1. An orthogonal moment chassis dynamometer for simulating the steering condition of an automobile, comprising:

a base;

a support shaft rotatably provided on the base;

the annular assembly is fixedly arranged on the supporting shaft;

the transverse torque motor is arranged at the outer edge of the annular component, is in direct contact with a tire to be tested of an automobile and continuously applies transverse torque to the tire to be tested;

the output end of the longitudinal motor is connected with the support shaft so as to drive the support shaft to longitudinally rotate;

the transverse torque motor and the longitudinal motor are respectively connected with the torque sensor, the torque sensor is connected with the transverse torque motor and used for measuring transverse torque applied by the transverse torque motor to a tire to be tested, and the torque sensor is connected with the longitudinal motor and used for measuring longitudinal torque applied by the longitudinal motor to the supporting shaft.

2. The orthogonal moment chassis dynamometer for vehicle steering behavior simulation of claim 1, further comprising an electrical rotation transmission device, the electrical rotation transmission device being fixedly mounted on the support shaft; the electric rotation output device is in communication connection with the transverse torque motor to control the output torque of the transverse torque motor.

3. The orthogonal moment chassis dynamometer for vehicle steering behavior simulation of claim 2, wherein the electrical rotation transmission device is a slip ring or a wireless power transmission device.

4. The orthogonal torque chassis dynamometer for automobile steering condition simulation according to claim 1 or 2, wherein the annular assembly comprises at least two first spokes, and a plurality of motor mounting grooves for mounting the transverse torque motor are arranged at intervals on the outer periphery of the first spokes; the first spokes are concentrically and fixedly installed on the support shaft, and the transverse torque motors between any adjacent first spokes are arranged in a staggered mode.

5. The orthogonal torque chassis dynamometer used for automobile steering condition simulation according to claim 1 or 2, wherein the annular assembly comprises second spokes and a transverse motor support frame fixedly clamped between the second spokes, the outer periphery of the transverse motor support frame is continuously provided with a plurality of motor mounting grooves used for mounting the transverse torque motor, and the second spokes are concentrically and fixedly mounted on the support shaft; the transverse torque motor comprises an outer transverse torque motor and an inner transverse torque motor, the outer transverse torque motor and the inner transverse torque motor are arranged along the periphery of the transverse motor support frame in an alternate mode, and the outer envelope of the outer transverse torque motor and the outer envelope of the inner transverse torque motor are located on the same circular contour.

6. The orthogonal torque chassis dynamometer for vehicle steering condition simulation of claim 5, wherein the outer transverse torque motor and the inner transverse torque motor are both outer rotor motors; the outer rotor of any outer transverse torque motor and the outer rotor of the inner transverse torque motor adjacent to the outer rotor are partially overlapped, and the outer rotor of any outer transverse torque motor covers a part of the outer rotor of the inner transverse torque motor adjacent to the outer rotor, so that the outer envelope curve of the outer rotor of any outer transverse torque motor and the outer envelope curve of the outer rotor of any inner transverse torque motor are positioned on the same circular contour.

7. The orthogonal moment chassis dynamometer for vehicle steering behavior simulation of claim 5, wherein the ring assemblies are arranged in at least two groups in succession on the support shaft, and the outer transverse torque motors and the inner transverse torque motors between any adjacent ring assemblies are staggered.

8. The orthogonal torque chassis dynamometer used for automobile steering condition simulation according to claim 1 or 2, wherein the annular assembly comprises a closed-loop crawler belt and a gear transmission assembly, the closed-loop crawler belt is sleeved on the gear transmission assembly, the gear transmission assembly is connected with the supporting shaft, and the gear transmission assembly can drive the closed-loop crawler belt to perform transmission under the driving of the supporting shaft; the outer surface of the closed-loop track is provided with a plurality of transverse torque motors along the annular direction.

9. The orthogonal torque chassis dynamometer for vehicle steering condition simulation of claim 8, wherein the closed-loop crawler includes drive chains and transverse motor support chains, any transverse motor support chain is provided with a transverse motor support frame, any adjacent transverse motor support chains are connected through the drive chains to form a chain type closed-loop crawler, and at least one transverse torque motor is transversely provided on any transverse motor support frame; the gear transmission assembly comprises a driving chain wheel and a driven chain wheel, the driven chain wheel is in transmission connection with the driving chain wheel through the chain type closed-loop crawler belt, the driven chain wheel is concentrically and fixedly installed on a rotating shaft, the rotating shaft can be rotatably arranged on the base, and the driving chain wheel is concentrically and fixedly installed on the supporting shaft.

10. The orthogonal torque chassis dynamometer for simulating steering conditions of an automobile according to claim 2, further comprising a measurement and control terminal, wherein the transverse torque motor, the longitudinal motor, the torque sensor and the electric rotation transmission device are all in communication connection with the measurement and control terminal.

