CN113405708B - Annular orthogonal torque chassis dynamometer for simulating automobile steering working condition - Google Patents

Abstract

The invention discloses a ring-shaped orthogonal torque chassis dynamometer used for simulating steering conditions of an automobile, and belongs to the technical field of automobile performance testing. The support shaft is rotatably arranged on the base, the hub assembly is concentrically fixed on the support shaft, the torsional contact tire is concentrically sleeved on the outer edge of the wheel hub assembly, the radial section of the torsional contact tire is a circular section, and the transverse torque motor It is arranged between the outer edge of the wheel hub assembly and the torsion contact tire to apply lateral torque to the torsion contact tire and drive it to roll and twist. The output end of the longitudinal motor is connected to the support shaft to drive the support shaft to rotate longitudinally; the lateral torque motor and The longitudinal motors are equipped with torque sensors to detect the output torque of the lateral torque motor or the longitudinal motor in real time. The invention can not only realize the simulated running of the vehicle in the steering condition during the experiment, but also can simulate a real ground more comprehensively, including the longitudinal force simulation and the lateral force simulation on the wheels.

Description

A Ring Orthogonal Torque Chassis Dynamometer for Simulation of Vehicle Steering Conditions

technical field

The invention belongs to the technical field of automobile performance testing, and relates to a chassis dynamometer, in particular to a ring-shaped orthogonal torque chassis dynamometer that can be used for simulating the steering condition of an automobile.

Background technique

During the development of driverless vehicles, it is often necessary to test the lateral and vertical control of the driverless car. Testing in the real environment has many shortcomings, such as low test efficiency, many parameters cannot be measured, the test scenarios are limited, and it is relatively dangerous. If the above scenarios can be completely simulated in the laboratory, the above problems will be solved. Therefore, the prior art proposes a car chassis dynamometer.

At present, there are three main types of chassis dynamometers, namely the traditional drum test bench, the Rototest axle-coupled chassis dynamometer and the steering drum test bench. Lateral control is often more important than longitudinal control in unmanned tests, but in the traditional drum test bench, only the longitudinal motion of the vehicle (that is, the motion in the front and rear directions), as well as the tire parameters and vehicle dynamic parameters during longitudinal driving can be simulated. The coupling condition of the vehicle cannot simulate the lateral motion of the vehicle (that is, the movement in the left and right directions), and thus cannot simulate the lateral control of the unmanned vehicle. Although the Rototest axle-coupled chassis dynamometer (wheel-hub type) can simulate the actual road load of the whole vehicle, the Rototest axle-coupled chassis dynamometer (wheel-hub type) must remove the tires of the vehicle during the experiment, and then must use The matching flange connects the dynamometer with the tire output shaft flange, which is complicated in steps and low in operation efficiency; and the Rototest axle-coupled chassis dynamometer cannot simulate tire parameters. Existing steering drum test benches, such as "a steering drum test bench" disclosed in Chinese Patent Application No. CN201822210242.X, can not only complete the simulation of lateral and longitudinal motion, but also do not need to disassemble tires during the experiment; It is impossible to simulate the lateral force component of the ground on the tire, that is to say, the drum of the steering drum test bench in the steering condition only applies longitudinal component force to the tire without lateral force, but the real working conditions are in two directions. components exist.

To sum up, due to the lack of simulation of the lateral motion of the vehicle, the existing traditional drum test benches, Rototest axle-coupled chassis dynamometers and steering drum test benches cannot simulate the steering conditions of the wheels, so they cannot. The coupling conditions of tire parameters and vehicle dynamic parameters during normal driving are simulated comprehensively and realistically. Therefore, the present invention urgently proposes a new type of chassis dynamometer to overcome the above-mentioned problems of the prior art.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a ring-shaped orthogonal torque chassis dynamometer for simulating the steering conditions of automobiles, so as to solve the problems existing in the above-mentioned prior art. Turning conditions, and can simulate a real ground more comprehensively, including the longitudinal force simulation and lateral force simulation of the wheels.

