JP2000105173A - Apparatus for supporting engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine-supporting apparatus which can restrict a change in load torque because of influences of a bending moment generated to a crankshaft. SOLUTION: A supporting mechanism 20 is a parallel link mechanism having a first- a third link parts 21, 22, 23 and a pair of coupling parts 31, 32 for coupling the link parts 21-23. The first link part 21 is fixed to a front end face of an engine 50, having both end parts coupled by ball joints BJ1, BJ2 to the coupling parts 31, 32 respectively. Both end parts of the second, third link parts 22, 23 and the coupling parts 31, 32 are similarly coupled by ball joints BJ3, BJ4, BJ5, BJ6. A central part of the second link part 22 is supported over a test bench 54 by a first supporting part 35. The supporting mechanism 20 allows the engine 50 to oscillate about X, Y, Z axes when the ball joints BJ1-BJ7 rotate.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine support device for supporting an engine for a vehicle on a test bench, and more particularly to a device for connecting an engine crankshaft to an output shaft of a dynamometer. The present invention relates to an engine support device used in an engine test system that applies a load torque to an engine.

[0002]

2. Description of the Related Art The output characteristics and fuel consumption characteristics of a vehicle engine,
Alternatively, various tests on exhaust gas characteristics are generally performed with the engine actually mounted on a vehicle. However, the test results obtained in this way correspond only to the combination of the engine and the vehicle equipped with the engine. Therefore, for example, when the weight of the vehicle or the specifications of the drive system are changed, it is necessary to mount the engine again on the changed vehicle and repeat the test. Further, in such a test method, it is necessary to secure a space for a vehicle, and it is unavoidable to increase the size of the test equipment.

Therefore, an engine and a dynamometer are fixed on a test bench, a crankshaft of the engine is connected to an output shaft of the dynamometer, and the load from the dynamometer to the engine from the transmission side is applied. 2. Description of the Related Art A test apparatus has been conventionally proposed in which a load torque is applied so as to simulate a state in which an engine is mounted on a vehicle.

According to this test apparatus, even when the specification of the vehicle is changed, it is only necessary to change the load torque of the dynamometer in accordance with the change in the specification, and a space for arranging the vehicle is secured. No need. Therefore, various tests of the engine can be efficiently performed in a small space, and a test system excellent in versatility and economy can be constructed.

[0005]

However, in such a test apparatus, when a test is performed under the assumption that the load torque fluctuates greatly, such as when the vehicle is accelerated or decelerated,
Such vibration of the load torque causes various vibrations to be excited in the engine. The vibration causes a phenomenon in which the crankshaft rotates around the original axis, that is, a whirling phenomenon. The whirling phenomenon causes damage to the crankshaft and a load acting on the crankshaft from the dynamometer. There was a possibility that the torque might fluctuate. Although the occurrence of such a whirling phenomenon can be avoided by firmly fixing the engine to the test bench, such a configuration is not preferable because an excessive force acts on the engine itself.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine support device used in an engine test system that connects an engine crankshaft to an output shaft of a dynamometer. Another object of the present invention is to suppress a whirling phenomenon occurring on a crankshaft while suppressing an excessive force from acting on an engine.

[0007]

According to a first aspect of the present invention, an engine and a dynamometer for a vehicle are provided on a test bench, and a crankshaft and a dynamometer of the engine are provided. An output shaft of the engine, the engine supporting device used in a test system that applies a load torque from the dynamometer to the engine, the engine around an axis orthogonal to the axis of the crankshaft And a support mechanism for supporting the engine on a test bench so as to restrain the parallel movement of the crankshaft in a direction perpendicular to the axis of the crankshaft.

According to this configuration, even when the engine vibrates on the test bench, the engine is allowed to oscillate around an axis perpendicular to the axis of the crankshaft. The action can be suppressed. Furthermore, since the parallel movement of the crankshaft in the direction perpendicular to the axis of the crankshaft is restricted, the whirling phenomenon of the crankshaft can be suppressed.

