JP2009133750A - Vehicle restraint device for chassis dynamometer - Google Patents

Abstract

A vehicle restraint device for a chassis dynamometer capable of suppressing the influence on vibration characteristics of a vehicle under test caused by vibration during running on a chassis dynamometer.
Since a roller 42 is rotatably disposed on a side of a tire 20 on a front wheel 18 (drive wheel) of a vehicle under test 16, even if the vehicle under test 16 tries to swing in the vehicle left-right direction. The side surface 20A of the tire 20 is supported by the roller 42, and the shake of the vehicle under test 16 in the left-right direction of the vehicle is suppressed.
[Selection] Figure 1

Description

  The present invention relates to a chassis dynamometer vehicle restraint device for restraining a vehicle under test on a chassis dynamometer as a test device.

  In a chassis dynamometer that performs a running test by placing driving wheels of a vehicle under test on a drum, a vehicle fixing device is generally installed to prevent the vehicle under test from sideways. As such a vehicle fixing device, for example, a lateral vibration of the vehicle under test can be prevented by fixing a pair of left and right belts attached to a transport hook or the like of the vehicle under test obliquely to the left and right front sides of the vehicle under test. There is a vehicle fixing device to suppress (see, for example, Patent Document 1).

However, in this conventional apparatus, the vibration characteristics may change even for the same vehicle under test, for example, depending on the securing conditions such as the belt tension.
JP 2007-132766 A (FIG. 4)

  In consideration of the above facts, the present invention can provide a vehicle restraint device for a chassis dynamometer that can suppress the influence on the vibration characteristics of the vehicle under test caused by vibration during running on the chassis dynamometer. Is the purpose.

  A vehicle restraint device for a chassis dynamometer according to a first aspect of the present invention includes a roller support for supporting a roller provided on a floor of a test chamber in which the chassis dynamometer is disposed, and the roller support. It is rotatably supported and is disposed on the side of the tire of the drive wheel in the vehicle under test placed on the chassis dynamometer, and the axial direction is parallel to the side surface of the tire and the tire And a roller set along the radial direction.

  According to the vehicle dynamometer for a chassis dynamometer of the first aspect of the present invention, in a state in which the vehicle under test is placed on the chassis dynamometer, the roller is located on the side of the tire of the drive wheel in the vehicle under test. Since the drive wheel of the vehicle under test is driven, the side surfaces of the tires are supported by the rollers even when the vehicle under test is about to swing in the vehicle left-right direction. Swinging to is suppressed. Here, since the axial direction of the roller is set parallel to the side surface of the tire and along the radial direction of the tire, the roller rotates with a small resistance according to the rotation of the tire, and the load on the tire side Input is suppressed. Therefore, even if there is a load input from the roller to the tire side, the influence on the vibration characteristics of the vehicle under test is small.

  A vehicle restraint device for a chassis dynamometer according to a second aspect of the present invention is the configuration according to the first aspect, wherein the roller is disposed on a side of a side surface of the tire on the outer side in the vehicle width direction. And

  According to the vehicle restraint device for a chassis dynamometer of the present invention described in claim 2, since the roller is disposed in the outer space in the vehicle width direction of the tire having a relatively sufficient margin, the roller can be easily installed and tested. Sometimes, the run-out of the vehicle under test in the left-right direction of the vehicle is suppressed from the outside in the vehicle width direction by the roller.

  The vehicle restraint device for a chassis dynamometer according to a third aspect of the present invention is the configuration according to the first or second aspect, wherein the roller support is a holding portion that holds both end sides in the axial direction of the roller. And a position adjusting unit that supports the holding unit so that the rotational position of the holding unit can be adjusted around an axis parallel to the rotation axis of the tire and the position of the holding unit can be adjusted in the contact and separation direction with respect to the side surface of the tire and in the vertical direction of the tire. It is characterized by.

  According to the vehicle restraint device for a chassis dynamometer of the present invention described in claim 3, both end sides of the roller in the axial direction are held by the holding portion, and the holding portion is parallel to the rotation axis of the tire by the position adjusting portion. It is supported so that its rotational position can be adjusted around its axis and its position can be adjusted in the contact / separation direction with respect to the side surface of the tire and the vertical direction of the tire. For this reason, when the position of the tire changes depending on the model of the vehicle under test, if the position of the holding section is adjusted by the position adjusting section, the position of the roller is adjusted, and the roller is disposed at a predetermined position on the side of the tire. Can be made.

