JP3027229B2 - Occupant load application structure in motorcycle road simulation system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a road simulation device capable of reproducing the actual road load on a motorcycle on a test bench, and more particularly, to a case where an occupant is in such a road simulation device. The present invention relates to an occupant load applying structure in a road simulation device capable of reproducing an actual traveling road surface load in substantially the same state.

[0002]

2. Description of the Related Art Since a road simulation device can reproduce the actual road load on a completed vehicle on a test bench, it is widely used as an effective device in the development of vehicles such as automobiles for performance evaluation, durability test and the like. By the way, the conventionally known motorcycle road simulation device generally mounts a weight having the same weight as an occupant fixedly on an upper portion of a seat.

[0003]

In this case, however, the weight is moved integrally with the seat, and the weight is moved up and down with a slight time delay with respect to the seat like an actual driver. Difficult to do.

It is also conceivable to vibrate simply by placing the weight on the seat. In this case, when the vehicle body is vibrated strongly, the weight is displaced from the seat, and the left and right balance is lost. There is a problem that the weight slips off the sheet.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an occupant load applying structure in a road simulation device capable of faithfully reproducing an actual running road surface load when an occupant is in a seat. Aim.

[0006]

According to the present invention, an axle for supporting a rear wheel of a motorcycle extends forward from a reaction force jig disposed behind the axle, and is provided with an appropriate space in the left and right directions. A load simulation device for a motorcycle, which supports the axle up and down by a vibrator while supporting the axle up and down freely via a link mechanism having parallel link arms that are spaced apart from each other. A weight equivalent to a driver is placed on the upper portion of the seat, and the weight is supported by the left and right parallel link arms extending forward from the reaction force jig so as to be vertically movable.

According to a second aspect of the present invention, in addition to the first aspect, a first weight corresponding to a passenger and a second weight corresponding to a driver are provided above the seat of the motorcycle. The first and second weights are vertically movably connected to each other by left and right parallel link arms, and the first weight extends forward from the reaction force jig. It is characterized by being supported vertically movable by left and right parallel link arms.

[0008]

According to the first aspect of the invention, when the rear portion of the motorcycle is vibrated vertically by the vibrator, the weight placed on the seat is completely independently supported by the seat. As the sheet moves up and down, the sheet moves up and down with a slight time lag. That is, the weight moves substantially the same as the occupant on the seat.

At this time, since the weight is supported by the left and right parallel link arms extending from the reaction force jig, the movement in the left and right direction is restricted. For this reason, even if a strong vibration is applied to the motorcycle so as to cause bottoming, the weight does not shift from the seat in the left-right direction. The parallel link arm that supports this weight is extended from the reaction force jig that supports the axle for supporting the rear wheel of the vehicle body, so the parallel link arm that supports the weight and the parallel link that supports the axle at the rear of the vehicle body The arm performs the same movement as the arm, and the weight does not shift in the front-rear direction with respect to the vehicle body seat.

According to the second aspect of the invention, when the rear portion of the motorcycle is forcibly vibrated in the vertical direction by the vibrator, the first and second weights placed on the seat are attached to the seat. It is completely independently supported, and the weights are simply connected via link arms and move freely up and down, so that both weights are in a tandem state. Will perform the same movement as the occupant in. Therefore,
In practice, a road surface load similar to that in a two-seater state can be applied.

At this time, the weights are connected to each other by parallel link arms, and the first weight is supported by left and right parallel link arms extending from the reaction force jig. There is no displacement in the left-right direction and in the front-rear direction with respect to the sheet, and the weights do not shift off the sheet.

[0012]

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a side view of a road simulator for a motorcycle provided with an occupant load applying structure according to the present invention.

Reference numeral 1 denotes a motorcycle to be vibrated, and the front and rear wheels of the vehicle have been removed in advance. Reference numeral 2 denotes a front axle rotatably supported by a body frame (not shown) of the motorcycle. The axle 2 is supported by a telescopic type suspension 3. Reference numeral 5 denotes a rear axle. The axle 5 is attached to a rear fork 6 which is swingably supported by a rear cushion (not shown) combined with a link mechanism.