Background

In the development of unmanned vehicles, it is often necessary to perform lateral and longitudinal control tests on unmanned vehicles. The testing in the real environment has many disadvantages, such as low testing efficiency, many parameters being unable to be measured, limited testing scene, and danger. If the above-mentioned scenes can be completely simulated in a laboratory, the above problems are all solved, and therefore, the prior art provides an automobile chassis dynamometer.

The chassis dynamometer is mainly divided into three types at present, namely a traditional rotary drum test bench, a Rototest shaft coupling type chassis dynamometer and a steering rotary drum test bench. Transverse control is often more important than longitudinal control in an unmanned test, but the traditional rotary drum test bed can only simulate longitudinal movement (namely movement in the front-back direction) of a vehicle and coupling working conditions of tire parameters and vehicle power parameters in the longitudinal running process, cannot simulate transverse movement (namely movement in the left-right direction) of the vehicle, and further cannot simulate transverse control of the unmanned vehicle. Although the Rototest shaft coupling type chassis dynamometer (hub type) can simulate the road load of the actual running of the whole vehicle, the Rototest shaft coupling type chassis dynamometer (hub type) must disassemble the tire of the vehicle during the experiment, and then must use a matched flange to connect the dynamometer and the flange of the output shaft of the tire, so the steps are complicated, and the operation efficiency is low; and the Rototest shaft coupling type chassis dynamometer cannot simulate tire parameters. An existing steering drum test bed, such as a steering drum test bed disclosed in Chinese patent with application number of CN201822210242.X, can not only finish the simulation of transverse and longitudinal movement, but also does not need to disassemble a tire in the experimental process; however, it cannot simulate the lateral component of the ground on the tire, i.e. the drum of a steering drum test stand in a steering mode only applies a longitudinal component to the tire and no lateral component, but the real mode is that components in both directions exist.

In conclusion, due to the lack of simulation of the transverse motion of the vehicle, the conventional rotary drum test bed, the Rototest shaft coupling type chassis dynamometer and the steering rotary drum test bed cannot realize the simulation of the steering working condition of the wheels, so that the coupling working condition of the tire parameters and the power parameters of the whole vehicle in the normal running process of the vehicle cannot be comprehensively and truly simulated. Therefore, the present invention is directed to a novel chassis dynamometer, which overcomes the above-mentioned problems of the prior art.

Disclosure of Invention

The invention aims to provide an orthogonal moment chassis dynamometer for simulating the steering working condition of an automobile, and aims to solve the technical problems that the conventional chassis dynamometer cannot simulate the steering working condition of the automobile in the experimental process, and cannot realize the simulation of the longitudinal force and the transverse force of wheels.

In order to achieve the purpose, the invention provides the following scheme:

the invention provides an orthogonal moment chassis dynamometer for simulating the steering condition of an automobile, which mainly comprises:

a base;

a support shaft rotatably provided on the base;

the annular assembly is fixedly arranged on the supporting shaft;

the transverse torque motor is arranged at the outer edge of the annular component, is in direct contact with a tire to be tested of an automobile and continuously applies transverse torque to the tire to be tested;

the output end of the longitudinal motor is connected with the support shaft so as to drive the support shaft to longitudinally rotate;

the transverse torque motor and the longitudinal motor are respectively connected with the torque sensor, the torque sensor is connected with the transverse torque motor and used for measuring transverse torque applied by the transverse torque motor to a tire to be tested, and the torque sensor is connected with the longitudinal motor and used for measuring longitudinal torque applied by the longitudinal motor to the supporting shaft.

Optionally, the device further comprises an electric rotation transmission device, wherein the electric rotation transmission device is fixedly installed on the supporting shaft; the electric rotation output device is in communication connection with the transverse torque motor to control the output torque of the transverse torque motor.

Optionally, the electric rotation transmission device is a slip ring or a wireless power transmission device.

Optionally, the annular assembly includes at least two first spokes, and a plurality of motor mounting grooves for mounting the transverse torque motor are arranged at intervals along the outer periphery of the first spokes; the first spokes are concentrically and fixedly installed on the support shaft, and the transverse torque motors between any adjacent first spokes are arranged in a staggered mode.

Optionally, the annular assembly includes second spokes and a transverse motor support frame fixedly clamped between the two second spokes, a plurality of motor mounting grooves for mounting the transverse torque motor are continuously formed along the outer periphery of the transverse motor support frame, and the second spokes are concentrically and fixedly mounted on the support shaft; the transverse torque motor comprises an outer transverse torque motor and an inner transverse torque motor, the outer transverse torque motor and the inner transverse torque motor are arranged along the periphery of the transverse motor support frame in an alternate mode, and the outer envelope of the outer transverse torque motor and the outer envelope of the inner transverse torque motor are located on the same circular contour.

Optionally, the outer transverse torque motor and the inner transverse torque motor are both outer rotor motors; the outer rotor of any outer transverse torque motor and the outer rotor of the inner transverse torque motor adjacent to the outer rotor are partially overlapped, and the outer rotor of any outer transverse torque motor covers a part of the outer rotor of the inner transverse torque motor adjacent to the outer rotor, so that the outer envelope curve of the outer rotor of any outer transverse torque motor and the outer envelope curve of the outer rotor of any inner transverse torque motor are positioned on the same circular contour.