  As described above, the chassis dynamometer vehicle restraint device according to claim 1 of the present invention has an effect on the vibration characteristics of the vehicle under test caused by the shake during traveling on the chassis dynamometer. It has an excellent effect that it can be suppressed.

  According to the vehicle dynamometer vehicle restraint device according to claim 2, since the space outside the vehicle width direction of the tire having a relatively large margin is utilized, the degree of freedom of application to the vehicle type is high, and the restraint of the vehicle under test is restricted. Therefore, it has an excellent effect that the workability can be ensured well.

  According to the vehicle restraint device for a chassis dynamometer according to claim 3, since the position of the roller can be adjusted, the excellent effect that the test can be performed under the same conditions even if the vehicle type of the vehicle under test is different. Have

[First Embodiment]
A vehicle dynamometer vehicle restraint apparatus according to a first embodiment of the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the front side of the chassis dynamometer, an arrow UP indicates the upper side of the chassis dynamometer, and an arrow IN indicates the inside of the chassis dynamometer in the apparatus width direction. Is shown.

  FIG. 1 schematically shows a state in which a vehicle under test 16 is placed on a chassis dynamometer 10 which is a test apparatus. FIG. 1A is a schematic plan view, and FIG. 1B is a schematic side view. Note that the vehicle under test 16 of this embodiment is an FF vehicle (front wheel drive vehicle).

  The chassis dynamometer 10 disposed in the test chamber 26 is a device for simulating the running state of a vehicle such as an automobile and performing various pattern running tests in the test chamber 26 instead of running on the road. As shown in FIG. 1, the on-road running state is simulated by placing the driving wheel (front wheel 18 in the present embodiment) of the vehicle under test 16 on the drum (front drum) 12 of the chassis dynamometer 10 and running the drum. This is realized by applying a load corresponding to the running resistance with a dynamometer (not shown) directly connected to 12. In this embodiment, the non-drive wheel (rear wheel 22 in this embodiment) of the vehicle under test 16 is also placed on the drum (rear drum) 14, but the non-drive wheel (rear wheel 22) is It may be placed on the floor 28 of the test chamber 26.

  As shown in FIG. 1A, a pair of rails 30 are provided on the floor 28 of the test chamber 26 on the outer side in the apparatus width direction (arrow W direction) from the drum 12 in the axial direction of the drum 12 in plan view ( It extends along a direction perpendicular to the same direction as the device width direction. A fixing device 32 for securing (fixing) the rear wheel 22 which is a non-driving wheel of the vehicle under test 16 is provided at the rear portion of the rail 30. The fixing device 32 includes guide bodies 34 that are respectively inserted into the pair of rails 30. The guide bodies 34 are paired on the front and rear sides, are slidable in the front-rear direction of the apparatus along the rails 30, and are arranged at positions close to the front and rear of the rear wheel 22. Further, as shown in FIG. 1B, a belt attachment member 36 is attached to each guide body 34 so as to be slidable in the apparatus width direction (direction perpendicular to the paper surface in FIG. 1B). These belt attachment members 36 are disposed on both front and rear sides of the rear wheel 22. A belt 38 is attached to the belt attachment member 36. The belt 38 is wound around the outer peripheral surface of the tire 24 of the rear wheel 22 to tighten the tire 24, and the rear wheel 22 is secured (fixed) between the belt mounting members 36.

  As shown in FIG. 1, a chassis dynamometer is provided at the front portion of the rail 30 to suppress the shake in the vehicle left-right direction (the same direction as the vehicle width direction) on the front wheel 18 side that is the drive wheel of the vehicle 16 under test. A vehicle restraint device 40 is provided. The chassis dynamometer vehicle restraint device 40 includes a roller support 46 (shown schematically by a two-dot chain line in FIG. 1) provided on the floor 28 and attached to the rail 30, and the roller support. 46 and a roller 42 (see FIGS. 2 and 3) that is rotatably supported by 46 and disposed on the side of the tire 20 of the front wheel 18 (drive wheel).