Reference numeral 10 denotes axle vibration means for directly vibrating the axles 2 and 5 in front and behind the motorcycle 1. The axle exciting means 10 includes a mechanical part 11 for actually exciting the axle and a controller 1 for controlling the mechanical part 11.
And 2.

The mechanical part 11 of the axle vibrating means vibrates the axle 5 on the rear side of the motorcycle 1 in the vertical direction, and vibrates the axle 2 on the front side in the vertical direction. It comprises a second vibrator 15 and a third vibrator 16 for vibrating the front axle 2 in the front-rear direction. For the vibrators 14, 15, 16 for example, double-acting hydraulic cylinders capable of applying both tensile and compressive forces are used.

The piston rods 14 of the vibrators 14 and 15
One ends of connecting rods 17, 17 are respectively pin-connected to the tips of a, 15a, and the other ends of the connecting rods 17, 17 are pin-connected to axles 2, 5, respectively. Further, one end 18b of the swing plate 18 is pin-connected to the tip of the piston rod 16a of the vibrator 16 via a link 16aa.
The oscillating plate 18 is formed in a triangular shape in a side view, and a central base end portion 18 a is rotatably supported on a support 19. The other end 18c of the rocking plate 18 is pin-connected to one end of a vibration rod 20 extending substantially in the horizontal direction, and the other end of the vibration rod 20 is pin-connected to the front axle 2.

That is, when the piston rod 16a of the third vibrator 16 expands and contracts in the vertical direction, the front axle 2 of the motorcycle is vibrated in the front-rear direction via the rocking plate 18 and the vibration rod 20. It has a structure to be shaken. The vibrating rod 20 is provided with a load detecting means 21. The load detecting means 21 is interposed on the side as far as possible from the vehicle body (the rocking plate 18 side) in order to avoid vibration at the time of excitation.

Reference numeral 25 denotes a rigid reaction force jig for restricting the movement of the motorcycle body in the front-rear direction. The rear axle 5 of the motorcycle is connected to the reaction force jig 25 via parallel link arms 26, 26 (this configuration will be described in detail later).

FIGS. 2 to 5 show details of the support structure of the rear axle 5. That is, spacers 34 are interposed on the outer periphery of the axle 5 and inside the left and right rear forks 6 and 6 extending from the vehicle body frame, respectively, and a vibration point P exists at a substantially central portion of the axle 5. Has become.

More specifically, as shown in FIGS. 2 and 3, the spacer 34 is composed of a bolt member 35 and a nut member 36 which is screwed to the bolt member 35. , The spacer 34
The length of itself can be adjusted. Thereby, the excitation point P is adjusted so as to be substantially at the center of the axle 30. A connecting member 37 is fitted between the left and right spacers 34, and the tip of the connecting rod 17 extending from the first vibrator 14 is provided at the center of the connecting member 37.
9 is spherically supported. Reference numeral 40 denotes a fixing nut screwed from the outside of the rear fork 6 to the end of the axle 5.

The rear axle 5 has a link mechanism 41.
, And is supported by the reaction force jig 25 in a state in which it can move up and down and is restricted from moving in the left and right directions. The link mechanism 41 includes left and right link arms 26, 26 arranged in parallel at appropriate intervals, and the link arms 26, 2
6 are connected to each other. The members 26 and 43 are connected to each other via a connecting member 44 to increase the overall rigidity of the link mechanism 41. The distal end of the link arm 26 is connected to the axle 5 via a connecting member 39.
And attached to the inner portions of the rear forks 6, 6.

A connecting member 44 for connecting the link arm 26 and the cross member 43 has a link arm 2 between three members 44a, 44b, and 44c which are vertically overlapped.
6 and the cross member 43 are sandwiched, and the members are tightened with bolts 45 (see FIG. 5). Three members 44a to 44 superimposed in the vertical direction
An arc-shaped groove corresponding to the outer shape of the link arm 26 or the like is formed on the lower surface or the upper surface of 4c so that the link arm 26 or the like is firmly connected.

