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

a base;

a support shaft rotatably provided on the base;

the hub assembly is concentrically and fixedly arranged on the supporting shaft;

the torsional contact tire is concentrically sleeved on the outer edge of the hub component, and the radial section of the torsional contact tire is a circular section;

the transverse torque motor is arranged between the outer edge of the hub component and the torsional contact tire so as to apply transverse torque to the torsional contact tire and drive the torsional contact tire to perform rolling torsion;

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 annular orthogonal moment chassis dynamometer for automotive steering behavior simulation of claim 1, further comprising an electrical rotation transmission device 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 annular 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. An annular orthogonal moment chassis dynamometer for simulating the steering behavior of an automobile according to claim 1, and characterized in that the hub assembly includes a first side spoke and a rim, and the first side spoke is mounted on each side of the rim; the first side spoke is fixedly arranged on the support shaft so as to transmit longitudinal torque to the whole hub assembly; the torsional contact tire is concentrically sleeved on the rim.

5. The annular orthogonal moment chassis dynamometer for automobile steering condition simulation of claim 1, wherein the hub assembly includes a second side spoke and at least one middle spoke, at least one middle spoke is disposed between two of the second side spokes, any adjacent two of the middle spokes and any adjacent second side spoke and middle spoke are fixedly connected, and the second side spoke is fixedly mounted on the supporting shaft to transmit longitudinal torque to the entire hub assembly.

6. An annular orthogonal moment chassis dynamometer for simulation of automotive steering behavior according to any one of claims 1, 4 and 5, characterized in that at least one said torsional contact tire is laterally disposed on an outer edge of the wheel hub assembly; and the transverse torque motor is arranged between each torsional contact tire and the outer edge of the hub component.

7. An annular orthogonal moment chassis dynamometer for simulating the steering condition of an automobile according to claim 6, and is characterized in that limiting wheels are arranged on two sides of each torsional contact tire to prevent the torsional contact tire from generating lateral position deviation in the lateral torsion process; the limiting wheels are arranged on the outer edge of the hub component and distributed along the circumferential direction of the hub component.

8. An annular orthogonal torque chassis dynamometer for simulation of automotive steering behavior according to any one of claims 1-5 and 7, wherein a plurality of transverse torque motors are arranged between each torsional contact tire and the outer rim of the hub assembly and distributed along the circumferential direction of the hub assembly.

9. The annular orthogonal moment chassis dynamometer for automotive steering behavior simulation of claim 1, wherein the longitudinal motor is disposed outboard of the hub assembly; or the longitudinal motor is arranged on the inner side of the hub component and forms an integral structure with the hub component.

10. The annular orthogonal torque chassis dynamometer for simulating the steering condition of the automobile of 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 annular orthogonal moment chassis dynamometer for simulating the steering working condition of an automobile, which is used for solving the problems in the prior art.

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

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

a base;

a support shaft rotatably provided on the base;

the hub assembly is concentrically and fixedly arranged on the supporting shaft;

the torsional contact tire is concentrically sleeved on the outer edge of the hub component, and the radial section of the torsional contact tire is a circular section;

the transverse torque motor is arranged between the outer edge of the hub component and the torsional contact tire so as to apply transverse torque to the torsional contact tire and drive the torsional contact tire to perform in-situ rolling torsion;

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 annular orthogonal moment chassis dynamometer for simulating the steering condition of the automobile further comprises an electric rotation transmission device, which is fixedly mounted on the supporting shaft; the electric rotation output device is in communication connection with the transverse torque motor, and meanwhile, the electric rotation output device and the transverse torque motor are in electric connection so as 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 hub assembly includes a first side spoke and a rim, and two sides of the rim are respectively provided with the first side spoke; the first side spoke is fixedly arranged on the support shaft so as to transmit longitudinal torque to the whole hub assembly; the torsional contact tire is concentrically sleeved on the rim.

Optionally, the wheel hub subassembly includes second side spoke and at least one middle spoke, at least one middle spoke sets up in two between the second side spoke, arbitrary adjacent two between the middle spoke and arbitrary adjacent the second side spoke with fixed connection between the middle spoke, just second side spoke fixed mounting in on the back shaft to transmit vertical torque for whole the wheel hub subassembly.

Optionally, at least one of the torsional contact tires is transversely arranged on the outer edge of the hub component; and the transverse torque motor is arranged between each torsional contact tire and the outer edge of the hub component.

