JP5897947B2 - Aerodynamic test model suspension - Google Patents

Description

  The present invention relates to an aerodynamic test model suspension apparatus to which, for example, a wind tunnel test model of a vehicle such as an automobile is attached. About.

Model suspension (fixation) methods for wind tunnel testing of aerodynamic test models for automobiles, for example, using struts (supports), using wires (fishing lines), or using both of them Has been proposed.
In these wind tunnel tests, the measurement force (aerodynamic force) is obtained by conversion from the force applied to the suspension site.
In such a suspension method, the direction of the wind relative to the vehicle is fixed, but by rotating the model together with the suspension device, static aerodynamics during yaw, pitch, and roll can be obtained.

As a conventional technique relating to such a vehicle aerodynamic performance test, for example, in Patent Document 1, in a wind tunnel test apparatus having a plurality of moving belts, a suction unit that sucks an air current from between adjacent belts into a grounding unit of a measured object. Is provided to suppress the influence of the inflow airflow from the boundary layer and the side portion of the floor surface, and to make it possible to measure a more realistic aerodynamic force.
Patent Document 2 discloses a vehicle aerodynamic force measuring apparatus in which each wheel of a test vehicle is mounted on a moving belt supported by a hydraulic cylinder group having 6 degrees of freedom, and a hydraulic cylinder and a load cell are provided on the vehicle body. Is described.
Further, in Patent Document 3, an actual vehicle is mounted on a vehicle mounting table whose upper surface is located in the wind tunnel, and the vehicle mounting table is driven by six drive actuators controlled with six degrees of freedom to pass through the wind tunnel. A vehicle wind tunnel testing device measuring the effect of wind on an actual vehicle is described.

Japanese Patent No. 4256900 JP 2008-202963 A Japanese Patent No. 3716158

In recent years, it has been demanded to detect aerodynamic transients accompanying changes in the dynamic behavior of a vehicle such as yaw, pitch, and roll. Up to now, a strut type model suspension has been devised, and a method of dynamically changing the posture by moving the strut with a robot arm or the like has been devised, but in this case, a suspension device such as a strut is also attached to the model. There was a problem in the reproducibility of the phenomenon because it moved and interfered with the air flow.
In view of the above-described problems, an object of the present invention is to provide an aerodynamic test model suspension apparatus suitable for measuring a transient phenomenon accompanied by dynamic behavior.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 includes an upright on which a wheel is rotatably mounted, a suspension arm that supports the upright, a first frame on which the suspension arm is swingably mounted, and a test body. A second frame to be attached, one end of which is connected to at least one of the upright and the suspension arm, and the other end is connected to the second frame. And at least one of a force and a moment that are provided between the first frame and the second frame, and are applied between the first frame and the second frame. An aerodynamic test model suspension device comprising body action force detection means for detecting the
According to this, the aerodynamic test model suspension apparatus is provided with a motion mechanism such as a suspension so that the test body is self-supported in a mounted state, the first frame to which the suspension arm is connected, and the first body to which the test body is attached. By measuring the acting force between the two frames, it is possible to appropriately measure a transient phenomenon accompanied by the dynamic behavior of the vehicle such as yaw, pitch, and roll.
Furthermore, since the measuring device is provided inside the suspension device, it is excellent in portability, can cope with various wind tunnel facilities and the like with minimum modifications, and can reduce the cost of the device. Moreover, the correction calculation which calculates aerodynamics from a measurement result becomes easy, and aerodynamics closer by actual structure conversion can be measured.

According to a second aspect of the present invention, the body acting force detection means includes a cylindrical portion having a central axis disposed substantially along the vertical direction, and one end portion of the cylindrical portion is the first portion. A susceptor fixed to the frame and having the other end fixed to the second frame; and at least four strain gauges per one component force provided on the peripheral surface of the cylindrical portion of the susceptor. The aerodynamic test model suspension apparatus according to claim 1, further comprising a bridge circuit.
According to this, for example, with respect to an existing multi-component load cell having a cross-shaped beam as a susceptor, it is possible to simplify the manufacturing process of the susceptor and the mounting process of the strain gauge, which facilitates mass production. Cost can be lowered.
In addition, by utilizing the symmetry of stress spots in the cylindrical part, it is possible to suppress the mutual interference of each component force, balance the drift, and eliminate the need for signal processing operations on the output of the bridge circuit. The structure of the system can be greatly simplified.

According to a third aspect of the present invention, the body acting force detection means includes a first radial component force detecting means and a second radial component force that respectively detect two component forces acting in the radial direction of the cylindrical portion. A detecting means, an axial component force detecting means for detecting a component force acting in the axial direction of the cylindrical part, and a first for detecting a moment acting around two axes along the radial direction of the cylindrical part. A radial moment detecting means and a second radial moment detecting means, and an axial moment detecting means for detecting a moment acting around the axis of the cylindrical portion, and the first radial moment component. The force detection means, the second radial component force detection means, the first radial rotation moment detection means, and the second radial rotation moment detection means are respectively provided in the cylindrical portion. 4th single axis strain gauge The second uniaxial strain gauge is disposed away from the first uniaxial strain gauge in the central axis direction of the cylindrical portion, and the third uniaxial strain gauge and the third uniaxial strain gauge 4 uniaxial strain gauges are arranged at positions shifted about 180 degrees around the central axis of the cylindrical portion with respect to the second uniaxial strain gauge and the first uniaxial strain gauge, respectively. The force detection means includes a bridge circuit including first to fourth uniaxial strain gauges provided at substantially equal intervals in the circumferential direction of the cylindrical portion, and the axial rotation moment detection means includes the 3. The aerodynamic test model suspension device according to claim 2, further comprising a bridge circuit including first to fourth shear type strain gauges distributed at substantially equal intervals in a circumferential direction of the cylindrical portion. is there.
According to this, according to this, it is easy to adopt a so-called single focus type configuration in which the central axes of all component forces and moments are concentrated at one point, and interference between component forces is reduced to compensate. Conversion is unnecessary.

