1. A spherical rotor chassis dynamometer for simulating the steering condition of an automobile, comprising:

a base;

the spherical rotor assembly comprises a rotor magnetic conduction layer, a rotor induction layer and a rotor contact layer which are sequentially arranged from inside to outside, and the rotor magnetic conduction layer, the rotor induction layer and the rotor contact layer are spherical closed shells; the rotor contact layer is used for directly contacting with a tire to be tested, the rotor induction layer is used for being excited to generate eddy current so as to generate an induction magnetic field, and the rotor magnetic conduction layer is used for enhancing the induction magnetic field;

the stator winding assembly is arranged on the base and used for accommodating and supporting the spherical rotor assembly; the spherical rotor assembly can rotate in the stator winding assembly in a universal mode so as to simulate the steering movement of the automobile to be tested;

a plurality of rotor position sensors mounted on the base for measuring a movement distance and/or a rotation direction of the spherical rotor assembly;

the force sensor is arranged on the rotor contact layer and used for detecting the moment and/or the moment direction applied to the tire to be detected by the rotor contact layer.

2. The spherical rotor chassis dynamometer for automobile steering condition simulation of claim 1, wherein a mounting groove is formed in the top of the base, the stator winding assembly is embedded in the inner wall of the mounting groove, and the bottom of the spherical rotor assembly is embedded in the mounting groove.

3. The spherical rotor chassis dynamometer for automotive steering behavior simulation of claim 2, further comprising a plurality of universal bearings disposed between the spherical rotor assembly and the mounting groove.

4. The spherical rotor chassis dynamometer for automotive steering condition simulation of claim 2, wherein the stator winding assembly comprises a stator core and a stator winding wound on the stator core; at least two stator cores are installed in the installation groove, and a concave supporting surface is formed between the at least two stator cores so as to accommodate and support the spherical rotor assembly.

5. The spherical rotor chassis dynamometer for automobile steering condition simulation of claim 4, wherein the stator cores are provided with two pairs, and two stator core monomers in any pair of stator cores are arranged at 180 ° intervals; the two pairs of stator cores are respectively positioned in two vertical planes which are perpendicular to each other and intersect.

6. The spherical rotor chassis dynamometer for vehicle steering behavior simulation of claim 4, wherein the stator core is provided in two pairs, the two pairs being a first stator core pair and a second stator core pair, respectively, and,

two stator core monomers in the first stator core pair are arranged at an interval of 180 degrees and incline towards two sides of a first reference surface respectively;

two stator core units in the second stator core pair are arranged at an interval of 180 degrees and are respectively inclined towards two sides of a second reference surface.

7. The spherical rotor chassis dynamometer for automotive steering condition simulation of claim 1, wherein the rotor contact layer is formed by splicing a plurality of pentagonal patches and a plurality of hexagonal patches; the force sensors are tangential force sensors, and one tangential force sensor is arranged on any pentagonal small block and any hexagonal small block.

8. The spherical rotor chassis dynamometer for automotive steering condition simulation of claim 1, wherein the rotor contact layer is composed of a plurality of small pieces which are spliced; the force sensor is a pressure sensor, any two adjacent small blocks are arranged at the splicing positions of the small blocks, and the small blocks comprise hexagonal small blocks and pentagonal small blocks.

9. The spherical rotor chassis dynamometer for automobile steering condition simulation of claim 1, wherein the stator winding assembly comprises two sets of stator windings, and any one of the stator windings is formed in a ball socket shape matched with the spherical rotor assembly in shape by winding wire coiled cloth; and the two groups of stator windings are vertically nested with each other and then are matched with the bottom of the spherical rotor assembly.

10. The spherical rotor chassis dynamometer for automobile steering condition simulation of claim 1, further comprising a measurement and control terminal, wherein the spherical rotor assembly, the stator winding assembly, the rotor position sensor and the force sensor 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 invention provides a novel chassis dynamometer, which aims to overcome the problems in the prior art.