The left and right link arms 26, 26 are configured such that their relative lengths can be adjusted. That is,
As shown in FIG. 3, the link arm 26 has a configuration in which a first arm 26a and a second arm 26b arranged coaxially are connected to each other by a nut member 46, and the first and second arms 26a , 26b are provided with external thread portions 26aa, 26bb cut in opposite directions, respectively.
The overall length of the can be adjusted. Note that 47
... are nuts for preventing loosening.

As shown in FIGS. 6 to 8, a first weight 5 corresponding to a passenger is provided on an upper portion of a seat 49 of the motorcycle.
0 and a second weight 51 equivalent to the driver are placed so as to be shifted back and forth, and the weights 50 and 51 are vertically movable and parallel to each other by left and right parallel link arms 52 and 53. It is connected and supported with its movement restricted. The rear weight 50 is connected to the reaction jig 25.
Left and right parallel link arms 54 extending forward from the upper part of the
It is supported by 55 so as to be vertically movable and restricted from moving in the left-right direction.

That is, the first and second weights 5
Numerals 0 and 51 have a structure in which a plurality of weight pieces 50a... 51a are stacked in the vertical direction, and their four corners are connected to each other by bolts 57. For this reason, the load of the weight can be adjusted by changing the number of stacked pieces 50a and 51a as necessary. In addition,
Reference numeral 58 denotes a carrying handle attached to the uppermost weight pieces 50a and 51a.

The lowermost weight piece 5 of the first weight 50
0a is a rod 60 having a threaded portion 60a formed at the tip.
Are penetrated in the left-right direction, and one end of each of the parallel link arms 52 and 53 is provided at both ends of the rod 60.
A nut 62 is screwed and fixed to the threaded portion 60a of the rod 60 with a spacer 61 fitted on the outer periphery of the rod 60 interposed therebetween. The other ends of the parallel link arms 52 and 53 are fixed by a rod 64 penetrating the lowermost weight piece 51a of the second weight 51 in the left-right direction and a nut 65 screwed into a threaded portion at the tip of the rod 64. Have been. The spacer 66 is also fitted on the outer periphery of the rod 64. The rods 60 and 64 pass through substantially the centers of the first and second weights 50 and 51, respectively.

The parallel link arms 52 and 53 have the same structure, and are adjustable in length.
That is, as shown in FIG. 7, the link arms 52 and 53 include female arms 52a and 53a having a U-shaped cross section, and male arms 52b and 53b slidably fitted to the female arms 52a and 53a. And the male arms 52b, 53b
Holes 52bb... 5 provided at predetermined intervals in the length direction of
Bolts and nuts are screwed into two appropriately selected locations of 3bb... To be set to a predetermined length.

Further, as shown in FIG.
Brackets 68, 68 are attached to the upper part of the main body 5 at an interval substantially equal to the width of the weights 50, 51 in the left-right direction.
One end of each of the first and fourth members 55 is connected to be rotatable in a vertical direction. The other ends of the parallel link arms 54 and 55 are connected to a rod 6 penetrating the lowermost weight piece 50a of the rear weight 50.
9 and a rotatable connection by a nut 70 screwed to the external thread 69a of the tip of the rod 69. 7
1 is a spacer fitted around the outer periphery of the penetrating portion of the weight 50 of the rod 69.

In this embodiment, when the parallel link arms 52, 53, 54, 55 are connected to the weights 50, 51, the rods 60, 6 pass through the weights 50, 51.
4, 69, and means for connecting the parallel link arms 52, 53, 54, 55 to the rods 60, 64, 69 are used. However, the present invention is not limited to this, and as shown in FIG. A nut 80 is fixed to 51 (50) by welding.
2 (53, 54, 55) may be loosely fitted and a locking bolt 82 may be screwed in from outside through a washer 81.