The aerodynamic test according to any one of claims 1 to 3, characterized in that the invention according to claim 4 includes a wheel acting force detection means that acts between the upright and the wheel. Model suspension.
According to this, by measuring the wheel acting force of each wheel simultaneously with the measurement of the body acting force, it is possible to analyze the phenomenon with higher accuracy.

The invention according to claim 5 is provided with a suspension acting force detection means for detecting a force acting in the axial direction of the suspension unit. The aerodynamic according to any one of claims 1 to 4 This is a test model suspension.
According to this, by individually detecting the suspension acting force, it becomes possible to measure the lift component and calibrate the body acting force detection means, and to perform more accurate measurement.

The invention according to claim 6 is characterized in that the suspension unit includes an actuator that forcibly expands and contracts an interval between a connection location with the upright and a connection location with the second frame. The aerodynamic test model suspension apparatus according to any one of claims 1 to 5.
According to this, it becomes possible to activate the suspension device to actively change the posture of the vehicle, improve the reproducibility of the phenomenon desired by the user, or reproduce the phenomenon with more complicated vehicle behavior. It becomes possible.

The invention according to claim 7 is the aerodynamic test model suspension apparatus according to any one of claims 1 to 6, further comprising a rudder angle imparting actuator that imparts a rudder angle to the wheel. .
According to this, it is possible to reproduce a phenomenon accompanied by wheel steering. For example, it becomes possible to measure an aerodynamic response when the vehicle is steered.

  As described above, according to the present invention, it is possible to provide an aerodynamic test model suspension apparatus suitable for measuring a transient phenomenon accompanied by a dynamic behavior.

It is the figure which looked at the wind tunnel test apparatus containing the trolley | bogie which is an Example of the aerodynamic test model suspension apparatus to which this invention is applied from the vehicle side side. It is a top view of the trolley | bogie of FIG. It is a front view of the trolley | bogie of FIG. FIG. 2 is a rear view of the cart of FIG. 1. It is an external appearance perspective view of the trolley | bogie of FIG. It is sectional drawing of the susceptor of the 6 component force detection apparatus provided in the trolley | bogie of FIG. It is a typical perspective view which shows arrangement | positioning of the strain gauge provided in the susceptor of FIG. It is a figure which shows the structure of the bridge circuit of the force detection system in the 6 component force detection apparatus of an Example. It is a figure which shows the structure of the bridge circuit of the moment detection system in the 6 component force detection apparatus of an Example.

  It is an object of the present invention to provide an aerodynamic test model suspension apparatus suitable for measuring a transient phenomenon accompanied by dynamic behavior. The problem was solved by providing a letter-shaped upper frame and providing a 6-component load cell between the upper frame and the lower frame.

Embodiments of an aerodynamic test model suspension apparatus to which the present invention is applied will be described below.
In the embodiment, the aerodynamic test model is a wind tunnel test model scaled down to, for example, about 1/5 of an actual vehicle, and the aerodynamic test model suspension device is configured as a carriage that supports the wind tunnel test model.
FIG. 1 is a view of a wind tunnel test apparatus including a truck according to an embodiment as viewed from the side of a vehicle (a horizontal direction perpendicular to the belt traveling direction).
FIG. 2 is a top view of the cart of FIG.
FIG. 3 is a front view of the cart of FIG.
FIG. 4 is a rear view of the carriage of FIG.
FIG. 5 is an external perspective view of the cart of FIG. 1 as seen from an obliquely upper side on an oblique front side.

As shown in FIG. 1, the wind tunnel testing apparatus 1 includes a carriage 1, a test body 2, a moving belt 3, a column 4, a weight suspension apparatus 5, and the like installed in a wind tunnel (not shown).
For ease of illustration and understanding, the length of the moving belt 3 is shown shorter than the actual length, and the column 4 and the weight suspension device 5 are shown closer to the vehicle than the actual length.

The cart 1 is an aerodynamic test model suspension device that supports the test body 2 and has four front wheels FW and two rear wheels RW.
The configuration of the carriage 1 will be described in detail later.
The test body 2 is a model for an aerodynamic test imitating the shape of the outer surface of a vehicle body of an actual vehicle, and is fixed to the carriage 1 while being covered with the carriage 1.
The moving belt 3 is an endless belt whose upper surface portion is disposed along the airflow direction of the wind tunnel.
The carriage 1 is placed on the upper surface of the moving belt 3, and the front wheel FW and the rear wheel RW of the carriage 1 rotate according to the traveling of the moving belt 3.