Further, as in the second aspect of the present invention, a structure is adopted in which the support mechanism allows the engine to swing around a plurality of axes orthogonal to the axis of the crankshaft. This increases the degree of freedom when the engine swings, so that the application of an excessive force to the engine can be more reliably suppressed.

According to a third aspect of the present invention, in the engine support device according to the first or second aspect, the support mechanism is configured to swing the engine in at least one of the direction around the axis of the crankshaft and the direction of the coaxial line. Is further tolerated.

According to such a configuration, the support state of the engine in the test system can be approximated to the support state using the elastic mount in the actual operation state. According to a fourth aspect of the present invention, in the engine support device according to any one of the first to third aspects, the support mechanism is fixed to the test bench via an elastic member. The natural frequency of the vibration system constituted by the engine and the engine is set to be lower than the frequency of engine vibration generated under test conditions in the test system.

According to such a configuration, it is possible to prevent the support mechanism from being brought into a resonance state by the vibration of the engine.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a side view showing a schematic configuration of a test system TS in which a support device 10 for a vehicle engine 50 is used. FIG. 2 shows this supporting device 10.
FIG. 3 is a front view of the supporting device 10.

The test system TS applies a load torque to an engine 50 mounted on a vehicle,
This is for performing various tests with the engine 50 mounted on a vehicle in a simulated manner. As shown in FIG. 1, the test system TS includes a dynamometer 52 for applying a predetermined load torque to the engine 50, a support device 10 for supporting the engine 50 on a test bench 54,
And a control device (not shown) that controls the operating state of the engine 50 and the load torque generated in the dynamometer 52.

The dynamometer 52 is fixed on a test bench 54 adjacent to the engine 50 so that its output shaft 56 and the crankshaft 58 of the engine 50 are coaxial. The ends of the output shaft 56 and the crankshaft 58 are connected to ends of a transmission shaft 64 via couplings 60 and 62, respectively.
The load torque generated in the dynamometer 52 is transmitted from the output shaft 56 to the crankshaft 58 via the transmission shaft 64. In addition, each of the above couplings 6
0, 62 allow the parallel error (eccentricity), angle error (deviation), and axial direction error (end play) between the respective shafts 56, 58, 64 such as the crankshaft 58, the transmission shaft 64, and the output shaft 56, respectively. It is supposed to be.

The support device 10 includes a support mechanism 20 for supporting a front end (right end in FIG. 1) of the engine 50 and a pair of mounts 40 (FIG. 1) for supporting both sides of the engine 50.
Only one of them is shown). The mount 40 does not have a function of restraining the swing of the engine 50 described later, and its support force is extremely weak.

As shown in FIG. 2 and FIG.
Are first to third link portions 21, 22, 23, and a pair of connecting portions 31, 32 for connecting these link portions 21 to 23.
To constitute a parallel link mechanism. As shown in FIGS. 1 and 2, each of the connecting portions 31 and 32 is constituted by a pair of holding plates 31a, 31b, 32a and 32b which hold both ends of each of the link portions 21 to 23 at a predetermined distance from both sides. I have.

The first link portion 21 includes an annular fixing portion 212 and extending portions 214a and 214b extending laterally from the fixing portion 212. As shown in FIGS. 1 and 3, the fixing portion 212 is configured such that the crankshaft 58 is positioned at the center and one side surface of the engine 50.
And is fastened and fixed to the engine 50 by a plurality of bolts 216.