Optionally, two sides of each torsional contact tire are provided with limiting wheels to prevent the torsional contact tire from generating lateral position deviation in the lateral twisting process; the limiting wheels are arranged on the outer edge of the hub component and distributed along the circumferential direction of the hub component.

Optionally, a plurality of transverse torque motors distributed along the circumferential direction of the hub assembly are arranged between each torsional contact tire and the outer edge of the hub assembly.

Optionally, the longitudinal motor is disposed outside the hub assembly; or the longitudinal motor is arranged on the inner side of the hub component and forms an integral structure with the hub component.

Optionally, the annular orthogonal torque chassis dynamometer for simulating the steering condition of the automobile further comprises a measurement and control terminal, 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 test device is used, the annular orthogonal moment chassis dynamometer is placed under the tire of each vehicle to be tested. The annular orthogonal moment chassis dynamometer is arranged corresponding to the tire position of the vehicle to be tested, so that the tire of the vehicle to be tested is placed on the annular orthogonal moment chassis dynamometer and is used for performing dynamometer. And adjusting the position of the annular 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 annular orthogonal moment chassis dynamometer for simulating the steering working condition of the automobile, provided by the invention, has reasonable structural design and comprises a base and an annular orthogonal moment wheel which is mainly composed of a supporting shaft, a transverse moment motor, a longitudinal motor, a hub assembly and a torsional contact tire. 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 hub component to rotate longitudinally by arranging the longitudinal motor and drives the tire to rotate transversely by arranging the transverse torque motor to drive the torsional contact, so that the annular orthogonal torque wheel 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 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 longitudinal torque 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 condition that the rotary drum of the rotary drum test bed only applies longitudinal component force to the tire but does not apply 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 tire by connecting the torque sensor to the transverse torque motor of the annular orthogonal torque wheel, and can completely and truly simulate the 2-dimensional ground and apply the 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 isometric view of a circular orthogonal moment chassis dynamometer according to an embodiment of the first aspect;

FIG. 2 is an exploded view of a circular orthogonal moment chassis dynamometer according to an embodiment;

FIG. 3 is a front view of a circular orthogonal moment chassis dynamometer in accordance with an embodiment;

FIG. 4 is an isometric view of a circular orthogonal moment chassis dynamometer in accordance with a second embodiment;

FIG. 5 is a front view of the circular orthogonal moment chassis dynamometer in the second embodiment;

FIG. 6 is a radial cut view of a torsional contact tire of the present invention;

FIG. 7 is a schematic structural diagram of a transverse torque motor according to the present invention;

wherein the reference numerals are: 1. the annular orthogonal torque chassis dynamometer is used for simulating the steering working condition of the automobile; 2. a base; 3. an annular orthogonal torque wheel; 31. a support shaft; 32. a hub assembly; 321. a first side spoke; 322. a rim; 323. a second side spoke; 324. a middle spoke; 33. a torsional contact tire; 34. a transverse torque motor; 35. a longitudinal motor; 4. an electrical rotary transmission device; 5. a limiting wheel; 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 annular orthogonal moment chassis dynamometer for simulating the steering working condition of an automobile, which not only can realize the simulation of the operation of the automobile in the steering working condition in the experimental process, but also can more comprehensively simulate a real ground, including the simulation of the longitudinal force and the simulation of 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. 1-3, the present embodiment provides an annular orthogonal moment chassis dynamometer 1 for simulating a steering condition of an automobile, which mainly includes a base 2, a support shaft 31, a hub assembly 32, a torsional contact tire 33, a transverse moment motor 34, a longitudinal motor 35, and a measurement and control terminal. Wherein, the hub assembly 32 is concentrically and fixedly mounted on the supporting shaft 31; the torsional contact tire 33 is concentrically sleeved on the outer edge of the hub component 32, the torsional contact tire 33 is in a circular ring shape, the torsional contact tire is cylindrical after being stretched straight, and as shown in fig. 6, the radial section of the torsional contact tire 33 is a circular section, and the outer ring of the torsional contact tire 33 can be in continuous contact with the tire 7 to be tested; the transverse torque motor 34 is arranged between the outer edge of the hub component 32 and the torsional contact tire 33 to apply transverse torque to the torsional contact tire 33 and drive the torsional contact tire 33 to perform in-situ rolling torsion, namely, when the torsional contact tire 33 rolls and twists, all circular tangent planes rotate by taking the respective circle centers as axes; the support shaft 31 is rotatably arranged on the base 2, and the output end of the longitudinal motor 35 is connected with the support shaft 31 to drive the support shaft 31 and the hub assembly 32 thereon to rotate longitudinally; the transverse torque motor 34 and the longitudinal motor 35 are both provided with torque sensors so as to obtain the output torque of the transverse torque motor 34 or the longitudinal motor 35 in real time; the transverse torque motor 34, the longitudinal motor 35 and each torque sensor are in communication connection with the measurement and control terminal, so that the measurement and control terminal can receive and regulate and control operation signals of each component in real time. The supporting shaft 31, the hub component 32, the torsional contact tire 33, the transverse torque motor 34 and the longitudinal motor 35 jointly form an annular orthogonal torque wheel 3, the annular orthogonal torque wheel 3 is loaded on the base through the supporting shaft 31, and the annular orthogonal torque wheel 3 is respectively placed under each tire 7 to be tested of the vehicle 6 to be tested so as to realize real simulation of the running ground of the vehicle.