For achieving the above object, the present invention provides the following scheme:

The invention provides a ring-shaped orthogonal torque chassis dynamometer for simulating steering conditions of automobiles, which mainly includes:

pedestal;

a support shaft, which is rotatably arranged on the base;

a wheel hub assembly, which is concentrically and fixedly installed on the support shaft;

a torsion contact tire, the torsion contact tire is concentrically sleeved on the outer edge of the wheel hub assembly, and the radial section of the torsion contact tire is a circular section;

A lateral torque motor, the lateral torque motor is arranged between the outer edge of the wheel hub assembly and the torsional contact tire to apply a lateral moment to the torsional contact tire and drive the torsional contact tire to roll and twist in situ ;

a longitudinal motor, the output end of the longitudinal motor is connected to the support shaft to drive the support shaft to rotate longitudinally;

a torque sensor, the lateral torque motor and the longitudinal motor are respectively connected with a torque sensor, and the torque sensor connected with the lateral torque motor is used to measure the force applied by the lateral torque motor to the tire to be tested The torque sensor connected with the longitudinal motor is used to measure the longitudinal torque applied by the longitudinal motor to the support shaft.

Optionally, the above-mentioned annular orthogonal torque chassis dynamometer for simulating vehicle steering conditions further includes an electric rotation transmission device, which is fixedly installed on the support shaft; the electric rotation output device and the lateral torque motor are connected. A communication connection and an electrical connection therebetween are used to control the output torque of the lateral torque motor.

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

Optionally, the hub assembly includes a first side spoke and a rim, and the first side spoke is respectively installed on both sides of the rim; the first side spoke is fixedly mounted on the support shaft, In order to transmit longitudinal torque to the entire hub assembly; the torsional contact tire is concentrically sleeved on the rim.

Optionally, the hub assembly includes a second side spoke and at least one middle spoke, and at least one of the middle spokes is disposed between the two second side spokes, and between any adjacent two middle spokes. And any adjacent second side spokes and the intermediate spokes are fixedly connected, and the second side spokes are fixedly mounted on the support shaft to transmit longitudinal torque to the entire hub assembly .

Optionally, at least one of the torsional contact tires is arranged laterally on the outer edge of the wheel hub assembly; the lateral torque motor is disposed between each of the torsion contact tires and the outer edge of the wheel hub assembly.

Optionally, limit wheels are provided on both sides of each of the torsion-contact tires to prevent lateral position deviation of the torsion-contact tires during lateral torsion; the limit wheels are arranged on the wheel hub assembly. The outer edge of the hub assembly is distributed along the circumferential direction of the hub assembly.

Optionally, a plurality of the lateral torque motors distributed along the circumferential direction of the hub assembly are disposed between each of the torsionally contacting tires and the outer edge of the hub assembly.

Optionally, the longitudinal motor is disposed outside the wheel hub assembly; or the longitudinal motor is disposed inside the wheel hub assembly, forming an integral structure with the wheel hub assembly.

Optionally, the above-mentioned annular orthogonal torque chassis dynamometer for simulating vehicle steering conditions further includes a measurement and control terminal, and the transverse torque motor, the longitudinal motor, the torque sensor and the electric rotation transmission device are all connected to The measurement and control terminal is in communication connection.

In use, the annular orthogonal moment chassis dynamometer is placed under the tires of each vehicle to be tested. The annular orthogonal torque chassis dynamometer is set corresponding to the position of the tires of the vehicle to be tested, so that the tires of the vehicle to be tested are placed on the annular orthogonal torque chassis dynamometer and dynamometer is performed. The position of the annular orthogonal moment chassis dynamometer can be adjusted according to the different wheel bases of the vehicle to be tested.