The extending portions 214a and 214b are connected to the connecting portions 31 and 32 by ball joints BJ1 and BJ2, respectively. Figure 4 shows the ball joint BJ1
FIG. 4 is an enlarged view of arrow A in FIG. As shown in the figure, the ball 26 of the ball joint BJ1 is pivotally attached at the end of the extension 214a, and the respective shafts 27 extending from both sides of the ball 26 to the holding plates 31a, 31b. Further, the other connecting portion 32 and the extending portion 214b are similarly connected by the ball joint BJ2. Further, the ball joints BJ3, BJ4, BJ5, BJ are similarly formed at both ends of the second and third link portions 22, 23 and the respective connection portions 31, 32.
6 are connected.

As shown in FIG. 3, the second link section 22 is supported on a test bench 54 by a first support section 35. FIG. 5 is a cross-sectional view showing the first support portion 35 and the like along the line 5-5 in FIG.

As shown in FIG. 1, the first support portion 35 includes a pair of support members 352 sandwiching the second link portion 22 from both sides.
a, 352b and each of these support members 352a, 352b
And coil springs 354a and 354b interposed between the test bench 54 and the test bench 54.

The upper portions of the support members 352a and 352b are connected to the central portion of the second link portion 22 by a ball joint BJ7 having the same configuration as the ball joints BJ1 to BJ6. Support members 352a, 352
The lower part of b is connected to the test bench 54 by the coil springs 354a and 354b. The coil springs 354a and 354b can be elastically deformed only in the radial direction, that is, only in the vertical direction in FIG. The test bench 54 is fixed to the upper surface.

Incidentally, this coil spring 354a,
The elastic modulus of 354b is the distance between the joints 356,
That is, it can be adjusted by changing the pitch. In the present embodiment, the coil spring 35
By adjusting the elastic modulus of the coil springs 354a and 354b and the support mechanism 20
And the natural frequency of the vibration system constituted by the engine 50 and the frequency of the engine vibration (for example, 200 to 300 H) generated under the test conditions in the test system TS.
z).

As shown in FIG. 5 and FIG. 6, which is a cross-sectional view taken along line 6-6 of FIG. 5, the third link portion 23 is supported on a test bench 54 by a second support portion 36. Have been. The second support portion 36 is a pair of support members 362a, 362b sandwiching the third link portion 23 from both sides.
It consists of. A ball joint BJ8 having the same configuration as the above-described ball joints BJ1 to BJ6 is provided at a central portion of the third link portion 23, and each shaft 27 of the ball joint BJ8 is connected to each support member 36.
It is supported by a notched bearing 364 formed at the upper end of 2a, 362b. The movement of each shaft 27 of the ball joint BJ8 in the horizontal direction and the downward direction in FIG.
Both the upward movement and the axial movement of the coaxial 27 in the figure are allowed.

As shown in FIG. 3, the first support 35
Are provided on both sides with a pair of damper portions 37 and 38. FIG. 7 shows one of the damper portions 37 in FIG.
It is sectional drawing along the line.

As shown in the figure, the damper portion 37 includes a pair of support members 372a and 372b fixed to the test bench 54 so as to sandwich the second link portion 22 and the third link portion 23 from both sides. These support members 372a,
A damper mechanism 374 that connects the upper end of the 372b and the center of the second link 22 is provided.

The damper mechanism 374 is inserted through the insertion hole 376 formed in the second link portion 22, a cylindrical vibration-proof member 377 fitted in the insertion hole 376, and the vibration-proof member 377. And a support shaft 378.
The anti-vibration member 377 is formed of a material having a large attenuation coefficient, for example, anti-vibration rubber or the like.

The support shaft 378 has both ends protruding from the second link portion 22 and the support members 372.
a, 372b. The second link portion 22 can change the positional relationship with respect to each support member 372a by elastically deforming the vibration isolating member 377 between the inner wall surface of the insertion hole 376 and the outer peripheral surface of the support shaft 378. Note that the configuration of the other damper section 38 is the same as that of the damper section 37 shown in FIG.

