JP2005077388A - Hub unit with sensor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hub unit with sensors capable of accurately determining the ground loads of tires through the use of the sensors and reducing the number of the sensors for each wheel into one. <P>SOLUTION: The hub unit with the sensors is provided with both a hub unit 1 having a vehicle-body-side raceway track member 3; a wheel-side raceway track member 4; and two rows of rolling elements 5 and a sensor device 2. The sensor device 2 comprises a magnetostrictive sensor 8 for detecting the inverse magnetostrictive effect. The magnetostrictive sensor 8 is mounted to the vehicle-body-side raceway track member 3 so as to measure distortions of an inner ring 17 of the wheel-side raceway track member 4. The magnetostrictive sensor 8 is installed only to one location on the circumference of the vehicle-body-side raceway track member 3, and the location of its installation is a location A or a location B in Fig. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a sensor-equipped hub unit in which a hub unit constituting an automobile and a sensor device for detecting various information of the automobile are integrated.

In automobiles, various information is necessary to perform the control. Therefore, a vehicle body side track member fixed to the vehicle body side, a wheel side track member to which a wheel is attached, and two members disposed between both members. It has been proposed to provide a sensor device in a hub unit having a row of rolling elements. For example, Patent Literature 1 discloses a sensor-equipped hub unit in which an annular support member is attached to an inner end surface of a vehicle body side track member, and a strain sensor is attached to the annular support member.
Japanese Patent Laid-Open No. 3-209016

  In recent years, in addition to ABS control (anti-lock brake system), driving force control that does not spin the driving wheel when starting or accelerating, and braking force control that suppresses side slip during cornering have been implemented as a vehicle control means. However, in order to perform more accurate control, it is important to detect data that can be used effectively for these controls. In view of such circumstances, the present inventors have created a problem of measuring the ground load applied to the tire (wheel) with high accuracy to improve vehicle control.

  On the other hand, the sensor-equipped hub unit of Patent Document 1 measures the strain of the annular support member. Therefore, when obtaining the tire ground contact load from this strain, an error increases, and the accuracy is determined from the measured value of the strain sensor. There was a problem that the tire contact load could not be obtained well. In addition, in order to obtain each component in the vertical direction, the horizontal direction, and the front-rear direction of the tire ground contact load, for example, three sensors are required, which increases the cost.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a sensor-equipped hub unit that makes it possible to accurately determine a tire ground contact load using a sensor, and that the number of sensors for this can be one for each wheel. There is to do.

  A hub unit with a sensor according to a first invention includes a vehicle body side track member fixed to the vehicle body side, an inner shaft having a wheel mounting flange, and a wheel side track member to which a wheel is mounted having an inner ring fitted to the inner shaft. In addition, a sensor-equipped hub unit including a hub unit having two rows of rolling elements disposed between both raceway members and a sensor device, the sensor device includes a magnetostrictive sensor that detects an inverse magnetostrictive effect. The magnetostrictive sensor is installed at only one place on the circumference of the vehicle body side track member, and the installation place is located at a position away from the uppermost part or the lowermost part by a predetermined angle.

  The distortion that occurs at the top or bottom of the hub unit is due to the tire contact load in the left-right direction (the effect of the tire contact load in the front-rear direction is almost zero), and is exactly the middle (the lowest) between the top and bottom of the hub unit. At a position 90 ° away from the upper part or the lowermost part), it is due to the front and rear tire contact load (the influence of the left and right tire contact load is almost zero). The distortion generated at a position away from the uppermost part or the lowermost part of the hub unit by a predetermined angle is due to both the left and right tire contact loads and the front and rear tire contact loads, and this is detected by the magnetostrictive sensor. Here, the “predetermined angle” is, for example, approximately 45 °, but may be appropriately determined in a range of about 30 to 60 °. In short, both the left and right tire contact loads and the front and rear tire contact loads are determined. It is determined appropriately within the range where the influence appears.

  A magnetostrictive sensor is a sensor that measures the inverse magnetostrictive effect (a phenomenon in which a magnetic force appears when a material is distorted or deformed). For example, the magnetostrictive sensor can be configured such that both ends of a magnetic wire when a high-frequency current is applied to a magnetic wire with high permeability Examples thereof include a magnetic impedance sensor (MI sensor) that measures an external magnetic field using an electromagnetic phenomenon in which the impedance changes depending on the external magnetic field, and a stress impedance sensor (SI sensor) that uses a change in impedance due to stress.