The present invention has achieved the following technical effects with respect to the prior art:

The annular orthogonal torque chassis dynamometer proposed by the present invention for simulating the steering conditions of an automobile has a reasonable structure design, including a base and an annular ring mainly composed of a support shaft, a transverse torque motor, a longitudinal motor, a wheel hub assembly, and a torsional contact tire Orthogonal torque wheel. For the movement of automobile tires, it usually moves on a 2-dimensional plane, so the degree of freedom of operation is 2; the present invention sets the longitudinal motor to drive the wheel hub assembly to rotate longitudinally, and sets the transverse torque motor to drive the torsion to contact the lateral torsion of the tire. , so that the above-mentioned annular orthogonal moment wheel has two directions of rotation at the same time, namely the rotation in the longitudinal direction of the vehicle (the running direction of the vehicle front and rear) and the rotation in the lateral direction (the running direction of the vehicle left and right), which can more comprehensively simulate a real The ground and completely simulate the movement of the car in the x and y directions on the plane, that is, it can not only simulate the straight driving of the car, but also simulate the vehicle under test running in the steering condition during the experiment on the chassis dynamometer, and even through the torque sensor. The output torque of the lateral torque motor and the longitudinal motor is measured in real time to achieve the effect of simulating the longitudinal and lateral forces of the tire.

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

(1) Compared with the traditional drum test bench, which can only simulate the longitudinal motion of the vehicle (movement in the front and rear directions) and cannot simulate the lateral motion of the vehicle (the movement in the left and right directions), the present invention can simultaneously simulate the longitudinal motion of the vehicle (the motion in the front and rear directions) and lateral movement (movement in the left and right directions) to simulate the steering conditions of the car. The invention upgrades the traditional stock turning test bench from the simulation of 1-dimensional motion to the simulation of 2-dimensional plane motion, and the improvement enables the vehicle to perform more realistic working condition simulation in the laboratory. For example, lateral control is often more important than longitudinal control in an unmanned test, but the lateral control of an unmanned vehicle cannot be simulated in a traditional drum test bench, but if the present invention is used, it can be carried out in the laboratory Hardware-in-the-loop simulation of corresponding hazardous conditions.

(2) Relative to the Rototest axle-coupled chassis dynamometer, the tires of the vehicle must be disassembled during the experiment, and then the dynamometer must be connected with the tire output shaft flange using the matching flange. The present invention does not need to disassemble the tire, The vehicle to be tested can be tested directly by driving it on the test bench, and the operation is more convenient.

(3) Compared with the rotating drum of the steering drum test bench in the steering condition, only the longitudinal component force is applied to the tire without the lateral component force. The present invention can simulate the simulation by connecting the torque sensor to the transverse torque motor of the annular orthogonal torque wheel. The lateral component force of the ground facing the tire (that is, the component force along the axis of the support shaft), and because the present invention can fully and truly simulate the 2-dimensional ground, the tire can be applied to the tire in any direction on the plane at any time. solution.

(4) Since the present invention does not need to disassemble the tire, some tire parameters during the test process of the tire can participate in the experiment, so as to simulate the coupling condition of the tire parameters and the vehicle dynamic parameters during the normal driving process of the vehicle, which is traditionally used. It cannot be fully realized in rotating drum test rigs, Rototest axle-coupled chassis dynamometers and steering drum test rigs.

Description of drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings required in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some of the present invention. In the embodiments, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without any creative effort.

Fig. 1 is the axonometric view of the ring-shaped orthogonal moment chassis dynamometer in the first embodiment;

Fig. 2 is the exploded view of annular orthogonal moment chassis dynamometer in the first embodiment;

Fig. 3 is the front view of the annular orthogonal moment chassis dynamometer in the first embodiment;

Fig. 4 is the axonometric view of the annular orthogonal moment chassis dynamometer in the second embodiment;

Fig. 5 is the front view of the annular orthogonal moment chassis dynamometer in the second embodiment;

6 is a radial section view of a torsional contact tire in the present invention;

7 is a schematic structural diagram of a transverse torque motor in the present invention;

Wherein, the reference signs are: 1. Ring-shaped orthogonal moment chassis dynamometer for simulating automobile steering conditions; 2. Base; 3. Ring-shaped orthogonal moment wheel; 31. Support shaft; 32. Wheel hub assembly; 321 , the first side spoke; 322, the rim; 323, the second side spoke; 324, the middle spoke; 33, the torsional contact tire; 34, the transverse torque motor; 35, the longitudinal motor; 4, the electric rotation transmission device; 5, Limit wheel; 6. Vehicle to be tested; 7. Tire to be tested.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

The purpose of the present invention is to provide a ring-shaped orthogonal torque chassis dynamometer for simulating steering conditions of automobiles. A realistic ground, including longitudinal and lateral force simulations on the wheels.