With the support device 10 having the above configuration, the engine 50 swings around the X axis, the Y axis, and the Z axis, and
Axial swing is allowed. Here, "X-axis" is the axis of the crankshaft 58, "Y-axis" is the axis that is orthogonal to the X-axis and passes through the center of the ball 26 of each of the ball joints BJ1 and BJ2, and "Z-axis" is the X-axis. And each ball joint BJ7, B perpendicular to the Y axis
An axis passing through the center of the ball 26 of J8 is meant.

Hereinafter, the swing of the engine 50 around each axis and the swing in the X-axis direction will be described with reference to FIGS. [Swing around Z-axis] FIG.
FIG. 3 is a plan view of the support device 10 showing a state of swinging about an axis. Although FIG. 3 illustrates the state where the engine 50 swings with the ball joint BJ1 approaching the dynamometer 52, the engine 50 swings with the ball joint BJ1 moving away from the dynamometer 52. It is also possible to move.

As shown in the figure, when the ball 26 of each of the ball joints BJ1 to BJ8 rotates,
The connecting portions 31 and 32 move in parallel in opposite directions in the X-axis direction, and the link portions 21 to 23 (only the first link portion 21 is shown) rotate in the same direction around the Z-axis. The engine 50 can swing around the Z-axis by the movement of each of the connecting portions 31 and the link portions 21 to 23.

[Swing around X-axis] FIG. 9 is a front view of the supporting device 10 showing a state where the engine 50 swings around the X-axis. The figure illustrates a state in which the engine 50 swings so that the ball joint BJ5 is separated from the test bench 54. The engine 50 is arranged such that the ball joint BJ5 is close to the test bench 54. It is also possible to swing.

As shown in FIG.
By rotating the balls 26 of J1 to BJ8, the first
Is rotated about the X axis, and the second link portion 22 and the third link portion 23 are centered on the ball joints BJ7 and BJ8, respectively, so that the inclination angles thereof are equal to those of the first link portion 21. Rotate as Further, with the rotation of the link portions 21 to 23, the connecting portions 31 and 32 move in parallel in opposite directions in the Z-axis direction. Each of the connecting portions 31 and the link portions 21 to 21
The engine 50 can swing around the X axis by the movement of the engine 23.

[Swing around Y-axis] FIG.
FIG. 3 is a partial side view of the support device 10 showing a state in which the support device has swung around a Y axis. FIG. 2 illustrates a state in which the engine 50 swings such that a rear end portion (left end portion in FIG. 1) of the engine 50 is separated from the test bench 54, but the engine 50 has a rear end portion. Can be swung so as to be close to the test bench 54.

As shown in the figure, a ball joint BJ for connecting the first link portion 21 and the connecting portions 31 and 32 is provided.
By rotating each ball 26 of the first and the BJ2, the first
Only the link portion 21 rotates around the Y axis. By rotating the first link portion 21 around the Y axis in this manner,
The engine 50 can swing around the Y axis.

[Swing in X-axis direction] FIG.
It is a side view of the support device 10 which shows the state which rock | swinged in the X-axis direction. The figure shows that the engine 50 is a dynamometer 52.
The engine 50 swings so as to approach the dynamometer 52, but the engine 50 can swing so as to move away from the dynamometer 52.

As shown in FIG.
As the balls 26 of J1 to BJ8 rotate, the connecting portions 31 and 32 rotate around the axis of the second link portion 22, respectively, and the first link portion 21 and the third link portion 23 respectively rotate X. They move in parallel in opposite directions in the axial direction. The engine 50 can swing in the X-axis direction by the movement of each of the connecting portions 31 and the link portions 21 and 23.

As described above, the swinging around the XYZ axes and the X axis direction is allowed, while the parallel movement of the second link section 22 in the Z axis and Y axis directions is restricted by the first support section 35. In addition, the parallel movement of the third link portion 23 in the Y-axis direction is restricted by the second support portion 36, so that the engine 50 and the crankshaft 5
8 is constrained by the support mechanism 20 in both the Y-axis direction and the Z-axis direction.