  The ground load applied to each tire fluctuates with changes in the speed and posture of the traveling vehicle. At this time, the force that the rolling element exerts on the wheel side track member and the vehicle body side track member changes according to the tire ground load. To do. This change in force appears as a strain fluctuation amount of the wheel side raceway member and the vehicle body side raceway member in the vicinity of the rolling elements, and the fluctuation amount of the tire ground contact load is obtained by detecting the strain fluctuation amount by a magnetostrictive sensor and calculating back. be able to.

  The sensors are respectively attached to four hub units at the front, rear, left and right sides of the vehicle. When the magnetostrictive sensor is installed at a position away from the uppermost part or the lowermost part by a predetermined angle, all components of the tire ground contact load in the vertical direction, the horizontal direction, and the front-back direction are included in the sensor output. For example, if the vehicle turns to the left, the output of the right hub unit sensor increases, and if the vehicle decelerates in this state, the output of the right front hub unit sensor further increases. Therefore, the combined grounding load applied to each tire can be obtained from the output of each sensor, and the difference in the total output of the front and rear sensors on the left wheel side and the total output of the front and rear sensors on the right wheel side indicates the amount of load movement during turning. The load movement amount during braking is determined from the difference between the total output of the left and right sensors on the front wheel side and the total output of the left and right sensors on the rear wheel side, thereby enabling vehicle control using the tire ground contact load.

  The magnetostrictive sensor may face the shoulder end face of the inner ring so that the axial strain of the inner ring can be measured, and the magnetostrictive sensor can measure the tensile strain in the radial direction of the inner ring. Furthermore, it may face the outer peripheral surface of the shoulder portion of the inner ring. Moreover, you may make it face from the radial direction outer side of a vehicle body side track member so that the compressive distortion of a vehicle body side track member can be measured.

  When controlling a vehicle equipped with a sensor-equipped hub unit according to the present invention, a more accurate control based on the tire ground contact load is achieved by combining the output of the magnetostrictive sensor with the steering angle, the accelerator pedal stroke, the brake pedal stroke, and the like. It can be performed.

  Sensor-equipped hub units with magnetostrictive sensors that measure the tensile strain of the inner ring are arranged at four locations on the front, rear, left and right sides of the vehicle. Magnetostrictive sensors may be positioned behind the traveling direction, and sensor-equipped hub units having magnetostrictive sensors for measuring the compressive strain of the vehicle body side track member are arranged at four locations on the front, rear, left and right sides of the vehicle. In some cases, the magnetostrictive sensor is positioned forward in the traveling direction in the hub unit on the front wheel side, and the magnetostrictive sensor is positioned rearward in the traveling direction in the hub unit on the rear wheel side. Magnetostrictive sensors have different output characteristics depending on whether the strain is tensile strain or compressive strain. For example, if all the magnetostrictive sensors are installed in front of the traveling direction, the tensile strain of the inner ring is measured. When measuring the compressive strain of a track member, the tire ground contact load can be properly detected only during acceleration, but a magnetostrictive sensor is installed on the front wheel side toward the front in the traveling direction and on the rear wheel side toward the rear in the traveling direction. By installing it, it is possible to measure the longitudinal load at the time of deceleration on either the front wheel side or the rear wheel side, and the front and rear tire contact load at the time of acceleration on the other side, regardless of when accelerating or decelerating. The tire contact load in the front-rear direction can be obtained.

  A hub unit with a sensor according to a second invention includes a vehicle body side track member fixed to the vehicle body side, an inner shaft having a wheel mounting flange, and a wheel side track member to which a wheel is mounted having an inner ring fitted to the inner shaft. , And a hub unit with a sensor comprising a hub unit having two rows of rolling elements disposed between both track members and a sensor device, the sensor device has a displacement sensor, and the displacement sensor It is installed only in one place on the circumference of the side track member, and the installation place is located at a predetermined angle away from the uppermost part or the lowermost part.

  The displacement that occurs at the top or bottom of the hub unit is due to the tire contact load in the left-right direction (the effect of the tire contact load in the front-rear direction is almost zero), and is exactly the middle (the lowest) between the top and bottom of the hub unit. At a position 90 ° away from the upper part or the lowermost part), it is due to the front and rear tire contact load (the influence of the left and right tire contact load is almost zero). The displacement generated at a position away from the uppermost part or the lowermost part of the hub unit by a predetermined angle is caused by both the left and right tire contact loads and the front and rear tire contact loads, and this is detected by a displacement sensor. Here, the “predetermined angle” is, for example, approximately 45 °, but may be appropriately determined in a range of about 30 to 60 °. In short, both the left and right tire contact loads and the front and rear tire contact loads are determined. It is determined appropriately within the range where the influence appears.