The support column 4 is provided so as to protrude upward from the floor surface on the windward side of the moving belt 3 and is connected to the front portion of the carriage 1 via a wire W1 stretched along the wind direction. It is something to hold.
The wire W1 is provided with a load cell for drag component measurement for detecting the tension.
The weight suspension device 5 suspends a weight W that pulls the rear side of the test body 2 toward the leeward side in order to prevent the carriage 1 from deviating from the moving belt 3 without performing linear control or the like. The weight suspension device 5 is configured such that a pulley is rotatably attached to an upper end portion of a support column protruding from the floor surface on the leeward side of the moving belt 3. The wire W2 drawn from the test body 2 to the leeward side (rear side) is turned downward in the pulley, and a weight W is connected to the lower end portion thereof.

Hereinafter, the cart 1 will be described in more detail.
The cart 1 has a four-wheel configuration including left and right front wheels FW and left and right rear wheels RW.
The carriage 1 includes a main frame 10, a front suspension 20, a rear suspension 30, a steering mechanism 40, an upper frame 50, a six component force detection device 100, and the like.

The main frame 10 is a main body portion of the carriage 1 to which the front suspension 20 and the rear suspension 30 are attached.
The main frame 10 is arranged in front of and behind a box-shaped main body portion including a front surface portion 12, a rear surface portion 13, and a side surface portion 14 erected upward from the front end portion, rear end portion, and side end portion of the lower surface portion 11. The frame 15 and the rear frame 16 are projected from each other.

The lower surface part 11 is a part which comprises the floor surface of a main-body part, Comprising: It is the flat member extended in the front-back direction arrange | positioned at the both ends in a vehicle width direction.
The front surface portion 12 is erected upward from the front end portion of the lower surface portion 11.
Further, a flat plate-like reinforcing member 12 a arranged substantially horizontally is fixed to the upper end portion of the front surface portion 12. The reinforcing member 12 a is also fixed to the upper end portion in the range adjacent to the side surface portion 14 and the front surface portion 12 of the front frame 15.

The rear surface portion 13 is erected upward from the rear end portion of the lower surface portion 11.
Further, gusset-shaped reinforcing members 13 a that are also fixed to the upper end portion in the range adjacent to the rear surface portion 13 of the side surface portion 14 are provided at the left and right end portions of the upper end portion of the rear surface portion 13.
A trapezoidal cutout is formed at the center in the vehicle width direction at the lower part of the front surface portion 12 and the rear surface portion 13. An upper frame attaching portion 19 to be described later is fixed to the upper end portion of the notch portion.
The side surface portion 14 is a flat plate-like member provided between the side end portions of the front surface portion 12 and the rear surface portion 13, and is divided into two in the vertical direction.

The front frame 15 and the rear frame 16 are each provided with a pair spaced apart in the vehicle width direction, and are formed in a flat plate shape extending substantially along the vertical direction and the front-rear direction.
The front end portions of the left and right front frames 15 are connected by an upper cross member 15a and a lower cross member 15b. The upper cross member 15a and the lower cross member 15b are beam-like members extending in the vehicle width direction and are spaced apart in the vertical direction.
The rear end portions of the left and right rear frames 16 are connected by a cross member 17. The cross member 17 is a beam-like member extending along the vehicle width direction, and is formed in a flat plate shape extending along the vertical direction.
On the rear side of the intermediate portion of the cross member 17, a mount portion 18 to which the upper link 33 and the lower link 34 of the rear suspension 30 are connected is formed.
The mount portion 18 includes a pair of left and right plates protruding rearward from the rear surface portion of the cross member 17, and the upper link 33 and the lower link 34 are connected to the rear end portion thereof.

An upper frame attachment portion 19 to which the upper frame 50 is attached via the six component force detection device 100 is provided in the main body portion of the main frame 10.
The upper frame mounting portion 19 is a flat plate-like member that is provided on the front surface portion 12 and the rear surface portion 13 of the main frame 10 and extends substantially along the horizontal direction.

The front suspension 20 supports the front wheel FW and includes an upright 21, a lower link 22, an upper link 23, a spring damper unit 24, and the like.
The upright 21 is a member that holds a wheel bearing that rotatably supports the front wheel FW.
The lower link 22 and the upper link 23 are suspension arms that connect the upright 21 and the front frame 15.
The end of the lower link 22 on the upright 21 side is slidably connected to the upright 21 via a ball joint (spherical bearing).
The end of the lower link 22 on the side of the front frame 15 is connected to the lower portion of the front frame 15 so as to be swingable about a rotation axis extending substantially in the front-rear direction.
The end of the upper link 23 on the upright 21 side is slidably connected to the upright 21 via a ball joint.
The end portion of the upper link 23 on the front frame 15 side is connected to the center portion of the front frame 15 so as to be swingable about a rotation axis extending substantially in the front-rear direction.
The upper link 23 has a threaded portion at both ends of the rod, and has a turnbuckle configuration that can be adjusted in its entire length, so that suspension geometry and wheel alignment can be changed (the upper link 33 of the rear suspension 30 described later). The same applies to the lower link 34).

The spring damper unit 24 is a unit composed of a hydraulic shock absorber and a coil spring arranged coaxially therewith, and generates a spring reaction force corresponding to the stroke and a damping force corresponding to the expansion / contraction speed. Is.
The spring damper unit 24 is arranged so that the expansion / contraction direction is substantially along the vertical direction, and the lower end portion is connected to the lower link 22 so as to be swingable.
The upper end of the spring damper unit 24 is connected to the upper frame 50 via a mount having a ball joint.
Further, the spring damper unit 24 is provided with a load cell for detecting an axial force.