  FIG. 4 is a perspective view showing a structure for adjusting the arrangement position of the roller 42. As shown in FIG. 4, the roller support 46 includes a holding bracket 48 as a holding portion that rotatably holds (axially supports) a roller shaft end portion 42 </ b> A that is both ends of the roller 42 in the axial direction. . The holding bracket 48 includes a substrate portion 48A disposed in parallel to the axial direction of the roller 42, and a pair of mounting seats 48B bent from both ends of the substrate portion 48A and extending in parallel with each other. Has been. A pair of mounting seats 48B is rotatably connected to a roller shaft end portion 42A of a roller 42 disposed between the mounting seats 48B.

  The holding bracket 48 can be adjusted in rotational position around an axis parallel to the rotational axis 20X of the tire 20 (in the direction of the arrow R) by a position adjusting unit 50 that constitutes a part of the roller support 46, and with respect to the side surface 20A of the tire 20. It is supported so that its position can be adjusted in the contact / separation direction (arrow X direction) and the tire vertical direction (arrow Y direction). This will be specifically described below.

  From the central part of the substrate part 48A of the holding bracket 48, a cylindrical part 48C is extended to the opposite side of the roller 42 side and perpendicular to the general surface of the substrate part 48A. The cylindrical portion 48 </ b> C has an axial direction parallel to the rotation axis 20 </ b> X of the tire 20, and is disposed in an inserted state in the arm portion 52 of the position adjusting portion 50. Thereby, the columnar portion 48 </ b> C is rotatable around an axis parallel to the rotation axis 20 </ b> X of the tire 20 (arrow R direction). A bolt 54 is attached to the upper portion of the arm portion 52. The bolt 54 is screwed into a female screw portion in a bolt insertion hole formed in the upper portion of the arm portion 52, and the tip portion thereof is a cylindrical portion 48C. It comes to contact with. That is, by screwing the bolts 54, the cylindrical portion 48C and by extension the holding bracket 48 is fixed to the arm portion 52 at an arbitrary rotational position (rotational position adjustment).

  An end of the arm portion 52 on the outer side in the apparatus width direction is connected to the link mechanism portion 56. The link mechanism portion 56 includes a pair of first link members 58 having one end portion connected to the arm portion 52 side and capable of swinging about an axis in the vertical direction of the apparatus. The other end of the pair of first link members 58 One end of the second link member 60 is connected to each of the parts so as to be swingable about an axis in the vertical direction of the apparatus. The other end portion of the second link member 60 is coupled to the intermediate member 62 so as to be swingable about an axis in the vertical direction of the apparatus. With this link mechanism portion 56, the holding bracket 48 can move in the contact / separation direction (arrow X direction) with respect to the side surface 20 </ b> A of the tire 20.

  A female screw portion 64 is integrated with the lower portion of one end portion side (the connecting portion side to the second link member 60) of the first link member 58 on one side (the front side of the apparatus in FIG. 4), and the other (see FIG. 4). A holder 66 having a through-hole is integrated with a lower portion on the one end side of the first link member 58 on the rear side of the apparatus 4. A male screw member 68 passes through the holder 66, and the tip side thereof is screwed into the female screw part 64. When the male screw member 68 is rotated in one direction around the axis, the pair of connecting portions of the first link member 58 and the second link member 60 approach each other, and the male screw member 68 is moved in the other direction around the axis. When rotated, the pair of connecting portions of the first link member 58 and the second link member 60 are separated from each other. That is, by adjusting the rotation direction and the rotation amount of the male screw member 68, the position of the holding bracket 48 is adjusted in the contact / separation direction (arrow X direction) with respect to the side surface 20A of the tire 20 (contact / separation). Direction adjustment).

  A support column 70 extending in the vertical direction of the apparatus passes through the intermediate member 62, and the support column 70 is fixed to a base member 74 disposed on the rail 30. With such a configuration, the intermediate member 62 is supported along the support column 70 so as to be displaceable in the tire vertical direction (arrow Y direction). A position holding member 72 is attached to the intermediate member 62, and the position holding member 72 fixes the intermediate member 62 to the support pillar 70 and holds the position at a predetermined position in the tire vertical direction (arrow Y direction). It has become. That is, the position of the intermediate member 62 in the tire vertical direction (arrow Y direction) is adjusted along the support column 70 and is held by the position holding member 72 (position adjustment in the tire vertical direction). The base member 74 is slidable along the rail 30 in the apparatus front-rear direction.