Disclosure of Invention

The invention aims to provide a spherical rotor chassis dynamometer for simulating the steering working condition of an automobile, which solves the problems in the prior art, can simulate the steering working condition of the automobile in the experimental process, and can simulate a real ground comprehensively, including the longitudinal force simulation and the transverse force simulation of wheels.

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

the invention provides a spherical rotor chassis dynamometer for simulating the steering condition of an automobile, which mainly comprises:

a base;

the spherical rotor assembly comprises a rotor magnetic conduction layer, a rotor induction layer and a rotor contact layer which are sequentially arranged from inside to outside, and the rotor magnetic conduction layer, the rotor induction layer and the rotor contact layer are spherical closed shells; the rotor contact layer is used for directly contacting with a tire to be tested, the rotor induction layer is used for being excited to generate eddy current so as to generate an induction magnetic field, and the rotor magnetic conduction layer is used for enhancing the induction magnetic field;

the stator winding assembly is arranged on the base and used for accommodating and supporting the spherical rotor assembly; the spherical rotor assembly can rotate universally in the stator winding assembly to simulate the steering movement of the automobile to be tested. The principle of the universal rotation is similar to that of a universal ball bearing, namely the spherical rotor assembly can rotate around any axis of an X axis, a Y axis and a Z axis in the concave bearing surface so as to simulate the movement of the tire to be tested in the direction of a plane X, Y; wherein, the definition: the X axis extends along the left and right direction of the automobile to be tested, the Y axis extends along the front and back direction of the automobile to be tested, the Z axis extends along the height direction of the automobile to be tested, and the plane in the direction of the plane X, Y is a plane formed by the intersection of the X axis and the Y axis;

a plurality of rotor position sensors mounted on the base for measuring a movement distance and/or a rotation direction of the spherical rotor assembly;

and the force sensor is arranged on the rotor contact layer and is used for detecting the torque and/or the torque direction applied to the tire to be detected by the rotor contact layer.

Optionally, a mounting groove is formed in the top of the base, the stator winding assembly is embedded in the inner wall of the mounting groove, and the bottom of the spherical rotor assembly is embedded in the mounting groove.

Optionally, the ball-shaped rotor assembly further comprises a plurality of universal bearings, and the plurality of universal bearings are arranged between the ball-shaped rotor assembly and the mounting groove. The universal bearings are distributed on the outer surface of the spherical rotor assembly and fixed on the inner wall of the mounting groove. The universal bearing is used for limiting the spherical rotor assembly.

Optionally, the stator core is an arc-shaped stator core.

Optionally, the stator core is a stator silicon steel sheet core.

Optionally, two pairs of stator cores are provided, and two stator core monomers in any pair of stator cores are arranged at an interval of 180 degrees; the two pairs of stator cores are respectively positioned in two vertical planes which are perpendicular to each other and intersect. The way in which the stator core is mounted can also be explained here as: stator core is on a parallel with the warp setting of the vertical direction of spherical rotor assembly, 4 stator core follows the weft of the horizontal direction of spherical rotor assembly evenly arranges, 4 promptly stator core quadrature sets up, in order to incite somebody to action the bottom envelope of spherical rotor assembly is inside.

Optionally, two pairs of stator cores are provided, where the two pairs of stator cores are a first stator core pair and a second stator core pair, respectively, and two stator core units in the first stator core pair are arranged at an interval of 180 ° and are inclined toward two sides of the first reference plane, respectively; two stator core monomers in the second stator core pair are arranged at an interval of 180 degrees and incline towards two sides of a second reference surface respectively; wherein the first reference surface and the second reference surface are two vertical surfaces that are perpendicular to each other and intersect. The way in which the stator core is mounted can also be explained here as: stator core with be formed with the contained angle more than 0 between the warp of the vertical direction of spherical rotor assembly, 4 stator core follows the weft of the horizontal direction of spherical rotor assembly evenly arranges, in order to incite somebody to action the bottom envelope of spherical rotor assembly is inside. Because the stator core and the warp of the spherical rotor assembly are arranged in an included angle to form an oblique position, the stator can simultaneously generate component forces in the warp direction and the weft direction on the spherical rotor assembly, and therefore the freedom degree movement of the spherical rotor assembly around the X, Y, Z shaft is more conveniently controlled.

