuring device is mounted, A second base that rotatably supports the first base, A first drive unit that rotates the first base relative to the second base around a predetermined pivot axis center, The automotive testing apparatus according to any one of claims 2 to 4, further comprising a second drive unit that drives the second base to move in the axial direction of the wheel hub.

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