  As shown in FIGS. 2 and 3, the roller 42 supported by the roller support 46 is disposed on the side of the side surface 20 </ b> A on the outer side in the vehicle width direction of the tire 20 with respect to the front wheel 18 in the vehicle under test 16. ing. In the present embodiment, the roller 42 is set to be in contact with (applied to) the side surface 20 </ b> A of the tire 20. The roller 42 is preferably set in contact with the side surface 20A of the tire 20 as in the present embodiment, but may be disposed with a slight gap.

  The direction of the axis 44 of the roller 42 is parallel to the side surface 20A of the tire 20 shown in FIG. 2 and along the radial direction of the tire 20 shown in FIG. 3 (in other words, the rotation of the tire 20 in the vehicle side view). (In a direction intersecting the axis 20X). In the present embodiment, the roller 42 is disposed slightly in front of the side surface 20A of the tire 20 so as not to interfere with the bumper 16A of the vehicle under test 16 (see FIG. 1B). The direction of the axis 44 is inclined toward the vehicle upper side toward the vehicle rear side.

(Action / Effect)
Next, the operation and effect of the above embodiment will be described.

  As shown in FIG. 1, in a state where the vehicle under test 16 is placed on a chassis dynamometer 10 that is a test apparatus, a front wheel 18 that is a driving wheel of the vehicle under test 16 is positioned outside the tire 20 in the vehicle width direction. Since the roller 42 is rotatably disposed on the side of the side surface 20A, when the front wheel 18 of the vehicle under test 16 is driven, the tire is tired by the roller 42 even if the vehicle under test 16 swings in the vehicle left-right direction. The 20 side surfaces 20A are supported, and the shake of the vehicle under test 16 in the left-right direction of the vehicle is suppressed from both sides outside the vehicle width direction. Therefore, the vehicle under test 16 can run stably.

  Here, as shown in FIG. 2, the direction of the axis 44 of the roller 42 is set parallel to the side surface 20A on the outer side in the vehicle width direction of the tire 20 and along the radial direction of the tire 20 shown in FIG. Therefore, the roller 42 rotates with a small resistance according to the rotation of the tire 20, and the load input to the tire 20 side is suppressed. Therefore, even if there is a load input from the roller 42 to the tire 20 side (and thus the vehicle frame side of the vehicle under test 16), the influence on the vibration characteristics of the vehicle under test 16 is small.

  That is, in the comparison structure in which the roller is disposed at a position indicated by a two-dot chain line 142 in FIG. 2 (a position where the roller axis is set non-parallel to the tire side surface), the vehicle under test 16 accelerates and the tire When 20 slightly slides to the front side of the vehicle (for example, about 20 mm to 30 mm) (see reference numeral 20 indicated by a two-dot chain line), the roller 20 and the tire 20 collide with each other and the tire 20 side (tire A load in the vehicle front-rear direction (front-rear force) is input to the shaft side, and as a result, the vibration characteristics of the vehicle under test 16 are affected. On the other hand, if the direction of the axis 44 of the roller 42 is parallel to the side surface 20A on the outer side in the vehicle width direction of the tire 20, the load due to the collision between the roller 42 and the tire 20 is not input.

  In another contrasting structure in which the roller is disposed at a position indicated by a two-dot chain line 242 in FIG. 3 (a position where the roller axis intersects with the radial direction of the tire), the roller at the position indicated by reference numeral 242 Since slip occurs between the tire 20 and the tire 20, an extra load is input to the tire 20 due to the resistance. On the other hand, if the direction of the axis 44 of the roller 42 is set along the radial direction of the tire 20, unnecessary load input to the tire 20 side due to such slippage of the roller 42 with respect to the tire 20 is avoided. it can.

  In addition, supplementing the lateral movement of the vehicle under test, generally, even if the vehicle under test is set straight in the longitudinal direction of the device, the shape of the chassis dynamometer drum (for example, the shape in a worn state) Suspension alignment (mounting alignment) and driving force distribution (in other words, left and right force caused by different left and right drive shaft lengths) must restrain the vehicle under test on the drum. The vehicle under test travels obliquely with respect to the front-rear direction of the apparatus, and a large load is applied to either the left or right side, and the vehicle is swung around. For this reason, a structure for suppressing the shake of the vehicle under test is required.