Optionally, 2-5 rotor position sensors are uniformly distributed on the inner wall of the base. Theoretically, a single spherical rotor dynamometer can sense all motion states of the spherical rotor assembly by arranging two rotor position sensors, but considering measurement reliability and robustness, the number of the rotor position sensors can be set to be 5, the rotor position sensors are respectively arranged in front of, behind, on the left of, on the right of and under the equator of the spherical rotor assembly, and a connecting line of any two rotor position sensors and the center of a sphere is perpendicular and orthogonal.

Optionally, the rotor contact layer is formed by splicing a plurality of pentagonal small blocks and a plurality of hexagonal small blocks; the force sensors are tangential force sensors, and one tangential force sensor is arranged on any pentagonal small block and any hexagonal small block.

Optionally, the rotor contact layer is formed by splicing a plurality of small blocks; the force sensor is a pressure sensor, any two adjacent small blocks are arranged at the splicing positions of the small blocks, and the small blocks comprise hexagonal small blocks and pentagonal small blocks.

Optionally, the stator winding assembly includes two groups of stator windings, and any one of the stator windings is formed by winding wire coiled in a serpentine shape to form a ball socket shape adapted to the shape of the spherical rotor assembly; and the two groups of stator windings are vertically nested with each other and then are matched with the bottom of the spherical rotor assembly.

Optionally, the device further comprises a measurement and control terminal, wherein the spherical rotor assembly, the stator winding assembly, the rotor position sensor and the force sensor are in communication connection with the measurement and control terminal.

When the spherical rotor chassis dynamometer is used, one spherical rotor chassis dynamometer is placed under a tire to be tested of each vehicle to be tested. The spherical rotor 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 spherical rotor chassis dynamometer and dynamometer is performed. When vehicles with different numbers of driving wheels are tested, different numbers of spherical rotor chassis dynamometer can be placed according to actual conditions; and if vehicles with different wheel distances are measured, the position of the spherical rotor chassis dynamometer can be adjusted, the contact point between the tire to be measured and the ground is ensured to be positioned at the position of the uppermost vertex of the spherical rotor assembly as much as possible, so that the contact positions of the tire to be measured and the spherical rotor assembly are always the same in the steering process of the vehicle to be measured, and the control is convenient. The spherical rotor chassis dynamometer mainly works in a load mode in the working process, and relatively less works in a driving mode. The load mode refers to that a tire to be tested does work on the spherical rotor chassis dynamometer, the spherical rotor chassis dynamometer converts the work into electric energy, and the working condition is in working conditions of simulating vehicle active driving and the like; the 'driving mode' means that the spherical rotor chassis dynamometer applies work to the tire and drags the tire to rotate, and the working condition mainly occurs in the working conditions of simulating vehicle braking and the like.

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

the spherical rotor chassis dynamometer for automobile steering condition simulation provided by the invention is reasonable in structural design and mainly comprises a base, a spherical rotor assembly, a stator winding assembly, a rotor position sensor and a force sensor. 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 spherical rotor assembly can rotate around an X, Y, Z shaft, so that a real ground can be simulated comprehensively, the motion of an automobile in the plane in the X, Y direction can be simulated completely, the linear running of the automobile can be simulated, the running of the automobile to be tested in the steering working condition in the experimental process of a chassis dynamometer can be simulated, the torque and the direction of the tire to be tested relative to a rotor contact layer can be measured in real time even through a force sensor, and the parameters such as the rotating direction, the speed, the power and the like of the spherical rotor assembly are adjusted to meet various motion states of the dynamometer set at various moments, and the effects of truly simulating the longitudinal stress and the transverse stress of the tire are achieved.