Optionally, at least two groups of the annular assemblies are continuously arranged on the support shaft, and the outer transverse torque motors and the inner transverse torque motors between any adjacent annular assemblies are arranged in a staggered manner.

Optionally, the annular assembly includes a closed-loop track and a gear transmission assembly, the closed-loop track is sleeved on the gear transmission assembly, the gear transmission assembly is connected with the support shaft, and the gear transmission assembly can drive the closed-loop track to perform transmission under the driving of the support shaft; the outer surface of the closed-loop track is provided with a plurality of transverse torque motors along the annular direction.

Optionally, the closed-loop track comprises a driving chain and transverse motor supporting chains, a transverse motor supporting frame is mounted on any transverse motor supporting chain, any adjacent transverse motor supporting chains are connected through the driving chain to form a chain type closed-loop track, and at least one transverse torque motor is transversely mounted on any transverse motor supporting frame; the gear drive assembly comprises a driving chain wheel and a driven chain wheel, the driven chain wheel is in transmission connection with the driving chain wheel through the chain type closed-loop crawler belt, the driven chain wheel is concentrically and fixedly installed on a rotating shaft, the rotating shaft can be rotatably arranged on the base, and the driving chain wheel is concentrically and fixedly installed on the supporting shaft so as to transmit the longitudinal motor to the whole longitudinal torque of the supporting shaft.

Optionally, the torque sensor is connected with the electric rotation transmission device, and the transverse torque motor, the longitudinal motor, the torque sensor and the electric rotation transmission device are in communication connection with the measurement and control terminal.

When the device is used, the orthogonal moment chassis dynamometer used for simulating the steering working condition of the automobile is placed under the tire to be tested of each vehicle to be tested. The orthogonal moment chassis dynamometer is arranged corresponding to the position of the tire to be tested of the vehicle to be tested, so that the tire to be tested of the vehicle to be tested is placed on the orthogonal moment chassis dynamometer and is used for performing dynamometer. And adjusting the position of the orthogonal moment chassis dynamometer according to different wheel tracks of the vehicle to be measured.

Compared with the prior art, the invention has the following technical effects:

the torque chassis dynamometer for simulating the steering working condition of the automobile, provided by the invention, has a reasonable structural design and comprises a base, a supporting shaft, a transverse torque motor, a longitudinal motor and an annular assembly. For the movement of automobile tires, the automobile tire normally moves on a 2-dimensional plane, so the freedom degree of the automobile tire is 2; the invention drives the annular assembly to rotate longitudinally by arranging the longitudinal motor, simultaneously sets the transverse torque motor to perform transverse torsion, and directly applies the transverse torque to the tire to be tested, so that the dynamometer has rotation in two directions simultaneously, namely the rotation in the longitudinal direction (the front and back running direction of the vehicle) and the rotation in the transverse direction (the left and right running direction of the vehicle), and further can more comprehensively simulate a real ground and completely simulate the movement of the vehicle in the x and y directions on a plane, namely, the invention not only can simulate the linear running of the vehicle, but also can simulate the running of the vehicle to be tested in the steering working condition in the experimental process on the chassis dynamometer, and can even measure the output torque of the transverse torque motor and the longitudinal motor in real time by the torque sensor, thereby achieving the effect of simulating the longitudinal stress and the transverse stress of the tire.

In addition, the invention also has the following specific beneficial effects:

(1) compared with the traditional rotary drum test bed which can only simulate the longitudinal movement (the movement in the front-back direction) of the vehicle and can not simulate the transverse movement (the movement in the left-right direction) of the vehicle, the invention can simultaneously simulate the longitudinal movement (the movement in the front-back direction) and the transverse movement (the movement in the left-right direction) of the vehicle, thereby realizing the simulation of the steering working condition of the vehicle. The invention promotes the simulation of the traditional stranding test bed from 1-dimensional motion to the simulation of 2-dimensional plane motion, and the promotion enables the automobile to carry out more real working condition simulation in a laboratory. For example, transverse control is often more important than longitudinal control in unmanned tests, but the transverse control of an unmanned vehicle cannot be simulated in a traditional rotary drum test bed, but if the invention is used, hardware-in-loop working condition simulation of corresponding dangerous working conditions can be carried out in a laboratory.

(2) Compared with a Rototest shaft coupling type chassis dynamometer, the method has the advantages that tires of the vehicle must be disassembled during the experiment, and then the dynamometer is connected with the tire output shaft flange through the matched flange.

(3) Compared with the situation that the rotary drum of the steering rotary drum test bed only applies longitudinal component force to the tire but does not have transverse component force in the steering working condition, the invention can simulate the transverse component force (namely the component force along the axial direction of the support shaft) of the ground to the tire by connecting the torque sensor to the transverse torque motor, and can completely and truly simulate the 2-dimensional ground and apply force in any direction on the plane to the tire at any time, thereby belonging to a thorough solution.