  Here, as an example of a structure for suppressing the shake of the vehicle under test, for example, a belt is put on the transport hook of the vehicle under test and the belt is pulled left and right to fix the vehicle under test. In the contrast structure to be bound, there is a possibility that the securing conditions such as how to fasten the belt and the right and left securing force during running may not be stable. For this reason, in the case of such a comparison structure, even in the same vehicle under test, the vibration characteristics of the vehicle under test change, so-called “boom noise” level (that is, passengers in the cabin (cabin)) The accuracy of the data (measurement accuracy) is not necessarily high, for example, there is a possibility that a difference occurs in the generation state of the in-vehicle sound that occurs due to pressure fluctuations near the ear position of the passenger and presses the passenger's ear.

  In general, when a load of a predetermined value (about 50 N) or more acts on the lashed part, the influence on the vehicle interior sound becomes large. In the configuration in which a belt is hung on the vehicle under test side as in the comparative structure, not only a low rigidity portion in the vehicle under test is used as a lashing portion, but also a high rigidity portion in the vehicle under test is used as a lashing portion. Even in this case, the vibration characteristics are changed.

  In contrast, in the chassis dynamometer vehicle restraint device 40 according to the present embodiment, as shown in FIG. 1, the roller 42 supports the left and right tires 20 from the side so that the vehicle under test 16 swings. Effectively suppressed, and the roller 42 rotates with a small resistance according to the rotation of the tire 20, and the load input to the tire 20 side is suppressed. For this reason, variation in measurement results is suppressed, and highly accurate measurement is possible.

  Such a difference in effect is shown in the graphs of FIGS. FIG. 5 is a graph showing the influence on the sound pressure level in the vehicle under test, and FIG. 6 is a graph showing the influence on the vibration level in the vehicle under test. In each graph of FIG. 5 and FIG. 6, the dotted line is the measurement result when the front part of the vehicle under test is not secured (not restrained), and is operated so that the driver can run straight while holding the steering wheel. This is the result.

  FIG. 5A is a graph showing the influence on the sound pressure level (influence on the sound in the vehicle) when the above-described comparison structure (the structure in which the vehicle under test is secured by applying a belt) is applied to the driver's seat. The sound at the ear position is measured. In the graph of FIG. 5 (A), the solid line is the measurement result when secured by the contrast structure. FIG. 5B is a graph showing the influence on the sound pressure level when the chassis dynamometer vehicle restraint device 40 according to this embodiment is applied, and similarly measures the sound at the ear position of the driver's seat. . In the graph of FIG. 5 (B), the solid line is the measurement result when restrained (secured) by the chassis dynamometer vehicle restraint device 40. As shown in these graphs, in the restraint structure (see the solid line in FIG. 5B) by the vehicle dynamometer vehicle restraint device 40 according to the present embodiment, the comparison structure (see the solid line in FIG. 5A). As a result, a result close to the measurement result when the driver operated the vehicle under test without tying (restraining) the front part of the vehicle under test was obtained.

  FIG. 6A is a graph showing the influence on the vibration level when the contrast structure is applied, and the left-right vibration in the front cross member near the tying site is measured. In the graph of FIG. 6 (A), the solid line is the measurement result when secured by the contrast structure. FIG. 6B is a graph showing the influence on the vibration level when the chassis dynamometer vehicle restraint device 40 according to the present embodiment is applied, and shows the left-right vibration in the knuckle near the restraint site (lock site). Measuring. In the graph of FIG. 6B, the solid line is the measurement result when restrained (secured) by the chassis dynamometer vehicle restraint device 40. As shown in these graphs, in the restraint structure (see the solid line in FIG. 6B) by the vehicle dynamometer vehicle restraint device 40 according to the present embodiment, the comparison structure (see the solid line in FIG. 6A). As a result, a result close to the measurement result when the driver operated the vehicle under test without tying (restraining) the front part of the vehicle under test was obtained.