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 a vehicle and can not simulate the transverse movement (the movement in the left-right direction) of the vehicle, the invention improves the simulation of the traditional rotary drum test bed from the 1-dimensional movement to the simulation of the 2-dimensional plane movement, and the improvement 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 steering rotary drum test bed only applies longitudinal component force to the tire without transverse component force in the steering working condition, the invention can comprehensively and truly simulate 2-dimensional ground by arranging the spherical rotor assembly capable of rotating around the X, Y, Z shaft, can apply force in any direction on the plane to the tire at any time, and belongs 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 spherical rotor chassis dynamometer according to one embodiment;

FIG. 2 is an exploded view of a spherical rotor chassis dynamometer according to an embodiment I;

FIG. 3 is a top view of a spherical rotor chassis dynamometer according to an embodiment;

FIG. 4 is a cross-sectional view taken along line A-A of FIG. 3;

FIG. 5 is a cross-sectional view taken along line B-B of FIG. 4;

FIG. 6 is an enlarged view of a portion of area C of FIG. 5;

FIG. 7 is a front view of a rotor contact layer according to a first embodiment;

FIG. 8 is a schematic view of the installation of the tangential force sensor, i.e., the cross-sectional view D-D of FIG. 7;

FIG. 9 is an enlarged view of a portion of area E of FIG. 8;

FIG. 10 is a schematic view of the installation of the pressure sensor;

FIG. 11 is an enlarged view of a portion of region F of FIG. 10;

FIG. 12 is an enlarged view of a portion of region H of FIG. 11;

FIG. 13 is a schematic diagram illustrating a spherical rotor chassis dynamometer used in an embodiment of the first embodiment;

FIG. 14 is a side view of FIG. 13;

FIG. 15 is an exploded view of a spherical rotor chassis dynamometer according to a second embodiment;

FIG. 16 is an exploded view of a spherical rotor chassis dynamometer in accordance with a third embodiment;

FIG. 17 is a plan view of a spherical rotor chassis dynamometer in a third embodiment;

FIG. 18 is a sectional view taken along line G-G of FIG. 17;

FIG. 19 is a cross-sectional view taken along line K-K of FIG. 18;

FIG. 20 is an enlarged, fragmentary view of region L of FIG. 19;

wherein the reference numerals are: 1. a spherical rotor chassis dynamometer used for simulating the steering condition of the automobile; 2. a base; 21. installing a groove; 3. a spherical rotor assembly; 31. a rotor magnetic conduction layer; 32. a rotor contact layer; 321. a pentagonal patch; 322. hexagonal small blocks; 33. a rotor induction layer; 4. a stator winding assembly; 41. a stator core; 42. a first stator winding; 43. a concave carrying surface; 44. a second stator winding; 5. a rotor position sensor; 61. a tangential force sensor; 62. a pressure sensor; 7. a universal bearing; 8. a vehicle to be tested; 9. 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 a spherical rotor chassis dynamometer for simulating the steering working condition of an automobile, so as to realize the simulation of the operation of the automobile in the steering working condition in the experimental process, and 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 to 14, the present embodiment provides a spherical rotor chassis dynamometer 1 for automobile steering condition simulation, specifically a single spherical rotor dynamometer, which mainly comprises the following components:

the spherical rotor assembly 3 can rotate around an X, Y, Z shaft, so that the X, Y direction movement of the tire 9 to be tested on a plane can be simulated, and the longitudinal force and the transverse force applied by the ground to the tire 9 to be tested in the ground movement process can be further simulated.