As described above, in the present embodiment, the swing of the engine 50 around the Y axis and the Z axis is permitted, while the parallel movement of the crankshaft 58 in the Y axis direction and the Z axis direction is restricted. I am trying to do it.

Therefore, according to the present embodiment, (1) even if the engine 50 vibrates on the test bench 54, the crankshaft 58 is prevented from running while suppressing an excessive force from acting on the engine 50. The occurrence of the turning phenomenon can be suppressed. Further, it is possible to suppress the occurrence of damage to the crankshaft 58 and the fluctuation of the load torque acting on the crankshaft 58 due to the whirling phenomenon, thereby improving the durability of the support device and the reliability of the test results. Will be able to do it.

In particular, in this embodiment, (2)
Engine 50 around two axes, the Y axis and the Z axis
Swing is allowed, the degree of freedom when the engine 50 swings is increased, and the engine 5 swings.
It is possible to more reliably suppress an excessive force from acting on zero.

Incidentally, in an actual vehicle, the engine is supported on the vehicle body using an elastic mount, so that the restraining force against swinging around the crankshaft or in the axial direction of the shaft is relatively weak.

In this regard, in this embodiment, (3) the swing of the engine 50 around the X axis and the X axis direction is allowed, so that the engine 5 in the test system is allowed.
The support state of 0 can be approximated to the support state using the elastic mount in the actual operation state. As a result, more accurate load torque can be applied to the engine.

The engine 50 is supported by the support mechanism 20.
Is supported, the frequency of engine vibration generated under test conditions in the test system and the support mechanism 2
If the natural frequency of the structure including 0 may coincide, the support mechanism 20 may be in a resonance state, causing a change in load torque or damage to the mechanism 20.

Therefore, in the present embodiment, a configuration in which the support mechanism 20 is connected to the test bench 54 via the coil springs 354a and 354b is employed, and the coil springs 354a and 354b, the support mechanism 20 and the engine 50 are used. The natural frequency of the vibration system is set lower than the frequency of such engine vibration.

Therefore, according to the present embodiment, (4) it is possible to prevent the support mechanism 20 from being brought into a resonance state by the vibration of the engine 50 under the test conditions. Damage to the support mechanism 20 can be suppressed.

When the natural frequency of the vibration system is set lower than the vibration frequency of the engine 50 under the test conditions, the occurrence of the resonance phenomenon under the test conditions is suppressed. Under conditions where the frequency of the engine 50 is extremely low, such as during starting (cranking), there is a concern that the vibration of the engine 50 may be amplified.

In this respect, in this embodiment, (5) the second link portion 22 is supported by the pair of damper portions 37 and 38, so that the vibration damping property of the support mechanism 20 in the low frequency range as described above is improved. I try to raise it. as a result,
Even under conditions where the frequency of the engine 50 is extremely low, such as during start-up, the vibration amplitude of the engine 50 can be minimized, and damage to the support mechanism 20 due to the occurrence of such vibrations can be prevented. Can be prevented.

The embodiment described above can be implemented by changing the configuration as follows. In the present embodiment, the engine 50 is arranged around each of the X, Y, and Z axes.
Although the swing of the engine 50 is allowed, for example, the support device 10 may be configured to allow the swing of the engine 50 only around the Y axis or only around the Z axis.

In this embodiment, each coil spring 35
4a and 354b can be elastically deformed only in the radial direction, that is, in the Z-axis direction, and by adjusting the elastic coefficients of the coil springs 354a and 354b in the Z-axis direction, the vibration system including the support mechanism 20 and the engine 50 can be formed. Z
Although the resonance in the axial direction is suppressed, the resonance in the X-axis direction and the Y-axis direction may be suppressed by adjusting the natural frequency of the vibration system using such an elastic member.

[0051]

According to the invention as set forth in claims 1 to 4, even when the engine vibrates on a test bench, it is possible to suppress the whirling phenomenon of the crankshaft while suppressing the excessive force from acting on the engine. Generation can be suppressed.