In order to make the above objects, features and advantages of the present invention more clearly understood, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

Example 1:

As shown in FIGS. 1-3 , this embodiment provides an annular orthogonal moment chassis dynamometer 1 for simulating steering conditions of an automobile, which mainly includes a base 2 , a support shaft 31 , a hub assembly 32 , and a torsional contact tire 33 , transverse torque motor 34, longitudinal motor 35 and measurement and control terminal. The wheel hub assembly 32 is concentrically and fixedly installed on the support shaft 31; the torsional contact tire 33 is concentrically sleeved on the outer edge of the hub assembly 32, and the torsional contact tire 33 is in the shape of a ring, and after it is straightened, it is cylindrical, and as shown in FIG. 6 As shown, its radial section is a circular section, and the outer ring of the torsional contact tire 33 can achieve continuous contact with the tire 7 to be tested; the lateral torque motor 34 is arranged between the outer edge of the hub assembly 32 and the torsional contact tire 33, The lateral moment is applied to the torsional contact tire 33, and the torsional contact tire 33 is driven to perform in-situ rolling torsion, that is, when the torsional contact tire 33 is rolled and twisted, each circular section of the torsional contact tire 33 rotates around its respective center of the circle; the support shaft 31 can It is rotatably arranged on the base 2, and the output end of the longitudinal motor 35 is connected to the support shaft 31 to drive the support shaft 31 and the hub assembly 32 on it to rotate longitudinally; the transverse torque motor 34 and the longitudinal motor 35 are both equipped with torque sensors, In order to obtain the output torque of the transverse torque motor 34 or the longitudinal motor 35 in real time; the above-mentioned transverse torque motor 34, the longitudinal motor 35 and each torque sensor are all connected to the measurement and control terminal in communication, so as to receive and regulate the operation signal of each component in real time through the measurement and control terminal. The above-mentioned support shaft 31, the hub assembly 32, the torsional contact tire 33, the transverse torque motor 34 and the longitudinal motor 35 together form an annular orthogonal torque wheel 3, and the annular orthogonal torque wheel 3 is loaded on the base through the support shaft 31. An annular orthogonal moment wheel 3 is placed under each tire to be tested 7 of the vehicle 6, so as to realize a real simulation of the running ground of the vehicle.

In this embodiment, as shown in FIGS. 1-3 , the above-mentioned annular orthogonal torque chassis dynamometer 1 for simulating vehicle steering conditions further includes an electric rotation transmission device 4 , which is fixedly mounted on the support shaft 31 . The electrical rotation transmission device 4 can communicate the electrical energy or electrical signals on the two relatively rotating components, which can be slip rings or wireless energy transmission devices. The electric rotation transmission device 4 is communicatively connected and electrically connected to the transverse torque motor 34 , and the main function of fixing it on the support shaft 31 here is to connect the electrical energy and electrical signals on the relatively static grid with the rotating transverse torque motor 34 . connected to control the output torque of the lateral torque motor 34 .

In this embodiment, as shown in FIGS. 1-3 , the hub assembly 32 includes second side spokes 323 located on both sides and at least one intermediate spoke 324 arranged between the two second side spokes 323 . The two middle spokes 324 and any adjacent second side spokes 323 and the middle spokes 324 are fixedly connected, and the second side spokes 323 are fixedly mounted on the support shaft 31 to transmit the longitudinal torque output by the longitudinal motor 35 It is transmitted to the entire annular orthogonal moment wheel 3 . Wherein, the side spokes 323 can be combined with the middle spokes 324 to install the torsional contact tire 33. After the side spokes 323 are connected with the adjacent middle spokes 324, the formed outer edge structure is used to concentrically sleeve the torsion contact tire 33. , and the lateral torque motor 35 is fixedly installed between the torsional contact tire 33 and the above-mentioned outer edge structure. Similarly, the intermediate spokes 324 and the adjacent intermediate spokes 324 can also be combined to install the torsional contact tire 33. After any two adjacent intermediate spokes 324 are connected, the formed outer edge structure is used to concentrically sleeve the torsional contact tire 33, and the torsional contact tire 33 is twisted. A lateral torque motor 35 is fixedly installed between the contact tire 33 and the above-mentioned outer edge structure. A row of lateral torque motors 35 is correspondingly arranged on the inner ring of each torsional contact tire 33 , and each row of lateral torque motors 35 is evenly distributed along the circumference of the outer edge of the intermediate spokes 324 in the hub assembly 32 , and the intermediate spokes 324 can be freely configured according to actual conditions. The corresponding number of torsional contact tires 33 and the corresponding number of rows of lateral torque motors 35 are further configured.