Here, the rods 60, 64, 69 penetrating the weights 50, 51 are respectively arranged in parallel with each other, and the rods are connected to the parallel link arms 52, 53, 53, respectively.
They are arranged so as to be orthogonal to 54 and 55. The parallel link arms 54 and 55 are also provided with a length adjusting mechanism having the same configuration as that of the parallel link arms.

As the length adjusting mechanism attached to the parallel link arms 54, 55, in addition to those shown in FIGS. 6 and 7, as shown in FIG.
55 are formed in a pipe shape, and nut portions 85, 85 each having a reverse screw at one end thereof are provided at the opposite ends thereof.
The bolt portions 87 provided at both ends of the rod 86 may be screwed into the 5, 85, and the rod 86 may be rotated as required. Reference numeral 88 denotes a nut for preventing loosening.

Next, with reference to FIGS. 9 to 13, a description will be given of a vibration method by the road simulation apparatus having the above structure. The controller 12 of the axle vibration means 10
Will be clarified by a vibration method described below, and a description of a single configuration will be omitted.

In the above-described road simulation apparatus, the first to third vibrators 14, 15, 16 are each subjected to displacement control. This is because displacement control can perform control at a higher speed or higher acceleration than load control, so that the accuracy of reproducing the actual road load can be further improved.

Here, in the above-mentioned road simulation apparatus, the forward and backward movement of the rear axle 5 is regulated by the parallel link arm 26 pin-connected to the reaction force jig 25, as shown in FIG. 1, the second vibrator 14,
When the 15 is operated, the left end of the parallel link arm 26 draws an arc-shaped trajectory, which may cause an unexpected compression load or tension load in the front-rear direction to the vehicle body. The following learning control for eliminating such a defect is performed. In other words, since the following learning control is performed, it is possible to perform high-speed displacement control by the first to third vibrators 14 to 16 while supporting with a reaction force jig having an extremely simple configuration. Become.

That is, a command for controlling the hydraulic cylinder in the third vibrator 16 is issued to the computer incorporated in the controller 12 so that the value of the load detecting means 21 is always zero. .

Next, the first and second vibrators 14 and 15 are operated based on a command from the computer to move the piston rods 14a and 15a at a low speed from the lowest point to the highest point (third). By operating the vibrator 16 following the first and second vibrators 14 and 15, the vibrator 16 is moved at such a speed that the value of the load detecting means 21 can always be kept at zero). The locus of the piston rod 16a of the third vibrator 16 at this time is input to the memory of the computer via the A / D converter. FIG. 9 shows the storage map. In this way, the displacement of the third vibrator 16 is input in relation to the displacement of the first and second vibrators 14 and 15.

Next, the third vibrator 16 is switched to the displacement control that operates according to the map, and the first and second vibrators 14 and 15 are operated so that the respective piston rods 14a and 15a are moved. Set to the neutral point of excitation. At this time, the third vibrator 16 moves along the map, and the piston rod 1 of the third vibrator 16
6a reaches the vibration neutral point. Hereinafter, each of the vibrators 14, 1
By operating the wheels 5 and 16 based on an input signal described later, an actual road surface load can be applied to the motorcycle.

When stopping the vibrators 14, 15, 16 as well, the third vibrator 16 is caused to move along the above-described map and then stopped. Note that the above map is obtained by learning once for one vehicle, and thereafter, the vehicle can be stably started or lowered any number of times along this map.

Next, an actual vibration method will be described.
In the concentrated endurance road test of the motorcycle, the bottoming of the suspension tends to occur, and the maximum load also occurs at the time of the bottoming. For strength / durability testing,
It is an important issue whether the maximum load in actual running can be faithfully reproduced.

By the way, a control program often used in this type of excitation system is based on the assumption that a linear approximation transfer function is established, and is not suitable for reproducing a phenomenon having strong nonlinearity such as suspension bottoming. In order to cope with this, it is effective to generate the same amount of bottoming as in the actual running and measure the transfer function at this time.