(4) According to the invention, because the tire is not required to be disassembled, some tire parameters of the tire in the test process can participate in the test, so that the coupling working condition of the tire parameters and the power parameters of the whole vehicle in the normal running process of the vehicle can be simulated, which cannot be completely realized in the traditional rotary drum test bed, the Rototest shaft coupling type chassis dynamometer and the steering rotary drum test bed.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is an axial detonation diagram of an orthogonal moment chassis dynamometer according to an embodiment of the present invention;

FIG. 2 is a front view of an orthogonal moment chassis dynamometer according to an embodiment of the present invention;

FIG. 3 is an isometric view of an orthogonal moment chassis dynamometer, according to a second embodiment of the present invention;

FIG. 4 is an exploded view of an orthogonal moment chassis dynamometer according to a second embodiment of the present invention;

FIG. 5 is a front view of an orthogonal moment chassis dynamometer in accordance with a second embodiment of the present invention;

FIG. 6 is an axial detonation diagram of an orthogonal moment chassis dynamometer according to a third embodiment of the present invention;

FIG. 7 is a front view of an orthogonal moment chassis dynamometer in accordance with a third embodiment of the present invention;

wherein the reference numerals are: 1. an orthogonal moment chassis dynamometer used for simulating the steering working condition of the automobile; 2. a base; 3. a support shaft; 4. a ring assembly; 41. a transverse torque motor; 411. an outer transverse torque motor; 412. an inner transverse torque motor; 42. a longitudinal motor; 43. a first spoke; 431. a first side spoke; 432. a first intermediate spoke; 433. a first motor mounting groove; 434. a fixed flange; 44. a second spoke; 441. a connecting flange; 45. a first transverse motor support frame; 451. a second motor mounting groove; 46. a closed loop track; 461. a drive chain; 462. a transverse motor support chain; 463. a second transverse motor support frame; 47. a gear drive assembly; 471. a drive sprocket; 472. a driven sprocket; 473. a rotating shaft; 5. an electrical rotary transmission device; 6. a vehicle to be tested; 7. and (5) testing the tire to be tested.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The invention aims to provide an orthogonal moment chassis dynamometer for simulating the steering working condition of an automobile, and aims to solve the technical problems that the conventional chassis dynamometer cannot simulate the steering working condition of the automobile in the experimental process, and cannot realize the simulation of the longitudinal force and the transverse force of wheels.

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.

The first embodiment is as follows:

as shown in fig. 1-2, the present embodiment provides an orthogonal moment chassis dynamometer 1 for simulating steering conditions of an automobile, which is substantially an omni-directional wheel chassis dynamometer, and mainly includes a base 2 and an omni-directional wheel assembly composed of a supporting shaft 3, an annular assembly 4, a transverse moment motor 41, a longitudinal motor 42, and a moment sensor (not shown in the figure). The support shaft 3 can be rotatably arranged on the base 2, and the support shaft 3 is used as a longitudinal rotating central shaft and is connected with the output end of the longitudinal motor 42 so as to transmit the longitudinal torque output by the longitudinal motor 42; the annular component 4 comprises at least two first spokes 43, the first spokes 43 are fixedly arranged on the support shaft 3 through a fixing flange 434, a plurality of motor mounting grooves one 433 for mounting the transverse torque motors 41 are arranged at intervals along the circumferential direction of the first spokes 43, the transverse torque motors 41 are mounted in the motor mounting grooves one 433 and are used for directly contacting the tire 7 to be tested of the automobile 6 to be tested and continuously applying transverse torque to the tire 7 to be tested, and the axial lines of the transverse torque motors 41 are perpendicular to the support shaft 3 so as to ensure that the transverse torque output by the transverse torque motors 41 is perpendicular to the longitudinal torque output by the longitudinal motors; the transverse torque motor 41 and the longitudinal motor 42 are both provided with torque sensors to measure in real time the transverse torque applied by the transverse torque motor 41 to the tire 7 to be tested and the longitudinal torque applied by the longitudinal motor 42 to the support shaft 3.

In this embodiment, the orthogonal torque chassis dynamometer 1 for simulating the steering condition of the vehicle further includes an electrical rotation transmission device 5, the electrical rotation transmission device 5 is fixedly mounted on the supporting shaft 3, and the electrical rotation transmission device 5 is in communication connection with the transverse torque motor 41, and can communicate electrical energy or electrical signals on two relatively rotating components, which can be a slip ring or a wireless electrical energy transmission device, and the main function here is to communicate the electrical energy and electrical signals on the relatively grounded power grid with the rotating transverse torque motor 41, so as to control the output torque of the transverse torque motor 41.