In this embodiment, as shown in fig. 1 to 3, the annular orthogonal moment chassis dynamometer 1 for simulating the steering condition of the automobile further includes an electric rotation transmission device 4 fixedly mounted on the support shaft 31. The electrical rotary transmission device 4 may communicate electrical energy or electrical signals between two relatively rotating components, which may be slip rings or wireless power transmission devices. The electrical rotation transmission device 4 is in communication and electrical connection with the transverse torque motor 34, where its fixed mounting on the support shaft 31 mainly serves to communicate electrical energy and signals on the relatively earth-stationary grid with the rotating transverse torque motor 34, thereby controlling the output torque of the transverse torque motor 34.

In this embodiment, as shown in fig. 1 to 3, the hub assembly 32 includes second side spokes 323 located at both sides and at least one middle spoke 324 disposed between the second side spokes 323, any two adjacent middle spokes 324 and any two adjacent second side spokes 323 and middle spokes 324 are fixedly connected, and the second side spokes 323 are fixedly mounted on the support shaft 31 to transmit the longitudinal torque output by the longitudinal motor 35 to the entire annular orthogonal torque wheel 3. Wherein, the side spokes 323 and the middle spokes 324 can be combined to install the torsional contact tire 33, after the side spokes 323 are connected with the middle spokes 324 adjacent to the side spokes 323, the outer edge structure is formed to concentrically sleeve the torsional contact tire 33, and the transverse torque motor 35 is fixedly installed between the torsional contact tire 33 and the outer edge structure. Similarly, the middle spokes 324 and the adjacent middle spokes 324 can also be combined to install the torsional contact tire 33, after any two adjacent middle spokes 324 are connected, the formed outer edge structure is used for concentrically sleeving the torsional contact tire 33, and the transverse torque motor 35 is fixedly installed between the torsional contact tire 33 and the outer edge structure. A row of transverse torque motors 35 is correspondingly arranged on the inner ring of each torsional contact tire 33, each row of transverse torque motors 35 is circumferentially and uniformly distributed along the outer edge of the middle spoke 324 in the hub assembly 32, the number of the middle spokes 324 can be freely configured according to actual conditions, and then the corresponding number of torsional contact tires 33 and the corresponding number of rows of transverse torque motors 35 are configured.

In this embodiment, as shown in fig. 1 to 3, at least two torsional contact tires 33 may be arranged on the hub assembly 32 in the transverse direction (along the axial width direction of the hub assembly 32), and the sum of the axial widths of the at least two torsional contact tires 33 should be not less than the axial width of the tire 7 to be tested. In order to improve the experimental accuracy and make the annular orthogonal torque wheel 3 provide a relatively wide supporting contact surface for the tire 7 to be tested as much as possible, it is preferable that the present embodiment arranges 4 twisted contact tires 33 side by side, 4 rows of transverse torque motors 35 are correspondingly arranged, and correspondingly, three middle spokes 324 are continuously arranged between two second side spokes 323. Wherein, the adjacent torsional contact tires 33 are closely arranged to ensure the continuous contact of the annular orthogonal moment wheel 3 and the tire 7 to be tested.

In this embodiment, as shown in fig. 7, each row of the transverse torque motors 34 is mounted on the middle spoke 34 by a motor bracket. The transverse torque motor 35 is preferably an outer rotor motor, as shown in fig. 7, the outer rotor of which is preferably a cylindrical barrel structure. 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.