In this embodiment, as shown in FIGS. 1-3 , at least two torsionally contacting tires 33 may be arranged on the hub assembly 32 in the lateral direction (along the axial width direction of the hub assembly 32 ), and the at least two torsionally contacting tires 33 The sum of the axial widths should not be less than the axial width of the tire 7 to be tested. In order to improve the accuracy of the experiment, the annular orthogonal torque wheel 3 should provide a relatively wide supporting contact surface for the tire 7 to be tested as much as possible. In this embodiment, it is preferable to arrange four torsional contact tires 33 side by side, and the transverse torque motor 35 is arranged correspondingly. In four rows, correspondingly, three intermediate spokes 324 are continuously arranged between the two second side spokes 323 . Wherein, the adjacent torsional contact tires 33 are closely arranged to ensure continuous contact between the annular orthogonal moment wheel 3 and the tire 7 to be tested.

In this embodiment, as shown in FIG. 7 , each row of lateral torque motors 34 is mounted on the intermediate spokes 34 through motor brackets. The transverse torque motor 35 is preferably an outer rotor motor, as shown in FIG. 7 , the outer rotor of which is preferably a cylindrical barrel-shaped structure. The outer rotor motor is an existing motor structure, and its structure and working principle are not repeated here.

In this embodiment, as shown in FIGS. 2 and 7 , limit wheels 5 are provided on both sides of each torsional contact tire 33 , and the limit wheels 5 are arranged between the second side spokes 323 and the middle spokes 324 in the hub assembly 32 . The outer edge is evenly spaced along the circumferential direction of the second side spokes 323 and the middle spokes 324 to prevent the torsional contact of the tire 33 from generating lateral (the axial direction of the support shaft 31, that is, the vehicle to be tested 6) during the lateral torsion of the tire 33. the left and right directions) position offset. At the same time, in order to reduce the torsional friction force of the torsional contact tire 33, the limit wheels 5 are set as free rotation structures, that is, each limit wheel 5 is installed on the outer edge of each wheel spoke through a shaft pin, and each shaft pin is along the edge of the wheel spoke. Arranged in the tangential direction, each limiting wheel 5 can freely rotate relative to the respective axle pins.

In this embodiment, the longitudinal motor 35 is responsible for generating the longitudinal torque, and an external motor is generally used, that is, it is disposed outside the wheel hub assembly 32, which has the advantage of low cost and mature technology. At the same time, a wheel-side motor can also be used, that is, the longitudinal motor 35 is integrated with the wheel hub assembly to form an integrated structure in the wheel body. .

In use, a set of annular orthogonal torque chassis dynamometers 1 for simulating vehicle steering conditions are placed under the tires 7 to be tested of each vehicle to be tested 6 . The annular orthogonal torque chassis dynamometer is set corresponding to the tires 7 to be tested of the vehicle 6 to be tested, so that the tires of the vehicle 6 to be tested are placed on the annular orthogonal torque chassis dynamometer and dynamometer is performed. The position of the annular orthogonal moment chassis dynamometer can be adjusted according to the wheelbase of the vehicle to be tested. During power measurement, the operation of the entire process is controlled by the measurement and control terminal, which is an existing terminal structure, and details are not repeated here.