That is, as shown in FIG. 10, in order to reproduce the target signal Y, the transfer function Ga measured with the test signal Xa was measured with a signal Xb which is almost equal to the magnitude of the transfer function Ga during actual running. The transfer function Gb has a better degree of approximation. The signal Xb that satisfies such conditions is a test signal that can reproduce the distribution of the absolute value of the Fourier spectrum of the target signal Y on a test bench. The test signal Xb and the transfer function Gb measured therefrom are described below. (See FIG. 11).

First, a vehicle is excited by a noise signal (input signal) having characteristics such as white noise and 1 / f ^2, and a transfer function at this time is measured. In the measurement of the transfer function, for example, when the one accompanying the vibration of the first vibrator 14 is to be obtained, the accelerometer C ₁ is attached to a position above the axle 5 on the rear fork 6. The behavior is measured and determined from this value and the noise signal as the input signal. A second or third vibrator 1
When measuring 5,16 transfer function of the accelerometer C ₂ on the top of the front axle 2 and paste the strain gauge C ₃ on the lower side of the inner pipe 3a of the bottom bridge of the front suspension 3, they The value is obtained from each transducer value and the input signal.

Next, while calculating the inverse transfer function from the measured transfer function, the actual running of the acceleration or strain measured by the transducer provided on the rear fork 6 or the like when the vehicle is running on the test track in advance. The data is Fourier-transformed, the product of this value and the inverse transfer function is obtained, and the value is inversely Fourier-transformed to obtain a new noise signal for transfer function measurement, and the vehicle is excited by the noise signal. The determining whether the distribution of the Fourier spectrum absolute value of the accelerometer C _1, C ₂ or the measured output signal at the strain gauge C ₃ at this time is similar to the distribution of the absolute value of the Fourier spectrum of the real run I do. If the degree of approximation is not within the predetermined range, the iterative correction shown in FIG. 11 is performed, and the process is continued until the degree of approximation is within the predetermined range.

Then, the accelerometer C when vibrating by the vibrator is used.
_1, C ₂ or when the distribution of the absolute value of the Fourier spectrum of the output signal of the strain gauge C ₃ is within a predetermined range with respect to the distribution of the actual run, level determines in accordance with the frequency of the transfer function measurement noise The transfer function Gb is measured by vibrating the transfer function measurement noise group a plurality of times, and the iterative correction process for reproducing the actual road load is performed based on the transfer function.

In the above-described vibration control, the same amount of bottoming as in actual running is generated, and a transfer function at that time is obtained, and based on the transfer function, iterative correction processing for reproducing the actual road running load is performed. In addition, even in a non-linear response system, vibration can be performed in a state close to the actual road load.

Although the above control has been described by taking a single axis as an example for the sake of explanation, the actual vibration is performed by the first to third vibrators 14, 15, 16 as shown in FIG. Performed by three-axis vibration. In the multi-axis excitation system, it is necessary to allow for crosstalk between channels. More specifically, the first vibrator 14 is subjected to test vibration alone several times, and is attached to each transducer (the accelerometers C ₁ and C ₂ provided on the rear fork 6 and the front fork 3 or the front fork 3). The transfer functions G ₁₁ , G ₁₂ and G ₁₃ are obtained by measuring the output of the strain gauge C ₃ ). Next, the same processing is performed for the second and third vibrators 15 and 16, and as a result, a 3 × 3 transfer function matrix as shown in FIG. 5 is obtained. That is, as shown in this equation, for example, the output Y of the transducer 1 (the accelerometer provided on the rear fork 6)
₁ is represented by _{Y 1 = G 11 X 1 +} G 21 X 2 + G 31 X 3.

Here, in the notation Gmn, m indicates the number of the vibrator, and n indicates the number of the transducer. Then, an expression using an inverse transfer function matrix is obtained from the expression shown in FIG. 12 as shown in FIG. This is the basic equation for the three-axis system simulation device, and the input signal is obtained based on this.