A stator winding assembly 4 including a stator core 41 and a first stator winding 42 wound around the stator core 41; the concave carrying surface 43 can be formed by using at least 2 stator winding assemblies 4 so as to accommodate and carry the spherical rotor assembly 3, and the spherical rotor assembly 3 can rotate in the concave carrying surface 43 in a universal way under the action of load application of the stator winding assemblies 4 so as to realize the motion simulation function of the tire 9 to be tested in the direction of the plane X, Y; the principle of the universal rotation is similar to that of a universal ball bearing, namely the spherical rotor assembly can rotate around any axis of an X axis, a Y axis and a Z axis in the concave bearing surface so as to simulate the movement of the tire to be tested in the direction of a plane X, Y; wherein, the definition: the X axis extends along the left and right direction of the automobile to be tested, the Y axis extends along the front and back direction of the automobile to be tested, the Z axis extends along the height direction of the automobile to be tested, and the plane in the direction of the plane X, Y is a plane formed by the intersection of the X axis and the Y axis; the present embodiment preferably employs four orthogonal stator winding assemblies 4, and the stator core 41 is preferably a stator silicon steel sheet core.

The base 2 is provided with a mounting groove 21 for embedding and mounting the stator winding assembly 4, and the inner wall of the base 2 is fixed with a plurality of universal bearings 7 for limiting the spherical rotor assembly 3.

And the rotor position sensor 5 can sense the outer surface of the spherical rotor assembly 3, measure the movement distance and the movement direction of the spherical rotor assembly 3, and calculate the movement state of the whole spherical rotor assembly 3. The rotor position sensor 5 works on a principle similar to the position sensing principle of an infrared mouse. Theoretically, a single spherical rotor dynamometer is provided with two rotor position sensors 5 uniformly distributed on the inner wall of a base 2 at the periphery of a spherical rotor assembly, and then all motion states of the spherical rotor assembly 3 can be sensed, but in consideration of measurement reliability and robustness, the number of the rotor position sensors is preferably set to 5 in the embodiment, four rotor position sensors in the 5 rotor position sensors 5 are uniformly distributed on the same circumference of the spherical rotor assembly 3, the rotor position sensors 5 are fixed on the inner wall of the base 2, the remaining rotor position sensors 5 are distributed on the periphery of the spherical rotor assembly 3, a connecting line of the remaining rotor position sensors and a sphere center is perpendicular to a plane where the circumference is located, and the remaining rotor position sensors are fixed on the inner wall of the base 2, as shown in fig. 2 and 5.

A universal bearing 7, preferably a universal ball bearing; a plurality of universal bearings 7 evenly distributed in spherical rotor assembly 3 surface to fix on the inner wall of mounting groove 21, play support and spacing spherical rotor assembly 3, reduce spherical rotor assembly 3 motion friction's effect simultaneously.

In this embodiment, as shown in fig. 3-6, the spherical rotor assembly 3 comprises 3 layers, namely:

the rotor contact layer 32, which is the outermost layer of the spherical rotor assembly 3, is intended to be in direct contact with the tyre 9 to be tested, hence the name rotor contact layer. Rotor contact layer 32 is for sealing spherical shell to constitute by the fritter that a plurality of areas are roughly equal, this embodiment adopts a plurality of pentagon fritters 321 and hexagon fritter 322 to constitute, and wherein, pentagon fritter 321 specifically is a regular pentagon curved surface, and hexagon fritter 322 specifically is a regular hexagon curved surface. A tangential force sensor 61 is arranged below each pentagonal small block 321 and each hexagonal small block 322, or each edge of each small block and an adjacent small block share one pressure sensor 62, namely the pressure sensors 62 are arranged at the splicing positions of any adjacent small blocks;

the rotor induction layer 33, which is a middle layer and is a closed spherical shell, is mainly used for generating an induction magnetic field by exciting eddy current under the action of a changing magnetic field generated by the stator winding, so that materials with good electric conductivity, such as copper, aluminum and the like, are selected.

The rotor magnetic conduction layer 31 is the innermost layer and is a spherical closed shell, and a high-permeability material (such as silicon steel) is selected to enhance an induction magnetic field; in practical application, the eddy current in the silicon steel sheet is reduced as much as possible, for example, the silicon steel sheet is designed to be a structure formed by laminating silicon steel sheets in parallel to the radial direction.