The rear suspension 30 supports the rear wheel RW, and includes a trailing link 31, an upright 32, an upper link 33, a lower link 34, a spring damper unit 35, and the like.
The trailing link 31 is a suspension arm that is formed to extend from the front lower portion of the rear frame 16 to the vehicle rear side, and to which the upright 32 is attached at the rear end portion.
The trailing link 31 is swingable in the direction in which the rear end portion moves up and down around the ball joint provided at the connecting portion fulcrum on the rear frame 16 side.

The upright 32 is a member that holds a wheel bearing that rotatably supports the rear wheel RW.
The upright 32 is fixed to a surface portion on the outer side in the vehicle width direction in the vicinity of the rear end portion of the trailing link 31.
The upper link 33 and the lower link 34 are suspension arms that connect the trailing link 31 and the mount portion 18 of the main frame 10.
The upper link 33 and the lower link 34 extend substantially along the vehicle width direction and are spaced apart in the vertical direction.
The ends of the upper link 33 and the lower link 34 on the mount portion 18 side are swingably connected to the upper and lower portions of the rear end portion of the mount portion 18 via ball joints, respectively.
The ends of the upper link 33 and the lower link 34 on the trailing link 31 side are swingably connected to the upper and lower portions of the trailing end of the trailing link 31 via ball joints, respectively.

The spring damper unit 35 is a unit composed of a hydraulic shock absorber and a coil spring arranged coaxially therewith, and generates a spring reaction force corresponding to the stroke and a damping force corresponding to the expansion / contraction speed. Is.
The spring damper unit 35 is arranged such that the extending and contracting direction is substantially along the vertical direction, and the lower end portion is connected to the rear end portion of the trailing link 31 so as to be swingable.
The upper end of the spring damper unit 35 is connected to the upper frame 50 through a mount having a ball joint.
Further, the spring damper unit 35 is provided with a load cell for detecting an axial force.

Further, the upright 21 and the upright 32 can detect forces in the three axial directions acting on the front wheel FW and the rear wheel RW in the vertical direction, the front-rear direction, and the axle direction, and moments around these three axes 6 A component load cell is provided.
As such a load cell, it is possible to apply the substantially same component as the 6-component force detection device 100 described later.

The steering mechanism 40 includes a cross member 41, a steering servo 42, a tie rod 43, and the like.
The cross member 41 is a plate-like member that connects the left and right front frames 15 and serves as a seat portion to which the steering servo 42 is attached. The cross member 41 is provided at the lower portion of the intermediate portion in the front-rear direction of the front frame 15.

The steering servo 42 is an electric actuator (servo motor) that is mounted on the cross member 41 and steers the left and right front wheels FW.
The tie rod 43 is a shaft-like member that transmits the movement of the steering servo 42 to the upright 21 of the front suspension 20. The tie rod 43 pushes and pulls a knuckle arm provided at the front end portion of the upright 21, thereby rotating the front wheel FW about a kingpin axis (a straight line connecting the ball joint center lines above and below the upright 21).
The tie rod 43 is shown only on the left side in each figure.

  The upper frame 50 is provided on the upper part of the main frame 10, and the test body 2 is fixed to the upper frame 50, and is connected to the upper frame mounting portion 19 of the main frame 10 via the six component force detection device 100.

The upper frame 50 is configured by connecting a front frame 51 and a rear frame 52.
The front frame 51 has arm portions extending obliquely forward from left to right from a central portion disposed at the upper part of the six-component force detecting device 100, and a planar shape viewed from above is formed in a front-opening V shape. ing.
The rear frame 52 has arms extending obliquely rearward from the center to the left and right from the center disposed at the top of the six component force detector 100, and the planar shape viewed from above is formed in a V-shape that opens rearward. ing.
The center portion of the rear frame 52 is coupled to the lower portion of the front frame 51, so that the upper frame 50 is formed in an X-shape when viewed from above.

For reinforcement, the front frame 51 has ribs protruding from the lower surface, and the rear frame 52 has ribs protruding from the upper surface. The lower end portion of the rib of the front frame 51 is fixed to the upper surface of the rear frame 52, and the upper end portion of the rib of the rear frame 52 is fixed to the lower surface of the front frame 51.
The upper ends of the spring damper unit 24 of the front suspension 20 and the spring damper unit 35 of the rear suspension 30 are connected to the front ends of the arm portions of the front frame 51 and the rear frame 52 via ball joints.

  The six component force detection device 100 connects the upper frame mounting portion 19 of the main frame 10 and the lower surface portion of the central portion of the rear frame 52, and detects six component forces acting between them.

The six-component force detection device 100 is configured to include a susceptor 110 formed in a substantially cylindrical shape, a plurality of strain gauges provided on the susceptor 110, and a bridge circuit including the strain gauges. Yes.
The susceptor 110 connects the upper frame mounting portion 19 of the main frame 10 and the lower surface of the central portion of the upper frame 50.
FIG. 6 is a cross-sectional view of the susceptor 110 in the 6-component force detector 100 according to the embodiment as cut along a plane including the central axis.
As shown in FIG. 6, the susceptor 110 has a cylindrical portion 111, a first flange 112, a second flange 113, and the like.