  Further, as shown in FIG. 1, in the vehicle dynamometer 40 for a chassis dynamometer according to the present embodiment, the roller 42 is disposed in a space on the outer side in the vehicle width direction of the tire 20 with a relatively large margin. 42 can be installed easily. Further, as shown in FIG. 4, roller shaft end portions 42 </ b> A that are both ends in the axial direction of the roller 42 are held by the holding bracket 48, and the holding bracket 48 is rotated by the position adjusting unit 50. It is supported so that its rotational position can be adjusted around an axis parallel to 20X (arrow R direction) and its position can be adjusted in the contact / separation direction (arrow X direction) with respect to the side surface 20A of the tire 20 and in the tire vertical direction (arrow Y direction) . For this reason, when the position of the tire 20 changes depending on the vehicle type of the vehicle under test 16, if the position of the holding bracket 48 is adjusted by the position adjusting unit 50, the position of the roller 42 is adjusted, and the side of the side surface 20A of the tire 20 is adjusted. The roller 42 can be disposed at a predetermined position.

  As described above, the chassis dynamometer vehicle restraint device 40 according to the present embodiment suppresses the influence on the vibration characteristics of the vehicle under test 16 caused by the shake during running on the chassis dynamometer 10. be able to. Further, since the space on the outer side in the vehicle width direction of the tire 20 having a relatively sufficient margin is utilized, the degree of freedom in application to the vehicle type is high, and the workability for restraining the vehicle under test 16 can be secured well. . Furthermore, since the position of the roller 42 can be adjusted, the test can be performed under the same conditions even if the vehicle type of the vehicle under test 16 is different.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 7 schematically shows a state in which the vehicle under test 16 is installed on the chassis dynamometer 10. FIG. 7A is a schematic plan view, and FIG. 7B is a schematic side view. The vehicle under test 16 in the present embodiment is a 4WD vehicle (four-wheel drive vehicle). In this embodiment, the vehicle restraint device 40 for chassis dynamometer is installed not only on the front wheel 18 side but also on the rear wheel 22 side. This is different from the first embodiment. Other configurations are substantially the same as those of the first embodiment. Therefore, components that are substantially the same as those of the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIG. 7, the floor portion 28 is provided with a jump prevention roller 76 on the front side of the front wheel 18 and the rear side of the rear wheel 22 of the vehicle under test 16. 76 is rotatable about an axis in the apparatus width direction and prevents the vehicle under test 16 from moving in the vehicle front-rear direction and jumping out (front-rear lashing). Further, one end of the jump-out preventing rope 78 is fixed to the rear end of the vehicle under test 16, and the other end of the jump-out preventing rope 78 is fixed to the floor 28 side. When the vehicle under test 16 travels, a tension for pulling the vehicle under test 16 to the vehicle rear side acts by the jump-out preventing rope 78 to prevent the vehicle under test 16 from jumping out to the vehicle front side.

  In the present embodiment, the roller 42 is not only disposed on the side of the front side 18 of the tire 20 in the vehicle width direction on the outer side in the vehicle width direction, but also on the side of the side surface 24A of the rear wheel 22 on the outer side of the tire 24 in the vehicle width direction. In addition, a roller 42 is provided. Similarly to the case where the axial direction of the roller 42 arranged on the side of the tire 20 of the front wheel 18 is set parallel to the side surface 20A of the tire 20 and along the radial direction of the tire 20, the rear wheel The axial direction of the roller 42 arranged on the side of the 22 tires 24 is also set parallel to the side surface 24 </ b> A of the tire 24 and along the radial direction of the tire 24. In the present embodiment, the axial direction of the total four rollers 42 is set to a direction along the vehicle longitudinal direction. Also with the above configuration, the same operations and effects as those of the first embodiment described above can be obtained.

[Supplementary explanation of the embodiment]
In the first embodiment, the case where the vehicle under test 16 is an FF vehicle (front wheel drive vehicle) will be described. In the second embodiment, the vehicle under test 16 is a 4WD vehicle (four wheel drive vehicle). Although the case has been described, the vehicle restraint device for a chassis dynamometer can be similarly applied to a case where the vehicle under test is an FR vehicle (rear wheel drive vehicle). When the vehicle under test is an FR vehicle (rear wheel drive vehicle), a roller is disposed on the side of the side surface of the tire in the rear wheel.

  Further, in the above embodiment, the roller 42 is disposed on the side of the side surfaces 20A and 24A on the outer side in the vehicle width direction of the tires 20 and 24. It is good also as a structure arrange | positioned by the side of the side surface in.