In particular, according to the invention described in claim 2,
Since the degree of freedom when the engine swings is increased, it is possible to more reliably suppress an excessive force from acting on the engine.

According to the third aspect of the present invention,
Since the support state of the engine in the test system can be approximated to the support state using the elastic mount in the actual operation state, more accurate load torque can be applied to the engine.

Further, according to the invention described in claim 4,
It is possible to prevent the support mechanism from being brought into a resonance state by the vibration of the engine, and it is possible to suppress the fluctuation of the load torque and the damage to the support mechanism due to such a resonance phenomenon.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a test system in which a support device is used.

FIG. 2 is a perspective view of a support device.

FIG. 3 is a front view of the support device.

FIG. 4 is a view in the direction of arrow A in FIG. 3;

FIG. 5 is a sectional view taken along the line 5-5 in FIG. 3;

FIG. 6 is a sectional view taken along the line 6-6 in FIG. 5;

FIG. 7 is a sectional view taken along the line 7-7 in FIG. 3;

FIG. 8 is a plan view of the support device showing a state in which the engine swings around the Z axis.

FIG. 9 is a front view of the support device showing a state in which the engine swings around the X axis.

FIG. 10 is a partial side view of the support device showing a state in which the engine swings around the Y axis.

FIG. 11 is a side view of the support device showing a state in which the engine swings in the X-axis direction.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... Support apparatus, 20 ... Support mechanism, 21 ... First link part, 22 ... Second link part, 23 ... Third link part, 2
6 Ball, 27 Shaft, 31 Connection, 31a, 31b
... Clamping plate, 32. Connection part, 35. First support part, 36.
2nd support part, 37 ... damper part, 40 ... mount, 50
... Engine, 52 ... Dynamometer, 54 ... Test bench, 56 ... Output shaft, 58 ... Crankshaft, 60,6
2 coupling, 64 transmission shaft, 212 fixed part, 214a, 214b extended part, 216 bolt, 3
52a, 352b: Support member, 354a, 354b: Coil spring, 356: Joint, 362a, 36
2b: Support member, 364: Bearing part, 372a, 372b
... Support member, 374 ... Damper mechanism, 376 ... Insertion hole, 3
77: anti-vibration member, 378: support shaft, TS: test system, BJ1 to BJ8: ball joint.

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Fumihiko Baba 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Koji 1 Toyota Vehicle Town, Toyota City, Aichi Prefecture Toyota Motor Corporation ( 72) Inventor Iizuka, etc. F-term (reference) 2G087 AA01 AA11 BB01 EE12 in Sagimiya Manufacturing Co., Ltd. 2-55-5 Wakamiya, Nakano-ku, Tokyo

Claims (4)

[Claims] An engine and a dynamometer for a vehicle are provided on a test bench, and a crankshaft of the engine and an output shaft of the dynamometer are connected to apply a load torque from the dynamometer to the engine. A support system for an engine used in a test system comprising: a crankshaft in a direction perpendicular to the axis of the crankshaft, while allowing swinging of the engine about an axis perpendicular to the axis of the crankshaft; An engine support device comprising: a support mechanism for supporting an engine on a test bench by restraining translation of a shaft. 2. The engine support device according to claim 1, wherein the support mechanism allows the engine to swing around a plurality of axes orthogonal to an axis of a crankshaft. Engine support device. 3. The engine support device according to claim 1, wherein the support mechanism further allows the engine to swing around at least one of a direction around a crankshaft axis and a direction of a coaxial line. An engine support device characterized by the above-mentioned. 4. The engine support device according to claim 1, wherein the support mechanism is fixed to a test bench via an elastic member, and the elastic member, the support mechanism, and the engine. The natural frequency of the vibration system constituted by the above is set lower than the frequency of engine vibration generated under test conditions in the test system.