In the present embodiment, as shown in fig. 2 and 7, the limiting wheels 5 are disposed on both sides of each of the torsional contact tires 33, and the limiting wheels 5 are disposed on the outer edges of the second side spokes 323 and the middle spokes 324 of the hub assembly 32 and are uniformly distributed at intervals along the circumferential direction of the second side spokes 323 and the middle spokes 324 to prevent the torsional contact tires 33 from shifting in the transverse direction (the axial direction of the support shaft 31, i.e., the left-right direction of the vehicle 6 to be tested) during the transverse twisting process. Meanwhile, in order to reduce the torsional friction force of the tire 33 in torsional contact, the limiting wheels 5 are set to be of a free rotation structure, namely, each limiting wheel 5 is respectively installed on the outer edge of each spoke through a shaft pin, each shaft pin is arranged along the tangential direction of the spoke, and each limiting wheel 5 can freely rotate relative to each shaft pin.

In this embodiment, the longitudinal motor 35 is responsible for generating a longitudinal torque, and generally employs an external motor, i.e., it is disposed outside the hub assembly 32, which has the advantage of low cost and mature technology. Simultaneously, can also adopt the wheel limit motor, vertical motor 35 sets up with wheel hub 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.

When the device is used, a group of annular 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 annular orthogonal moment chassis dynamometer 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 annular orthogonal moment chassis dynamometer and is used for performing dynamometer. According to the difference of the wheel track of the vehicle to be measured, the position of the annular orthogonal moment chassis dynamometer can be adjusted. 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 31 is arranged parallel to the left-right direction of the vehicle 6 to be tested, the support shaft 31 serves as a longitudinal rotation center shaft for transmitting the longitudinal output torque of the longitudinal motor 35 to drive the annular orthogonal torque wheel to rotate in the front-rear direction of the vehicle 6 to be tested; similarly, the torque output by each transverse torque motor 34 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 34 is perpendicular to the direction of the output torque of the longitudinal motor 35, thereby achieving orthogonality of the bidirectional torque.

Therefore, the annular orthogonal moment chassis dynamometer for simulating the steering working condition of the automobile provided by the embodiment has reasonable structural design and comprises a base and an annular orthogonal moment wheel which is mainly composed of a supporting shaft, a transverse moment motor, a longitudinal motor, a hub assembly and a torsional contact tire. 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 hub component to rotate longitudinally by arranging the longitudinal motor and drives the tire to rotate transversely by arranging the transverse torque motor to drive the torsional contact, so that the annular orthogonal torque wheel 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 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 longitudinal torque 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:

the present embodiment provides another circular orthogonal moment chassis dynamometer 1 for simulating the steering condition of an automobile, which is different from the first embodiment in that the structure of the hub assembly 32 is different and the number of the tires 33 in torsional contact is different, and the rest is the same as the first embodiment, and will not be described herein again.

As shown in fig. 4-5, the hub assembly 32 includes a first side spoke 321 and a rim 322, and a first side spoke 321 is fixedly mounted on each side of the rim 322; the first side spokes 321 are fixedly mounted to the support shaft 31 to transmit longitudinal torque to the entire hub assembly 32. Since the twisted contact tire 33 is in continuous contact with the tire 7 to be tested, the design object of the present invention can be achieved by providing only one twisted contact tire 33. A torsional contact tire 33 is concentrically sleeved on a rim 322, a row of transverse torque motors 34 are arranged between the rim 322 and an inner ring of the torsional contact tire 33, each transverse torque motor 34 is arranged along the tangential direction of the rim 322, and the transverse torque motors 34 are uniformly distributed at intervals along the circumferential direction of the rim 322. Wherein the tangential cross-sectional area of the single twisted contact tire 33 is enlarged as compared to the tangential cross-sectional area of the single twisted contact tire 33 of the first embodiment in order to meet the testing requirements.

Correspondingly, in this embodiment, the limiting wheel 5 is installed at the outer edge of the first side spoke 321, and the installation manner and the action principle are the same as those of the first embodiment, and are not described herein again.

The annular orthogonal moment chassis dynamometer for simulating the automobile steering condition, which is provided by the second embodiment, can be used as an alternative to the annular orthogonal moment chassis dynamometer for simulating the automobile steering condition in the first embodiment.

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.