In this embodiment, the longitudinal motor 42 is responsible for generating a longitudinal torque, and an external motor is generally used, that is, the external motor is disposed outside the omni-directional wheel assembly, which has the advantages of low cost and mature technology. Simultaneously, can also adopt the wheel limit motor, vertical motor 35 sets up with the omni-wheel subassembly is integrative promptly, forms integral type structure in the wheel body, and the advantage is small, conveniently carries out the regulation of distance between the dynamometer machine according to the vehicle that awaits measuring of different wheel pitches.

In the present embodiment, as shown in fig. 1-2, the transverse torque motor 41 is preferably an outer rotor motor, the outer rotor thereof is preferably a cylindrical barrel structure, and the outer surface of the outer rotor is coated with a wear-resistant coating to improve the wear resistance of the outer rotor. The outer rotor motor is an existing motor structure, and the structure and the working principle of the outer rotor motor are not described in detail herein.

It should be particularly emphasized that, because the lateral torque motors 41 are not continuously distributed due to the limitation of the cylindrical outer rotor barrel structure of the lateral torque motors 41, the tire 7 to be tested cannot be continuously contacted with a single row of lateral torque motors 41 (a single row of lateral torque motors, which refers to a circle of lateral torque motors installed on the same first spoke), so at least two rows of lateral torque motors 41 should be provided, and on this basis, in order to ensure the continuity of the contact between the above-mentioned omni-directional wheel assembly and the tire 7 to be tested, the lateral torque motors 41 between any adjacent first spokes 43 should be staggered to ensure that the tire 7 to be tested is simultaneously contacted with at least one row of lateral torque motors 41. Meanwhile, only the transverse torque motor 41 which is in contact with the tire 7 to be tested outputs power, so that the transverse torque motor 41 selects the motor type which is suitable for the instantaneous power as much as possible during model selection, and the performance requirement on long-time continuous uninterrupted work can be relatively relaxed.

Further, as shown in fig. 1-2, the omni-wheel assembly in this embodiment may be an orthogonal multi-row omni-wheel assembly, that is, at least three rows of transverse torque motors 41 are disposed in the omni-wheel assembly, in this case, the first spokes 43 may be specifically divided into first side spokes 431 and first middle spokes 432, the first side spokes 431 are disposed on both sides, at least one first middle spoke 432 is disposed between the two first side spokes 431, and the spokes are sequentially and fixedly connected. The first side spokes 431 on both sides are fixedly mounted on the support shaft 3 through the fixing flange 434, and the outer ring and the inner ring of the fixing flange 434 are fixedly connected with the first side spokes 431 and the support shaft 3 respectively, so that the longitudinal torque output by the longitudinal motor 42 is transmitted to the whole omni-wheel assembly through the first side spokes 431. The first side spokes 431 and the first middle spokes 432 are provided with a plurality of motor mounting grooves 433 for mounting the transverse torque motor 41 at intervals on the outer ring, as in the first spoke 43 described in the above paragraph, and in order to ensure that the above orthogonal multiple rows of omni-directional wheel assemblies can be in continuous contact with the tire 7 to be tested, the transverse torque motors 41 between any adjacent first side spokes 431 and first middle spokes 432 should be arranged in a staggered manner. In this embodiment, when the orthogonal multiple rows of omnidirectional wheel assemblies are arranged in the dynamometer, 4 rows (circles) of the transverse torque motors 41 may be preferably arranged in the orthogonal multiple rows of omnidirectional wheel assemblies, and the distance between adjacent rows (circles) of the transverse torque motors 41 should be small, but the operation of adjacent rows (circles) of the transverse torque motors 41 does not interfere with each other, so as to ensure that the tire 7 to be tested is in uniform contact with the outer peripheral surface of the entire orthogonal multiple rows of omnidirectional wheel assemblies, which is beneficial to improving the testing accuracy. Preferably, the shape and size of the outer rotor in each transverse torque motor 41 are the same, and the number and the intervals of the transverse torque motors 41 in each row are also the same.

In this embodiment, the torque sensor may be integrally disposed with the corresponding transverse torque motor 41 and the corresponding longitudinal torque motor 42, or may be separately disposed, and is specifically selected according to actual conditions.

In this embodiment, the orthogonal torque chassis dynamometer 1 for simulating the steering condition of the automobile further includes a measurement and control terminal, and the transverse torque motor 41, the longitudinal motor 42, the torque sensor and the electric rotation transmission device 5 are all in communication connection with the measurement and control terminal so as to receive and regulate and control the operation signals of each component in real time through the measurement and control terminal.

When the device is used, a group of orthogonal moment chassis dynamometer 1 used for simulating the steering working condition of the automobile is arranged below the tire 7 to be tested of each vehicle 6 to be tested. The chassis dynamometer based on the orthogonal multiple rows of omnidirectional wheel assemblies is arranged corresponding to the tire 7 to be tested of the vehicle 6 to be tested, so that the tire of the vehicle 6 to be tested is placed on the chassis dynamometer and is used for performing dynamometer. The position of the chassis dynamometer can be adjusted according to different wheel tracks of the vehicle to be measured. During power measurement, the measurement and control terminal controls the operation of the whole process, and the measurement and control terminal is of an existing terminal structure and is not described in detail.