It should be explained that although the support shaft 31 is arranged parallel to the left-right direction of the vehicle 6 to be tested, the support shaft 31 serves as the longitudinal rotation center axis for transmitting the longitudinal output torque of the longitudinal motor 35 to drive the annular orthogonal torque wheel along the to-be-measured vehicle 6 . The measured vehicle 6 rotates in the front and rear directions; similarly, the torque output by each lateral torque motor 34 is the lateral torque along the left and right directions of the vehicle 6 to be measured. The direction of the output torque of the lateral torque motor 34 is perpendicular to the direction of the output torque of the longitudinal motor 35 , thereby realizing the orthogonality of the bidirectional torque.

It can be seen that the annular orthogonal torque chassis dynamometer proposed in the first embodiment for simulating the steering conditions of the automobile has a reasonable structure design, including the base and the main components of the support shaft, the lateral torque motor, the longitudinal motor, the wheel hub assembly, The torsional contact tire consists of an annular orthogonal moment wheel. For the movement of automobile tires, it usually moves on a 2-dimensional plane, so the degree of freedom of operation is 2; the present invention sets the longitudinal motor to drive the wheel hub assembly to rotate longitudinally, and sets the transverse torque motor to drive the torsion to contact the lateral torsion of the tire. , so that the above-mentioned annular orthogonal moment wheel has two directions of rotation at the same time, namely the rotation in the longitudinal direction of the vehicle (the running direction of the vehicle front and rear) and the rotation in the lateral direction (the running direction of the vehicle left and right), which can more comprehensively simulate a real The ground and completely simulate the movement of the car in the x and y directions on the plane, that is, it can not only simulate the straight driving of the car, but also simulate the vehicle under test running in the steering condition during the experiment on the chassis dynamometer, and even through the torque sensor. The output torque of the lateral torque motor and the longitudinal motor is measured in real time to achieve the effect of simulating the longitudinal and lateral forces of the tire.

Embodiment 2:

This embodiment provides another annular orthogonal moment chassis dynamometer 1 for simulating steering conditions of an automobile. The difference from the first embodiment is that the structure of the hub assembly 32 is different and the number of the torsional contact tires 33 is different. All are the same as the first embodiment, and are not repeated here.

As shown in FIGS. 4-5 , the hub assembly 32 includes a first side spoke 321 and a rim 322 . A first side spoke 321 is fixedly installed on both sides of the rim 322 ; the first side spoke 321 is fixedly mounted on the support shaft 31 . to transmit longitudinal torque to the entire hub assembly 32 . Since the torsional contact tire 33 is in continuous contact with the tire to be tested 7 , only one torsional contact tire 33 is provided to achieve the design purpose of the present invention. A torsional contact tire 33 is concentrically sleeved on the rim 322, and a row of transverse torque motors 34 are arranged between the rim 322 and the inner ring of the torsional contact tire 33, and each transverse torque motor 34 is arranged along the tangential direction of the rim 322, A row of transverse torque motors 34 are evenly spaced along the circumferential direction of the rim 322 . Wherein, in order to meet the test requirements, the tangential cross-sectional area of the single torsional contact tire 33 described above should be enlarged compared to the tangential cross-sectional area of the single torsional contact tire 33 in the first embodiment.

Correspondingly, in this embodiment, the limiting wheel 5 is installed on the outer edge of the first side spokes 321 , and the installation method and working principle are the same as those in the first embodiment, and will not be repeated here.

The annular orthogonal torque chassis dynamometer proposed in the second embodiment for simulating vehicle steering conditions can be used as an alternative to the annular orthogonal torque chassis dynamometer used in the first embodiment for simulating vehicle steering conditions.

It should be noted that it is obvious to those skilled in the art that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. . Therefore, the embodiments are to be regarded in all respects as illustrative and not restrictive, and the scope of the invention is to be defined by the appended claims rather than the foregoing description, which are therefore intended to fall within the scope of the claims. All changes that come within the meaning and range of equivalents of , are intended to be embraced within the invention, and any reference signs in the claims shall not be construed as limiting the involved claim.