In the present embodiment, as shown in fig. 7-9, each small block of the rotor contact layer 32 includes a tangential force sensor 61, and the tangential force sensor 61 may be disposed on the upper surface, the lower surface, or embedded in the rotor contact layer 32. The tangential force sensor 61 is specifically arranged as shown in fig. 8, wherein the outer surface of the tangential force sensor 61 is in contact with the rotor contact layer 32, and the inner surface is in contact with the rotor magnetic conduction layer 31. In the rolling process of the tire on the rotor contact layer 32, each small block is deformed by the tangential force, so that the tangential force sensor 61 is driven to deform, the tangential force is sensed, the torque and the direction of the tire 9 to be measured relative to the rotor contact layer 32 can be calculated according to the force and the direction sensed by the tangential force sensor 61 below each small block, and the parameters of the rotation direction, the speed, the power and the like of the spherical rotor assembly 3 are adjusted to meet various motion states of the dynamometer set at various times.

In this embodiment, as shown in FIGS. 10-12, each intersecting edge of the rotor contact layer 32 has a pressure sensor 62 with two surfaces that contact the edges of different nubs of the rotor contact layer 32. In the process of rolling the tire on the rotor contact layer 32, each small block is deformed by a tangential force, so that the rotor contact layer 32 is driven to deform under pressure, and the pressure sensors 62 are distributed in a circle of the small blocks of the rotor contact layer 32, so that the size and the direction of the moment can be calculated, and further, the parameters of the spherical rotor assembly 3, such as the rotation direction, the speed, the power and the like, are adjusted to meet various motion states of the dynamometer set at various moments.

In this embodiment, as shown in fig. 13 to 14, the vehicle 8 to be tested is a front wheel 2-drive vehicle, so 2 spherical rotor dynamometers need to be placed, and if vehicles with different numbers of drive wheels need to be tested, a corresponding number of spherical rotor dynamometers can be placed according to actual conditions. Moreover, if vehicles with different wheel distances need to be measured, the distance of the spherical rotor dynamometer can be adjusted, and the contact point between the tire 9 to be measured and the ground is ensured to be positioned at the position of the uppermost vertex of the spherical rotor assembly 3 as far as possible, so that the contact positions between the tire 9 to be measured and the spherical rotor assembly 3 are always the same in the steering process of the vehicle, and the control is convenient. The spherical rotor dynamometer mainly works in a load mode in the working process, and works relatively rarely in a driving mode. The load mode refers to that a tire 9 to be tested applies work to a spherical rotor assembly 3 of the spherical rotor dynamometer, the spherical rotor assembly 3 is matched with a stator winding assembly 4 to convert the work into electric energy, and the working condition is generated in working conditions such as vehicle active driving simulation and the like; the driving mode refers to that the spherical rotor dynamometer applies work to the tire 9 to be tested and drags the tire 9 to be tested to rotate, and the working condition mainly appears in working conditions such as simulated vehicle braking.

The spherical rotor chassis dynamometer 1 for simulating the steering condition of the vehicle provided by the embodiment can work in both a power generation mode and a power-driven mode, that is, respectively corresponding to the load mode and the driving mode, for the power-driven mode, specific reference may be made to a spherical tire, a spherical motor or a spherical motor, etc., and for the load mode, specific reference may be made to the "spherical generator" in the patent No. US 13256939. In this embodiment, the winding distribution is in the form of in-line winding, that is, the stator winding assembly 4 composed of the first stator winding 42 and the stator core 41 is parallel to the vertical meridian of the sphere.

The spherical rotor chassis dynamometer of the embodiment can be used as a generator and also can be used as a motor (generally, the motor and the generator are considered to be the same, namely, the engine also has the function of the generator at the same time). The working principle is as follows: when the motor is used, the stator winding assembly 4 generates a moving magnetic field, so that the stator and rotor induction layer 33 cuts magnetic induction lines to generate a magnetic field, and the magnetic force generated by the induced magnetic field and the stator winding magnetic field drives the rotor to rotate; when the rotor is used as a generator, the stator winding is electrified to generate a magnetic field, so that the rotor induction layer generates an induction magnetic field, and the induction magnetic field acts on the stator winding again to generate induction electromotive force on the stator winding, so that the aim of converting mechanical energy on the rotor into electric energy on the stator is fulfilled. The switching between the motor mode and the generator mode can be realized by only controlling the magnitude relation between the frequency of the electronic winding and the rotor frequency. On the basis, by arranging the force sensor, the moment borne by the tire can be better and more accurately ensured to be the corresponding moment in the test working condition in the working process, and the moment is a necessary sensor for the dynamometer.