It should be explained that, although the support shaft 3 is arranged parallel to the left-right direction of the vehicle 6 to be tested, the support shaft 3 serves as a longitudinal rotation center shaft for transmitting a longitudinal output torque of the longitudinal motor 42 to drive the entire omni-wheel assembly to rotate in the front-rear direction of the vehicle 6 to be tested; similarly, the torque output by each transverse torque motor 41 is a transverse torque in the left-right direction of the vehicle 6 to be measured. The direction of the output torque of the transverse torque motor 41 is perpendicular to the direction of the output torque of the longitudinal motor 42, thereby achieving orthogonality of the bidirectional torque.

Therefore, the orthogonal moment chassis dynamometer for simulating the automobile steering working condition provided by the embodiment has reasonable structural design and comprises a base and an omnidirectional wheel assembly mainly comprising a supporting shaft, a transverse moment motor, a longitudinal motor and an annular assembly. For the movement of automobile tires, the automobile tire normally moves on a 2-dimensional plane, so the freedom degree of the automobile tire is 2; the omnidirectional wheel assembly is driven to longitudinally rotate by the longitudinal motor, and the omnidirectional wheel assembly is transversely provided with the transverse torque motor to realize torque output, so that the omnidirectional wheel assembly simultaneously has rotation in two directions, namely the rotation in the longitudinal direction (the front and back running direction of the vehicle) and the rotation in the transverse direction (the left and right running direction of the vehicle), and further can comprehensively simulate a real ground and completely simulate the movement of the vehicle in the x and y directions on a plane, namely the vehicle can simulate the linear running of the vehicle, can simulate the running in the steering working condition of the vehicle to be tested in the experimental process on a chassis dynamometer, and can even measure the output torque of the transverse torque motor and the output torque of the longitudinal motor in real time by the torque sensor, thereby achieving the effect of simulating the longitudinal stress and the transverse stress of the tire.

Example two:

as shown in fig. 3-5, the present embodiment provides another orthogonal moment chassis dynamometer 1 for vehicle steering condition simulation, which is essentially an overlapped orthogonal moment wheel chassis dynamometer. The annular assembly 4 of the present embodiment is substantially an overlapped orthogonal torque wheel, and includes second spokes 44 and a transverse motor support frame one 45 fixedly clamped between the two second spokes 44, a plurality of motor mounting grooves second 451 for mounting a transverse torque motor are continuously arranged along an outer periphery of the transverse motor support frame 45, the second spokes 44 are concentrically and fixedly mounted on the support shaft 3 through a connecting flange 441, and an outer ring and an inner ring of the connecting flange 441 are fixedly connected with an inner ring of the second spokes 44 and an outer ring of the support shaft 3, respectively. In this embodiment, the overlapped orthogonal torque wheel is a single wheel structure capable of achieving continuous contact with the tire 7 to be tested, and the transverse torque motor includes two forms, namely an outer transverse torque motor 411 and an inner transverse torque motor 412. Outer transverse torque motor 411 and inner transverse torque motor 412 are preferably outer rotor motors, and the outer rotors of the outer transverse torque motor and the inner transverse torque motor are cylindrical structures, but the diameter of the outer rotor of outer transverse torque motor 411 is larger than that of inner transverse torque motor 412, that is, the volume of outer transverse torque motor 411 is larger than that of inner transverse torque motor 412. During specific installation, the outer transverse torque motors 411 and the inner transverse torque motors 412 on the same transverse motor support frame 45 are alternately arranged along the circumferential direction, meanwhile, the motor installation grooves two for installing the outer transverse torque motors 411 in all the motor installation grooves two 451 are arranged in a radial direction relatively in an inner mode, the motor installation grooves two for installing the inner transverse torque motors 412 are arranged in a radial direction relatively in an outer mode, so that a part of the outer rotor of any outer transverse torque motor 411 and the outer rotor of the inner transverse torque motor 412 adjacent to the outer rotor are arranged in an overlapping mode, the outer rotor of any outer transverse torque motor 411 and the outer rotor of any inner transverse torque motor 412 are covered by the outer rotor of any outer transverse torque motor 411 and the outer rotor of any inner transverse torque motor 412, the overlapping part of any outer transverse torque motor 411 and the adjacent inner transverse torque motor 412 is located at the inner envelope line part of each outer rotor, and the outer envelope line of any outer rotor of outer transverse torque motor 411 and the outer rotor of any inner transverse torque motor 412 are located at the same outer envelope line A circular profile located at the outermost edge of the overlapping orthogonal moment wheel, thus enabling the outer edge of the overlapping orthogonal moment wheel to be in continuous contact with the tyre 7 to be tested. Compared with the single discontinuous omnidirectional wheel in the embodiment, the continuous processing of the outer edge of the wheel is realized, so that the single wheel can be used in a single wheel under the condition that the axial width of the single wheel of the overlapped orthogonal moment wheel is sufficient; the axial width of the single wheel of the overlapping orthogonal torque wheel is mainly determined by the diameter specifications of the outer rotor of the outer transverse torque motor 411 and the outer rotor of any inner transverse torque motor 412.