In the present invention, specific examples are used to illustrate the principles and implementations of the present invention, and the descriptions of the above embodiments are only used to help understand the method and the core idea of the present invention; There will be changes in the specific implementation manner and application scope of the idea of the invention. In conclusion, the contents of this specification should not be construed as limiting the present invention.

Claims (9)

1. an annular orthogonal moment chassis dynamometer for automobile steering working condition simulation is characterized in that, comprising: pedestal; a support shaft, which is rotatably arranged on the base; a wheel hub assembly, which is concentrically and fixedly installed on the support shaft; a torsion contact tire, the torsion contact tire is concentrically sleeved on the outer edge of the wheel hub assembly, and the radial section of the torsion contact tire is a circular section; a lateral torque motor, the lateral torque motor is disposed between the outer edge of the wheel hub assembly and the torsional contact tire, so as to apply a lateral moment to the torsional contact tire and drive the torsional contact tire to roll and twist; a longitudinal motor, the output end of the longitudinal motor is connected to the support shaft to drive the support shaft to rotate longitudinally; A torque sensor, the lateral torque motor and the longitudinal motor are respectively connected with a torque sensor, and the torque sensor connected with the lateral torque motor is used to measure the lateral torque applied by the lateral torque motor to the tire to be tested torque, the torque sensor connected with the longitudinal motor is used to measure the longitudinal torque applied by the longitudinal motor to the support shaft; An electric rotation transmission device, the electric rotation transmission device is fixedly installed on the support shaft; the electric rotation transmission device is connected in communication with the lateral torque motor to control the output torque of the lateral torque motor. 2 . The annular orthogonal torque chassis dynamometer according to claim 1 , wherein the electric rotation transmission device is a slip ring or a wireless power transmission device. 3 . 3. The annular orthogonal moment chassis dynamometer for simulating vehicle steering conditions according to claim 1, wherein the hub assembly comprises a first side spoke and a rim, and the two sides of the rim are respectively One of the first side spokes is installed; the first side spokes are fixedly mounted on the support shaft to transmit longitudinal torque to the entire hub assembly; the torsional contact tire is concentrically sleeved on the rim superior. 4 . The annular orthogonal moment chassis dynamometer for simulating vehicle steering conditions according to claim 1 , wherein the hub assembly comprises a second side spoke and at least one intermediate spoke, and at least one of the The middle spokes are arranged between the two second side spokes, and are fixedly connected between any two adjacent middle spokes and between any adjacent second side spokes and the middle spokes, and all the The second side spokes are fixedly mounted on the support shaft to transmit longitudinal torque to the entire hub assembly. 5 . The annular orthogonal moment chassis dynamometer according to any one of claims 1 , 3 and 4 for simulating steering conditions of an automobile, wherein the outer edge of the hub assembly is laterally provided with at least one The torsional contact tires are provided; the lateral torque motor is disposed between each of the torsional contact tires and the outer edge of the wheel hub assembly. 6. The annular orthogonal moment chassis dynamometer for simulating vehicle steering conditions according to claim 5, characterized in that, limit wheels are provided on both sides of each of the torsional contact tires to prevent the The torsional contact tire produces lateral positional deviation during the lateral torsion; the limiting wheel is arranged on the outer edge of the hub assembly and distributed along the circumferential direction of the hub assembly. 7 . The annular orthogonal moment chassis dynamometer for simulating steering conditions of an automobile according to claim 5 , wherein each of the torsional contact tires and the outer edge of the hub assembly is provided with a dynamometer. 8 . A plurality of the lateral torque motors are distributed along the circumferential direction of the hub assembly. 8 . The annular orthogonal torque chassis dynamometer for simulating steering conditions of an automobile according to claim 1 , wherein the longitudinal motor is arranged on the outer side of the wheel hub assembly; or the longitudinal motor is arranged at the outer side of the wheel hub assembly. 9 . The inner side of the wheel hub assembly forms an integral structure with the wheel hub assembly. 9 . The annular orthogonal torque chassis dynamometer for simulating vehicle steering conditions according to claim 1 , further comprising a measurement and control terminal, the lateral torque motor, the longitudinal motor, the torque sensor Both the electric rotation transmission device and the measurement and control terminal are connected in communication.

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