The cylindrical portion 111 is a portion formed in a cylindrical shape having an inner diameter and an outer diameter that are substantially constant over a predetermined axial length, and is a portion to which a plurality of strain gauges described later are attached (adhered). .
The central axis of the circular cylindrical portion 111 is disposed substantially along the vertical direction.
The first flange 112 is a flat plate-like portion that is provided at one end of the cylindrical portion 111 and is formed so as to protrude from the cylindrical portion 111 to the outer diameter side and the inner diameter side.
The first flange 112 has a screw hole 112a which bolts, not shown Figure is fastened is formed.
In addition, an intermediate portion 114 is provided between the cylindrical portion 111 and the first flange 112 so that the outer diameter and the inner diameter are set in the middle. The outer peripheral surface of the intermediate portion 114 is formed to have a stepped diameter that is larger than the outer peripheral surface of the cylindrical portion 111. In addition, the inner peripheral surface of the intermediate portion 114 is formed in a stepped manner with a smaller diameter than the inner peripheral surface of the cylindrical portion 111.

An R portion (R1) is provided between the end surface on the second flange 113 side on the outer diameter side of the first flange 112 and the outer peripheral surface of the intermediate portion 114.
An R portion (R 2) is provided between the end surface on the second flange 113 side on the outer diameter side of the intermediate portion 114 and the outer peripheral surface of the cylindrical portion 111.
An R portion (R3) is provided between the end surface on the second flange 113 side on the inner diameter side of the first flange 112 and the inner peripheral surface of the intermediate portion 114.
An R portion (R4) is provided between the end surface on the second flange 113 side on the inner diameter side of the intermediate portion 114 and the inner peripheral surface of the cylindrical portion 111.
Among the R portions (R1 to R4) described above, R1 and R3 are arranged so that the positions of the susceptor 110 in the axial direction substantially coincide with each other.
Further, R2 and R4 are arranged so that the positions of the susceptor 110 in the axial direction are offset so that R2 is on the second flange 113 side.

The second flange 113 is a flat plate-like portion that is provided at the end of the cylindrical portion 111 opposite to the first flange 112 and that projects from the cylindrical portion 111 toward the outer diameter side and the inner diameter side. .
The second flange 113, the bolt hole 113a is formed bolts, not shown Figure is inserted.

  Between the cylindrical part 111 and the 2nd flange 113, the intermediate part 115 set so that an outer diameter and an internal diameter might become the middle of these is provided. The outer peripheral surface of the intermediate portion 115 is formed to have a stepped diameter that is larger than the outer peripheral surface of the cylindrical portion 111. Further, the inner peripheral surface of the intermediate portion 115 is formed in a stepped shape with a smaller diameter than the inner peripheral surface of the cylindrical portion 111.

An R portion (R5) is provided between the end surface on the first flange 112 side on the outer diameter side of the second flange 113 and the outer peripheral surface of the intermediate portion 115.
An R portion (R6) is provided between the end surface on the first flange 112 side on the outer diameter side of the intermediate portion 115 and the outer peripheral surface of the cylindrical portion 111.
An R portion (R7) is provided between the end surface on the first flange 112 side on the inner diameter side of the second flange 113 and the inner peripheral surface of the intermediate portion 115.
An R portion (R8) is provided between the end surface on the first flange 112 side on the inner diameter side of the intermediate portion 115 and the inner peripheral surface of the cylindrical portion 111.
Among the R portions (R5 to R8) described above, R5 and R7 are arranged so that the positions of the susceptor 110 in the axial direction are substantially the same.
Further, R6 and R8 are arranged so that the position of the susceptor 110 in the axial direction is offset so that R6 is on the first flange 112 side.
The thickness t1 of the first flange 112 and the thickness t2 of the second flange 113 are set to be sufficiently larger than the wall thickness t0 of the cylindrical portion 111.

The six component force detection device 100 includes an Fx detection system, an Fy detection system, an Fz detection system, an Mx detection system, an My detection system, and an Mz each having a bridge circuit including a strain gauge provided on the cylindrical portion 111 of the susceptor 110 described above. Each has a detection system.
The Fx detection system detects a force Fx in the radial direction (hereinafter referred to as the x-axis direction) that acts on the cylindrical portion 111 of the susceptor 110.
The Fy detection system detects a force Fy in the radial direction (hereinafter referred to as the y-axis direction) acting on the cylindrical portion 111 of the susceptor 110 in a direction orthogonal to the x-axis direction.
The Fz detection system detects a force Fz in the axial direction (hereinafter referred to as the z-axis direction) acting on the cylindrical portion 111 of the susceptor 110.

The Mx detection system detects a moment Mx about the x axis acting on the cylindrical portion 111 of the susceptor 110.
The My detection system detects a moment My around the y axis acting on the cylindrical portion 111 of the susceptor 110.
The Mz detection system detects a moment Mz about the z axis that acts on the cylindrical portion 111 of the susceptor 110.

The Fx detection system, the Fy detection system, the Fz detection system, the Mx detection system, the My detection system, and the Mz detection system described above each include a bridge circuit including four strain gauges.
FIG. 7 is a schematic perspective view showing the arrangement of strain gauges in the six-component force detector of the embodiment.
FIG. 8 is a diagram illustrating the arrangement of the strain gauges of the force detection system and the configuration of the bridge circuit in the 6-component force detector of the embodiment. FIG. 8A, FIG. 8B, and FIG. 8C show an Fx detection system, an Fy detection system, and an Fz detection system, respectively.
FIG. 9 is a diagram illustrating a configuration of a bridge circuit of a moment detection system in the six component force detection apparatus of the embodiment. FIG. 9A, FIG. 9B, and FIG. 9C show the Mx detection system, the My detection system, and the Mz detection system, respectively.
In FIG. 8 and FIG. 9, the intermediate portions 114 and 115 are not shown.