In this embodiment, it is preferable that at least two sets of the overlapped orthogonal torque wheels are continuously provided on the support shaft 3, and the outer lateral torque motor 411 and the inner lateral torque motor 412 between any overlapped orthogonal torque wheels are alternately arranged. Meanwhile, more than two groups of overlapped orthogonal moment wheels are adopted, so that the contact area, the contact uniformity and the contact continuity of the overlapped orthogonal moment wheel chassis dynamometer and the tire 7 to be tested can be improved simultaneously. In single wheel, the diameter of the outer rotor needs to be enlarged, so that although the contact area is increased, the bearing capacity is limited; meanwhile, more than two groups of overlapped orthogonal torque wheels are adopted, compared with a large-size single wheel, the diameter of the outer rotor is smaller, the bearing capacity of a single rotor is enhanced, and at least two rotors are arranged along the axial width direction of the wheel body, so that the requirement on the bearing width of a tire to be tested can be met, the bearing capacity of a vehicle 6 to be tested can be greatly improved, and the contact stability is stronger.

Compared with the first embodiment, the structure and the arrangement form of the annular component 4 and the transverse torque motor in this embodiment are different from those in the first embodiment, and the rest of the embodiments are the same as those in the first embodiment, including the type selection of the inner and outer transverse torque motors, which is not described herein again.

When the device is used, a group of orthogonal moment chassis dynamometer 1 used for simulating the steering working condition of the automobile is arranged below the tire 7 to be tested of each vehicle 6 to be tested. The chassis dynamometer based on the overlapped orthogonal moment wheels is arranged corresponding to the tire 7 to be tested of the vehicle 6 to be tested, so that the tire of the vehicle 6 to be tested is placed on the chassis dynamometer and is used for performing dynamometer. The position of the chassis dynamometer can be adjusted according to different wheel tracks of the vehicle to be measured. During power measurement, the measurement and control terminal controls the operation of the whole process, and the measurement and control terminal is of an existing terminal structure and is not described in detail.

It should be explained that, although the support shaft 3 is arranged parallel to the left-right direction of the vehicle 6 to be tested, the support shaft 3 serves as a longitudinal rotation center shaft for transmitting a longitudinal output torque of the longitudinal motor 42 to drive the entire omni-wheel assembly to rotate in the front-rear direction of the vehicle 6 to be tested; similarly, the torque output by each transverse torque motor is a transverse torque in the left-right direction of the vehicle 6 to be measured. The direction of the output torque of the transverse torque motor 41 is perpendicular to the direction of the output torque of the longitudinal motor 42, thereby achieving orthogonality of the bidirectional torque.

Therefore, the orthogonal moment chassis dynamometer for simulating the automobile steering working condition, which is provided by the second embodiment, has a reasonable structural design and comprises a base and an overlapped orthogonal moment wheel which is mainly composed of a supporting shaft, a transverse moment motor, a longitudinal motor and an annular assembly. For the movement of automobile tires, the automobile tire normally moves on a 2-dimensional plane, so the freedom degree of the automobile tire is 2; the invention realizes that the overlapped orthogonal torque wheel has torque output in the transverse direction by arranging the longitudinal motor to drive the overlapped orthogonal torque wheel to rotate longitudinally and arranging the transverse torque motor to drive the overlapped orthogonal torque wheel to rotate in two directions simultaneously, namely the rotation in the longitudinal direction (the front and back running direction of the vehicle) and the rotation in the transverse direction (the left and right running direction of the vehicle) of the vehicle, so that a real ground can be simulated relatively comprehensively, and the movement of the vehicle in the x and y directions on a plane can be simulated completely, namely, the vehicle can be simulated to run linearly, the vehicle to be tested can be simulated to run in a steering working condition in the experimental process of a chassis dynamometer, and even the output torque of the transverse torque motor and the longitudinal motor can be measured in real time by the torque sensor, thereby achieving the effect of simulating the longitudinal stress and the transverse stress of.

Example three:

as shown in fig. 6-7, the present embodiment provides another orthogonal moment chassis dynamometer 1 for vehicle steering condition simulation, which is essentially an orthogonal moment crawler chassis dynamometer. The annular assembly 4 of the present embodiment is substantially an orthogonal moment crawler, and includes a closed-loop crawler 46 and a gear transmission assembly 47, the closed-loop crawler 46 is sleeved on the gear transmission assembly 47, the gear transmission assembly 47 is connected to the support shaft 3, and the gear transmission assembly 47 can drive the closed-loop crawler 43 to perform closed-loop transmission under the driving of the support shaft 3; the outer surface of the closed-loop track 43 is provided with a plurality of transverse torque motors 41 along its circumferential direction.