Therefore, the spherical rotor chassis dynamometer of the embodiment can comprehensively simulate a real ground and completely simulate the motion of an automobile in the X, Y direction on a plane, namely, the spherical rotor chassis dynamometer can simulate straight line running, can realize that the vehicle 8 to be tested runs in a steering working condition in the experimental process of the chassis dynamometer, and can even simulate the longitudinal force and the transverse force of the tire 9 to be tested, which is not possessed by the traditional dynamometer.

Example two:

as shown in fig. 15, the present embodiment provides another spherical rotor chassis dynamometer 1 for simulating steering conditions of an automobile, which is substantially a tilted stator spherical rotor chassis dynamometer, and the difference from the first embodiment is that the winding distribution form is a winding tilted type, that is, the stator winding assembly 4 composed of the first stator winding 42 and the stator core 41 is distributed around the sphere at a certain angle to the meridian of the vertical direction of the sphere. Compared with the winding distribution form in the first embodiment, the stator winding assembly 4 is inclined at a certain angle with the warp direction to form an inclined form, so that the stator winding assembly 4 generates component forces in the warp direction and the weft direction to the spherical rotor assembly 3 at the same time, the freedom degree movement of the spherical rotor assembly 3 around the X, Y, Z axis can be conveniently controlled, and particularly, the rotation of the spherical rotor assembly 3 around the Z axis can be better controlled. Wherein, the definition: the X axis extends along the left-right direction of the automobile to be tested, the Y axis extends along the front-back direction of the automobile to be tested, the Z axis extends along the height direction of the automobile to be tested, and the plane in the direction of the plane X, Y is a plane formed by the intersection of the X axis and the Y axis.

Except for the above differences, the structural configuration and the working principle of the spherical rotor chassis dynamometer of the present embodiment are the same as those of the first embodiment, and are not described herein again.

Example three:

as shown in fig. 16-20, the present embodiment provides another spherical rotor chassis dynamometer 1 for vehicle steering condition simulation, which is substantially a vertical S-winding spherical rotor chassis dynamometer, and the only difference from the first embodiment is that the stator winding assembly 4 is only provided with a stator winding, i.e. the second stator winding 44. Two groups of second stator windings 44 are arranged, and any one group of second stator windings 44 are formed into a ball socket shape matched with the bottom hemisphere shape of the spherical rotor assembly 3 by winding wire coiled in a snake shape, namely a concave supporting surface 43, and the supporting surface can be perfectly attached to the bottom hemisphere surface of the spherical rotor assembly 3; the two groups of second stator windings 44 are vertically nested with each other and then are matched with the bottom hemisphere of the spherical rotor assembly 3, two groups (layers) of second stator windings 44 are sequentially distributed on the bottom hemisphere surface of the spherical rotor assembly 3 from inside to outside, and the two groups of second stator windings 44 are perpendicular to each other, so that a surface perpendicular winding is formed to control the spherical rotor assembly 3. Because each group of second stator windings 44 is coiled on the bottom hemispherical surface of the spherical rotor assembly 3, each group of second stator windings 44 is in a whole half sphere shape, a single group of windings is along the warp direction and the weft direction of the sphere, and the two groups of second stator windings 44 are perpendicular to each other, so that the moments applied to the warp direction and the weft direction of the spherical rotor assembly 3 are favorably decomposed, and the control is decoupled.

Except for the above differences, the structural configuration and the working principle of the spherical rotor chassis dynamometer of the present embodiment are the same as those of the first embodiment, and are not described herein again.

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.