As shown in FIGS. 7 and 8, the Fx detection system includes strain gauges 121 to 124. The strain gauges 121 to 124 are uniaxial strain gauges, and are attached to the outer peripheral surface of the cylindrical portion 111 so that the detection direction thereof is parallel to the central axis direction of the cylindrical portion 111.
The strain gauge 121 is disposed in a region on the first flange 112 side (region close to the intermediate portion 114) on the outer peripheral surface of the cylindrical portion 111.
The strain gauge 122 is disposed on a straight line that passes through the strain gauge 121 and parallel to the axial direction of the cylindrical portion 111, and is in a region on the second flange 113 side (region close to the intermediate portion 115) on the outer peripheral surface of the cylindrical portion 111. Has been placed.
The strain gauge 123 is disposed at a position shifted from the strain gauge 122 around the central axis of the cylindrical portion 111 by 180 degrees (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 122).
The strain gauge 124 is disposed at a position shifted from the strain gauge 121 by 180 degrees around the central axis of the cylindrical portion 111 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 121).

  8A, the bridge circuit of the Fx detection system sequentially connects the strain gauges 121 to 124 in a loop shape, and between the strain gauge 122 and the strain gauge 123 and between the strain gauge 121 and A positive electrode and a negative electrode of a power source are connected between the strain gauge 124 and a potential difference between the strain gauge 121 and the strain gauge 122 and between the strain gauge 123 and the strain gauge 124 is extracted as an output. is there.

The Fy detection system includes strain gauges 131 to 134. The strain gauges 131 to 134 are uniaxial strain gauges, and are attached to the outer peripheral surface of the cylindrical portion 111 so that the detection direction thereof is parallel to the central axis direction of the cylindrical portion 111.
The strain gauge 131 is disposed 90 degrees around the central axis of the cylindrical portion 111 with respect to the strain gauge 121 of the Fx detection system.
The strain gauge 132 is arranged 90 degrees around the central axis of the cylindrical portion 111 with respect to the strain gauge 122 of the Fx detection system.
The strain gauge 131 and the strain gauge 132 are arranged on the same straight line parallel to the axial direction of the cylindrical portion 111.
The strain gauge 133 is disposed at a position shifted from the strain gauge 132 by 180 degrees around the central axis of the cylindrical portion 111 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 132).
The strain gauge 134 is disposed at a position shifted 180 degrees around the central axis of the cylindrical portion 111 when viewed from the strain gauge 131 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 131).

  Further, as shown in FIG. 8B, the bridge circuit of the Fy detection system sequentially connects the strain gauges 131 to 134 in a loop shape, and between the strain gauge 132 and the strain gauge 133 and between the strain gauge 131 and A positive electrode and a negative electrode of a power source are connected between the strain gauge 134 and a potential difference between the strain gauge 131 and the strain gauge 132 and between the strain gauge 133 and the strain gauge 134 is extracted as an output. is there.

The Fz detection system includes strain gauges 141 to 144. The strain gauges 141 to 144 are uniaxial strain gauges, and are affixed to the outer peripheral surface of the cylindrical portion 111 so that the detection direction thereof is parallel to the central axis direction of the cylindrical portion 111.
The strain gauge 141 is disposed between the strain gauges 121 and 122 of the Fx detection system.
The strain gauges 142, 143, and 144 are arranged at positions where the phase around the central axis of the cylindrical portion 111 is shifted by 90 degrees, 180 degrees, and 270 degrees with respect to the strain gauge 141, respectively.

  Further, as shown in FIG. 8C, the bridge circuit of the Fz detection system sequentially connects the strain gauges 141, 142, 144, 143 in a loop shape, between the strain gauge 141 and the strain gauge 143, and A positive electrode and a negative electrode of the power source are connected between the strain gauge 142 and the strain gauge 144, and potential differences between the strain gauge 141 and the strain gauge 142 and between the strain gauge 143 and the strain gauge 144 are output. To extract.

As shown in FIGS. 7 and 9, the Mx detection system includes strain gauges 151-154. The strain gauges 151 to 154 are uniaxial strain gauges, and are affixed to the outer peripheral surface of the cylindrical portion 111 so that the detection direction thereof is parallel to the central axis direction of the cylindrical portion 111.
The strain gauge 151 is arranged adjacent to the strain gauge 131 of the Fy detection system in the central axis direction of the cylindrical portion 111.
The strain gauge 152 is arranged adjacent to the strain gauge 132 of the Fy detection system in the central axis direction of the cylindrical portion 111.
The strain gauge 151 and the strain gauge 152 are arranged on the same straight line parallel to the axial direction of the cylindrical portion 111.
The strain gauge 153 is disposed at a position shifted from the strain gauge 152 by 180 degrees around the central axis of the cylindrical portion 111 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 152).
The strain gauge 154 is disposed at a position shifted from the strain gauge 151 by 180 degrees around the central axis of the cylindrical portion 111 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 151).

  9A, the bridge circuit of the Mx detection system sequentially connects the strain gauges 151, 153, 152, and 154 in a loop shape, and between the strain gauge 151 and the strain gauge 153, and A positive electrode and a negative electrode of a power source are connected between the strain gauge 152 and the strain gauge 154, respectively, and potential differences between the strain gauge 151 and the strain gauge 154 and between the strain gauge 153 and the strain gauge 152 are output. To extract.