  Furthermore, in the above embodiment, as shown in FIG. 4, the roller support 46 has a structure including a holding bracket 48 and a position adjustment unit 50, and such a structure is preferable. The support may have a structure without a position adjusting function. That is, the chassis dynamometer vehicle restraint device is, for example, a roller that is rotatably supported by a roller support that does not have a position adjustment function, and is disposed on the side of the tire of the drive wheel in the vehicle under test. The vehicle restraint device for a chassis dynamometer may be such that the axial direction of the roller is set parallel to the side surface of the tire and along the radial direction of the tire.

  In addition, the position adjustment part in a roller support body is not limited to the structure (refer FIG. 4) shown in the said embodiment, For example, the holding part to the contact / separation direction (arrow X direction of FIG. 4) with respect to the side surface of a tire is used. A so-called screw-type position adjustment function (more specifically, adjusting the position of the holding portion in the vertical direction of the tire (in the arrow Y direction in FIG. 4) by adjusting the screwing position (screwing amount) of the screw) For example, the first female screw includes a first female screw whose axial direction is the contact / separation direction with respect to the side surface of the tire, and a first female screw that can be screwed to the first male screw and connected to the holding portion side. A position of the holding portion in the contact / separation direction with respect to the side surface of the tire can be adjusted by a screwing position (screwing amount) of the screw with respect to the first male screw, and a second male screw whose axial direction is the tire vertical direction; The end of the first male screw that can be screwed with the second male screw And a second female screw connected to each other, and the position of the holding portion in the vertical direction of the tire can be adjusted by the screwing position (screwing amount) of the second female screw to the second male screw). It is good also as another position adjustment part which was equipped with.

It is a schematic block diagram which shows typically the installation state of the vehicle restraint apparatus for chassis dynamometers concerning the 1st Embodiment of this invention. FIG. 1A is a schematic plan view, and FIG. 1B is a schematic side view. FIG. 3 is a schematic plan view showing a positional relationship of rollers with respect to a tire in the vehicle dynamometer for a chassis dynamometer according to the first embodiment of the present invention. It is a typical side view which shows the positional relationship with respect to the tire of the roller in the vehicle restraint apparatus for chassis dynamometers concerning the 1st Embodiment of this invention. It is a perspective view which shows the state in which a roller is position-adjusted with a roller support body. It is a graph which shows the influence on the sound pressure level in a to-be-tested vehicle. FIG. 5A is a graph showing the influence on the sound pressure level when the contrast structure is applied. FIG. 5B is a graph showing the influence on the sound pressure level when the chassis dynamometer vehicle restraint device according to this embodiment is applied. It is a graph which shows the influence on the vibration level in a to-be-tested vehicle. FIG. 6A is a graph showing the influence on the vibration level when the contrast structure is applied. FIG. 6B is a graph showing the influence on the vibration level when the chassis dynamometer vehicle restraint device according to this embodiment is applied. It is a schematic block diagram which shows typically the installation state of the vehicle restraint apparatus for chassis dynamometers concerning the 2nd Embodiment of this invention. FIG. 7A is a schematic plan view, and FIG. 7B is a schematic side view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Chassis dynamometer 16 Vehicle under test 20 Tire 20A Side surface 20X Rotating shaft 24 Tire 24A Side surface 26 Test chamber 28 Floor 40 Vehicle dynamometer vehicle restraint device 42 Roller 44 Axis 46 Roller support 48 Holding bracket (holding portion)
50 Position adjustment part X Contact / separation direction with respect to tire side Y Tire vertical direction

Claims (3)

A roller support for supporting the roller provided on the floor of the test chamber in which the chassis dynamometer is disposed;
It is rotatably supported by the roller support, and is disposed on the side of the tire of the drive wheel in the vehicle under test placed on the chassis dynamometer, and the axial direction is parallel to the side surface of the tire. And a roller set along the radial direction of the tire,
A vehicle restraint device for a chassis dynamometer, comprising:   The vehicle restraint device for a chassis dynamometer according to claim 1, wherein the roller is disposed on a side of a side surface of the tire in the vehicle width direction outside. The roller support is
A holding portion for holding both end sides of the roller in the axial direction;
A position adjustment unit that supports the holding unit so that the rotation position of the holding unit can be adjusted around an axis parallel to the rotation axis of the tire and the position of the holding unit can be adjusted in the contact and separation direction with respect to the side surface of the tire and the vertical direction of the tire
The vehicle restraint device for a chassis dynamometer according to claim 1 or 2.

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