According to the above-mentioned vibration, the center of the axle 5 can be vibrated by setting the vibration point P by the first vibrator 14 at the substantially center of the axle 5, so that the It is possible to prevent the occurrence of a specific problem seen in motorcycles, that is, a problem in which the vehicle body swings right and left during simulation due to a narrower vehicle width than a vehicle such as an automobile. Also, during the simulation, the body of the motorcycle shakes left and right,
It is also possible to prevent a problem that the vibration rod abuts against a member such as a silencer located near the axle 5.

Further, strain gauges are attached to the left and right front forks 3 supporting the front axle, and the lengths of the left and right link arms 26 are adjusted so that the loads applied to the left and right front forks from the reading of these strain gauges become equal. The left and right link arms 26 are rigidly connected by the cross member 43 when the adjustment is completed. Thus, when performing a subsequent simulation, it is possible to excite the vehicle body while suppressing the lateral vibration of the vehicle body in the left-right direction.

Further, the motorcycle is provided with the vibrators 14, 15, 1
6, the first and second weights 50 and 51 placed on the sheet 49 are
Are completely independent of the seat 49
Moves up and down so as to follow it with a slight time delay. That is, the weights 50 and 51
Performs the same movement as when the occupant actually gets on the seat 49.

At this time, since the first weight 50 is supported by the left and right parallel link arms 54 and 55 extending from the reaction jig 25, the movement in the left and right direction is restricted. For this reason, even if the motorcycle is subjected to a strong vibration that may cause bottoming, the first weight 50 may be attached to the seat 49.
From left and right. Further, since the parallel link arms 54, 55 supporting the first weight 50 extend from the reaction force jig 25 supporting the axle 5 for supporting the rear wheel of the vehicle body, the parallel link arms 54, 55 are A parallel link arm 26 supporting the axle 5 at the rear of the vehicle body,
The movement is similar to that of the weight 26, so that the weight 50
Does not shift with respect to the seat 49 in the front-rear direction. Further, the second weight 51 supported by the first weight 50 via the parallel link arms 52 and 53 is not displaced in the front-rear direction with respect to the seat 49.

Further, the first and second weights 50 and 51 placed on the sheet 49 are completely independently supported on the sheet 49, and the weights 50 and 51 are simply linked arms 52. , 53, and both move freely in the up-down direction, so that both weights 50, 51 behave like a passenger in a tandem state. Therefore, it is possible to reproduce the same actual road surface load as when the occupant actually gets on the seat.

In the above embodiment, the third vibrator 16
Of the vibrating rod 2 via the rocking plate 18 and the link 16aa
0, the axis is arranged so as to be directed vertically, but the swing plate 18 is eliminated, and the third vibrator is arranged so that the axis is horizontally oriented, and directly connected to the vibrating rod 20. You may connect.

In each of the above embodiments, the front and rear axles 2 and 5 are directly vibrated by the first to third vibrators 14 to 16, however, members having a certain rigidity such as wheels and hubs are used. The axles 2 and 5 may be excited via the.

Further, in the above embodiment, the two weights 50, 51 connected to each other by the parallel link arms 52, 53 are placed on the sheet 49, but it is not always necessary to place two weights. Or just

[0056]

As described above, according to the present invention, the following excellent effects can be obtained. According to the first aspect of the invention, when the rear part of the motorcycle is forcibly excited in the vertical direction by the shaker, the weight placed on the seat is completely independently supported by the seat. Therefore, the sheet moves up and down so as to follow the sheet with a slight time delay as the sheet moves up and down. That is, the weight moves substantially the same as the occupant on the seat. Therefore, it is possible to reproduce the same road surface load as when the occupant is on the seat.