The My detection system includes strain gauges 161-164. The strain gauges 161 to 164 are uniaxial strain gauges, and are attached to the outer peripheral surface of the cylindrical portion 111 so that the detection direction thereof is parallel to the central axis direction of the cylindrical portion 111.
The strain gauge 161 is arranged adjacent to the strain gauge 121 of the Fx detection system in the central axis direction of the cylindrical portion 111.
The strain gauge 162 is arranged adjacent to the strain gauge 122 of the Fx detection system in the central axis direction of the cylindrical portion 111.
The strain gauge 161 and the strain gauge 162 are arranged on the same straight line parallel to the axial direction of the cylindrical portion 111.
The strain gauge 163 is disposed at a position shifted from the strain gauge 162 by 180 degrees around the central axis of the cylindrical portion 111 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 162).
The strain gauge 164 is disposed at a position shifted from the strain gauge 161 by 180 degrees around the central axis of the cylindrical portion 111 (a position symmetrical to the central axis of the cylindrical portion 111 with respect to the strain gauge 161).

  Further, as shown in FIG. 9B, the My detection system bridge circuit sequentially connects the strain gauges 161, 163, 162, and 164 in a loop shape, between the strain gauge 161 and the strain gauge 163, and The positive electrode and the negative electrode of the power source are connected between the strain gauge 162 and the strain gauge 164, respectively, and the potential difference between the strain gauge 161 and the strain gauge 164 and between the strain gauge 163 and the strain gauge 162 is output. To extract.

The Mz detection system includes strain gauges 171 to 174. The strain gauges 171 to 174 are shear type strain gauges, and are affixed to the outer peripheral surface of the cylindrical portion 111 so that the detection direction thereof is the circumferential direction of the cylindrical portion 111.
The strain gauge 171 is disposed between the strain gauges 141 and 142 of the Fz detection system.
The strain gauge 172 is disposed between the strain gauges 142 and 144 of the Fz detection system.
The strain gauges 173 and 174 are disposed at positions that are symmetrical with respect to the central axis of the cylindrical portion 111 with respect to the strain gauges 172 and 171, respectively.

  Further, as shown in FIG. 9C, the bridge circuit of the Mz detection system sequentially connects the strain gauges 171, 173, 174, and 172 in a loop shape, and between the strain gauge 171 and the strain gauge 173, and A positive electrode and a negative electrode of the power source are connected between the strain gauge 172 and the strain gauge 174, respectively, and potential differences between the strain gauge 171 and the strain gauge 172 and between the strain gauge 173 and the strain gauge 174 are output. To extract.

In addition, the load cell substantially the same as this 6 component force detection apparatus 100 can be used also for the wheel force detection of the front wheel FW and the rear wheel RW described above.
For example, a cylindrical susceptor may be disposed concentrically with the center axis of rotation of the wheel, one end connected to the upright, and the other end connected to the wheel via a wheel bearing.

According to the embodiment described above, the following effects can be obtained.
(1) The bogie 1 is provided with motion mechanisms such as the front suspension 20 and the rear suspension 30 so that the test body 2 is mounted in a self-supporting state, and a six-component force detection device between the main frame 10 and the upper frame 50 is provided. By providing 100, it becomes possible to appropriately measure a transient phenomenon accompanied by the dynamic behavior of the vehicle such as yaw, pitch, and roll.
Furthermore, since the 6-component force detection device 100 is provided inside the carriage 10, it has excellent portability and can cope with various wind tunnel facilities and the like with a minimum of modification. Moreover, the correction calculation which calculates aerodynamics from a measurement result becomes easy, and aerodynamics closer by actual structure conversion can be measured.
(2) The six-component force detection device 100 has a configuration including a bridge circuit including four strain gauges per one component force attached to the outer peripheral surface of the cylindrical portion 111 of the susceptor 110, for example, a cross-shaped beam. It is possible to simplify the manufacturing process of the susceptor 110 and the process of attaching the strain gauge to the existing multi-component load cell having the susceptor as a susceptor, which facilitates mass production and reduces the cost.
Further, by utilizing the symmetry of the stress spots in the cylindrical portion 111, it is possible to suppress the mutual interference of each component force, balance the drift, and eliminate the need for signal processing calculation for the output of the bridge circuit. The structure of the processing system can be greatly simplified.
(3) The 6-component force detection device 100 can be configured as a so-called single focus type in which the central axes of all component forces and moments are concentrated at one point by using the strain gauge arrangement shown in FIG. Thus, interference between component forces is reduced and compensation conversion becomes unnecessary.
(4) By providing a load cell for detecting the wheel force in the uprights 21 and 32, and simultaneously measuring the body acting force, the acting force between the uprights 21 and 32 and the wheels FW and RW can be measured. It is possible to analyze a phenomenon with higher accuracy.
(5) By providing load cells in the spring damper units 24 and 35 and individually detecting the suspension acting force, it is possible to measure the lift component and calibrate the body acting force detected by the six-component force detecting device 100. Thus, more accurate measurement can be performed.
(6) By making the front wheel FW steerable by the actuator, it is possible to reproduce the reduction accompanied by the steering of the front wheel.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) In the above-described embodiment, instead of the spring damper unit, an actuator such as a linear solenoid may be provided to make a so-called active suspension that forcibly strokes the suspension.
According to this, it becomes possible to positively change the attitude of the vehicle, thereby improving the reproducibility of a phenomenon desired by the user or reproducing a phenomenon accompanied by a more complicated vehicle behavior.
(2) The configuration of the aerodynamic test model suspension device is not limited to the configuration of the cart of the embodiment, and can be changed as appropriate.
For example, the shape, structure, material, shape and the like of each member can be changed as appropriate. Also, the suspension type can be changed as appropriate.
(3) In the embodiment, the power is not provided to the carriage, and the test is performed in a wind tunnel having a moving belt. For example, the carriage is provided with a driving power source and a driving mechanism such as an electric motor or a small engine, For example, an aerodynamic test may be performed while running a test course or the like.
(4) In the examples, the test body was, for example, a scale model in which the body shape of an actual vehicle was reduced. However, the present invention is not limited to this, and can be applied to a test using a full-scale model. .
(5) The load cell provided between the first frame and the second frame of the aerodynamic test model suspension device and the load cell provided in the wheel support portion are the same as the configuration of the six component force detection device of the above-described embodiment. The load cell is not limited to a different structure.
Moreover, it is not limited to measuring all six component forces, but may measure only some component forces.