In this embodiment, as shown in fig. 6 to 7, the closed-loop track 46 includes a plurality of driving chains 461 and a plurality of transverse motor supporting chains 462, a transverse motor supporting frame two 463 is installed on any transverse motor supporting chain 462, and any adjacent transverse motor supporting chains 462 are connected by the driving chains 461 to form a chain-type closed-loop track; the gear transmission assembly 47 includes a driving sprocket 471 and a driven sprocket 472, the driven sprocket 472 is in transmission connection with the driving sprocket 471 through the chain type closed loop crawler, the driven sprocket 472 is concentrically and fixedly installed on a rotation shaft 473, the rotation shaft 473 is rotatably disposed on the base 2, the rotation shaft 473 is parallel to the support shaft 3 and is arranged at the same height, the driving sprocket 471 is concentrically and fixedly installed on the support shaft 3, the support shaft 3 is used for transmitting the longitudinal torque transmitted from the longitudinal motor 42 to the support shaft 3 to the whole orthogonal torque crawler, the rotation shaft 473 is used as a rotation center of the closed loop crawler 46, but the rotation shaft 473 is different from the support shaft 3, and the rotation shaft 473 does not have the function of transmitting the longitudinal torque.

In this embodiment, as shown in fig. 6 to 7, at least one transverse torque motor 41 is installed on any one of the transverse motor support frames 463 in the transverse direction (parallel to the support shaft direction), and the number of the transverse torque motors 41 on each transverse motor support frame 463 is the same, so that the transverse torque motors 41 in the corresponding number of rows (circles) can be formed on the outer periphery of the chain type closed-loop track. For example, when each of the two transverse motor support frames 463 is provided with three transverse torque motors 41, the periphery of the whole chain type closed-loop track forms 3 rows (rings) of transverse torque motors 41, which is beneficial to improving the bearing width and the bearing capacity of the whole chain type closed-loop track on the tire 7 to be tested, and the contact stability is stronger.

Compared with the first embodiment, the structure and the arrangement form of the annular component 4 and the transverse torque motor 41 in this embodiment are different from those in the first embodiment, and the rest of the embodiments are the same as those in the first embodiment, including the type selection of the transverse torque motor 41, which is not described herein again.

When the device is used, a group of orthogonal moment chassis dynamometer 1 used for simulating the steering working condition of the automobile is arranged below the tire 7 to be tested of each vehicle 6 to be tested. The chassis dynamometer based on the orthogonal moment caterpillar band is arranged corresponding to the tire 7 to be tested of the vehicle 6 to be tested, so that the tire of the vehicle 6 to be tested is placed on the chassis dynamometer and is used for performing dynamometer. The position of the chassis dynamometer can be adjusted according to different wheel tracks of the vehicle to be measured. During power measurement, the measurement and control terminal controls the operation of the whole process, and the measurement and control terminal is of an existing terminal structure and is not described in detail.

It should be explained that, although the support shaft 3 is arranged parallel to the left-right direction of the vehicle 6 to be tested, the support shaft 3 serves as a longitudinal rotation center shaft for transmitting a longitudinal output torque of the longitudinal motor 42 to drive the entire omni-wheel assembly to rotate in the front-rear direction of the vehicle 6 to be tested; similarly, the torque output by each transverse torque motor is a transverse torque in the left-right direction of the vehicle 6 to be measured. The direction of the output torque of the transverse torque motor 41 is perpendicular to the direction of the output torque of the longitudinal motor 42, thereby achieving orthogonality of the bidirectional torque.

Therefore, the orthogonal moment chassis dynamometer for simulating the steering working condition of the automobile, which is provided by the third embodiment, has reasonable structural design and comprises a base and an orthogonal moment crawler which is mainly composed of a supporting shaft, a transverse moment motor, a longitudinal motor and an annular assembly. For the movement of automobile tires, the automobile tire normally moves on a 2-dimensional plane, so the freedom degree of the automobile tire is 2; the invention realizes that the orthogonal moment track has moment output in the transverse direction by arranging the longitudinal motor to drive the orthogonal moment track to longitudinally transmit and arranging the transverse moment motor, so that the orthogonal moment track has rotation in two directions simultaneously, namely the rotation in the longitudinal direction (the front and back running direction of the vehicle) and the rotation in the transverse direction (the left and right running direction of the vehicle), and further can comprehensively simulate a real ground and completely simulate the movement of the vehicle in the x and y directions on a plane, namely the invention not only can simulate the linear running of the vehicle, but also can simulate the running of the vehicle to be tested in the steering working condition in the experimental process on a chassis dynamometer, and can even measure the output moments of the transverse moment motor and the longitudinal motor in real time through the moment sensors, thereby achieving the effect of simulating the longitudinal stress and the transverse stress of the tire.

It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein, and any reference signs in the claims are not intended to be construed as limiting the claim concerned.

The principle and the implementation mode of the invention are explained by applying a specific example, and the description of the embodiment is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.