At this time, since the weight is supported by the left and right parallel link arms extending from the reaction force jig, the movement in the left and right direction is restricted. For this reason, even if a strong vibration is applied to the motorcycle so as to cause bottoming, the weight does not shift from the seat in the left-right direction. The parallel link arm that supports this weight is extended from the reaction force jig that supports the axle for supporting the rear wheel of the vehicle body, so the parallel link arm that supports the weight and the parallel link that supports the axle at the rear of the vehicle body The arm performs the same movement as the arm, and the weight does not shift in the front-rear direction with respect to the vehicle body seat.

According to the second aspect of the present invention, when the rear portion of the motorcycle is forcibly vibrated in the vertical direction by the vibrator, the first and second weights placed on the seat are attached to the seat. It is completely independently supported, and the weights are simply connected via link arms and move freely up and down, so that both weights are in a tandem state. Will perform the same movement as the occupant in. Therefore,
In practice, a road surface load similar to that in a two-seater state can be applied.

At this time, the weights are connected to each other by parallel link arms, and the first weight is supported by the left and right parallel link arms extending from the reaction force jig. There is no deviation in the left-right direction and in the front-rear direction with respect to the seat, and their weights do not slip off the seat.

[Brief description of the drawings]

FIG. 1 is a side view of a road simulation device according to an embodiment of the present invention.

FIG. 2 is a detailed perspective view around a rear wheel supporting axle.

FIG. 3 is a plan view of a vibration exciting structure at a rear portion of the vehicle body.

FIG. 4 is a sectional view of a main part around the axle.

FIG. 5 is a perspective view showing a connection structure between a link arm and a cross arm.

FIG. 6 is a side view of an occupant load applying structure placed on a seat.

FIG. 7 is a plan view of the load applying structure.

FIG. 8 is a sectional view taken along the line AA of FIG. 6;

FIG. 9 is a control map used for controlling displacement of a third vibrator.

FIG. 10 is a diagram showing the operation and effect of the embodiment.

FIG. 11 is a flowchart showing the contents of vibration control (iterative correction).

FIG. 12 is a diagram illustrating a relationship between a transfer function and input / output signals in a multi-axis system.

FIG. 13 is a diagram showing a relationship between an inverse transfer function and input / output signals in a multi-axis system.

FIG. 14 is a diagram showing another example of a connection structure of a weight placed on a sheet and a parallel link arm supporting the weight.

FIG. 15 is a cross-sectional view showing another example of the length adjusting mechanism of the parallel link arm.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Motorcycle 2 Front axle 5 Rear wheel axle 25 Reaction force jig 26 Parallel link arm 49 Seat 50 First weight 51 Second weight 52 Parallel link arm 53 Parallel link arm 54 Parallel link arm 55 Parallel link arm

──────────────────────────────────────────────────続 き Continuation of front page (72) Inventor Kazutoyo Yasuda 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technical Research Institute, Inc. (56) References JP-A-63-15136 (JP, A) 62-114339 (JP, U) Jiko 1-28442 (JP, Y2) (58) Fields investigated (Int. Cl. ⁷ , DB name) G01M 17/00-17/007 G01M 17/04-17 / 06 G01M 7/00

Claims (2)

(57) [Claims] 1. An axle for supporting a rear wheel of a motorcycle,
The device is supported movably up and down via a link mechanism having parallel link arms disposed at appropriate intervals in the left and right directions extending forward from a reaction force jig disposed behind the axle, and the axle is vibrated. In a road simulation device for a motorcycle which vibrates vertically by a machine, a weight equivalent to a driver is placed on an upper portion of a seat of the motorcycle, and the left and right sides of the right and left extending forward from the reaction force jig. An occupant load applying structure in a motorcycle road simulation device, which is supported by a parallel link arm so as to be vertically movable. 2. A first weight corresponding to a passenger and a second weight corresponding to a driver are placed on the upper portion of the seat of the motorcycle so as to be shifted in the front-rear direction, respectively, and the first and second weights are placed. The weights are vertically movably connected to each other by left and right parallel link arms, and the first weight is vertically movably supported by left and right parallel link arms extending forward from the reaction force jig. An occupant load applying structure in the motorcycle road simulation device according to claim 1.