DESCRIPTION OF SYMBOLS 1 Bogie 2 Test body 3 Moving belt 4 Strut 5 Weight suspension device FW Front wheel RW Rear wheel 10 Main frame 11 Lower surface part 12 Front surface part 12a Reinforcement member 13 Rear surface part 13a Reinforcement member 14 Side surface part 15 Front frame 15a Upper cross member 15b Lower Cross member 16 Rear frame 17 Cross member 18 Mount portion 19 Upper frame mounting portion 20 Front suspension 21 Upright 22 Lower link 23 Upper link 24 Spring damper unit 30 Rear suspension 31 Trailing link 32 Upright 33 Upper link 34 Lower link 35 Spring damper unit 40 Steering mechanism 41 Cross member 42 Steering servo 43 Tie rod 50 Upper frame 51 Freon Frame 52 Rear frame 100 6-component force detector 110 Sensitive body 111 Cylindrical part 112 First flange 112a Screw hole 113 Second flange 113a Bolt hole 114 Intermediate part 115 Intermediate part R1 to R8 R part 121 to 124 Single axis of Fx detection system Strain gauges 131-134 Single axis strain gauges for Fy detection system 141-144 Single axis strain gauges for Fz detection system 151-154 Single axis strain gauges for Mx detection system 161-164 Single axis strain gauges for My detection system 171-174 Mz Shear strain gauge for detection system

Claims (7)

An upright with wheels mounted for rotation;
A suspension arm that supports the upright;
A first frame on which the suspension arm is swingably attached;
A second frame to which the test body is attached;
A suspension unit having one end connected to at least one of the upright and the suspension arm, the other end connected to the second frame, and capable of extending and contracting according to a load acting between the two ends; ,
Body acting force detection means provided between the first frame and the second frame, for detecting at least one of a force and a moment acting between the first frame and the second frame; An aerodynamic test model suspension device comprising: The body acting force detection means includes
A cylindrical portion having a central axis disposed substantially along the vertical direction, wherein one end of the cylindrical portion is fixed to the first frame, and the other end is connected to the second frame; A fixed susceptor;
The aerodynamic test model suspension device according to claim 1, further comprising: a bridge circuit including at least four strain gauges per component force provided on a peripheral surface of the cylindrical portion of the susceptor. The body acting force detection means includes a first radial component force detection means and a second radial component force detection means for detecting two component forces acting in the radial direction of the cylindrical portion, and the cylindrical portion. An axial component force detecting means for detecting a component force acting in the axial direction of the first member, a first radial moment detecting means for detecting a moment acting around two axes along the radial direction of the cylindrical portion, and A second radial moment detecting means; and an axial moment detecting means for detecting a moment acting around the axis of the cylindrical portion;
The first radial component force detection means, the second radial component force detection means, the first radial rotation moment detection means, and the second radial rotation moment detection means are respectively the cylindrical portions. The first uniaxial strain gauge is provided with a bridge circuit including first to fourth uniaxial strain gauges, and the second uniaxial strain gauge is arranged in the central axis direction of the cylindrical portion with respect to the first uniaxial strain gauge. The third uniaxial strain gauge and the fourth uniaxial strain gauge are arranged apart from each other, and the third uniaxial strain gauge and the first uniaxial strain gauge are respectively arranged around the central axis of the cylindrical portion with respect to the second uniaxial strain gauge and the first uniaxial strain gauge. At a position shifted by almost 180 degrees,
The axial component force detecting means includes a bridge circuit including first to fourth uniaxial strain gauges distributed at substantially equal intervals in the circumferential direction of the cylindrical portion. 3. The aerodynamic test according to claim 2, wherein the means includes a bridge circuit including first to fourth shear-type strain gauges that are distributed at substantially equal intervals in the circumferential direction of the cylindrical portion. Model suspension. The aerodynamic test model suspension device according to any one of claims 1 to 3, further comprising a wheel action force detection unit that acts between the upright and the wheel. The aerodynamic test model suspension apparatus according to any one of claims 1 to 4, further comprising a suspension acting force detection unit that detects a force acting in an axial direction of the suspension unit. 6. The actuator according to claim 1, wherein the suspension unit includes an actuator that forcibly expands and contracts an interval between a connection location with the upright and a connection location with the second frame. The aerodynamic test model suspension apparatus according to item 1. The aerodynamic test model suspension apparatus according to any one of claims 1 to 6, further comprising a steering angle application actuator that applies a steering angle to the wheel.

Images