  The displacement sensor may be any of eddy current type, laser type, optical type using PSD, ultrasonic type, magnetic type, magnetostrictive type, etc. The contact type may be used instead of the non-contact type.

  The ground load applied to each tire varies with changes in the speed and posture of the traveling vehicle. At this time, the displacement of the wheel side track member (especially the inner ring) and the vehicle body side track member changes according to the tire ground load. To do. By detecting this change in displacement with a displacement sensor and calculating backward, the amount of variation in the tire ground contact load can be obtained.

  The sensors are respectively attached to four hub units at the front, rear, left and right sides of the vehicle. When the displacement sensor is installed at a position away from the uppermost part or the lowermost part by a predetermined angle, all components of the tire contact load in the vertical direction, the horizontal direction, and the front-rear direction are included in the output of the displacement sensor. For example, if the vehicle turns to the left, the output of the sensor on the right (both front and rear) hub unit increases, and if the vehicle decelerates in this state, the output of the sensor on the right front hub unit increases. Therefore, the combined grounding load applied to each tire can be obtained from the output of each sensor, and the difference in the total output of the front and rear sensors on the left wheel side and the total output of the front and rear sensors on the right wheel side indicates the amount of load movement during turning. The load movement amount during braking is determined from the difference between the total output of the left and right sensors on the front wheel side and the total output of the left and right sensors on the rear wheel side, thereby enabling vehicle control using the tire ground contact load.

  In the hub unit with a sensor according to the second invention, the displacement sensor may face the shoulder end face of the inner ring so as to be able to measure the displacement in the radial direction of the inner ring. The displacement sensor may face the flange of the vehicle body side raceway member from the axially inner side.

  According to the hub unit with a sensor of the first invention, since the magnetostrictive sensor detects the inverse magnetostrictive effect, the tire ground contact load can be accurately detected. The load movement amount can be detected by obtaining the difference between the outputs of the front and rear or left and right sensors. The tire ground contact load and the amount of load movement obtained in this way are used as substitute data for the slip ratio in ABS control, and are used in driving force control, braking force control, and the like, which can contribute to improvement in vehicle control accuracy.

  According to the sensor-equipped hub unit of the second invention, the tire ground contact load can be detected simply by installing one displacement sensor for each hub unit, and the difference between the outputs of the front and rear or left and right sensors is obtained. Thus, the load movement amount can be detected. The tire ground contact load and the amount of load movement obtained in this way are used as substitute data for the slip ratio in ABS control, and are used in driving force control, braking force control, and the like, which can contribute to improvement in vehicle control accuracy.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 shows a first embodiment of a hub unit with a sensor according to a first invention. In the following description, the left and right refer to the left and right in FIG. Note that the left is inside the vehicle and the right is outside the vehicle.

  This sensor-equipped hub unit includes a hub unit (1) and a sensor device (2) for detecting the rotation and tire ground contact load.

  The hub unit (1) is arranged in two rows between the vehicle body side track member (3) fixed to the vehicle body side, the wheel side track member (4) to which the wheel is attached, and both members (3) and (4). A ball (5), which is a plurality of rolling elements, and a cage (6) for holding each row of balls (5) are provided.

  The vehicle body side raceway member (3) has a function of an outer ring (fixed ring) of the bearing. A cylindrical part (12) in which two rows of outer ring raceways are formed on the inner peripheral surface, and a cylindrical part (12 ) And a flange portion (13) attached to the suspension device (vehicle body) with a bolt.

  The wheel side raceway member (4) has a large diameter portion (15) having a first raceway groove (15a) and a small diameter portion (16) having an outer diameter smaller than the diameter of the first raceway groove (15a). The inner ring (14), and the inner ring (14), the inner ring (14), which has a small diameter part (16) and is fitted to the outer diameter, and the right side is in close contact with the left side of the large diameter part (15) of the inner axis (14) (17) Near the right end of the inner shaft (14), a flange portion (18) to which a plurality of bolts (19) for attaching a wheel is fixed is provided. A raceway groove (17a) is formed in the right part of the inner ring (17) so as to be parallel to the raceway groove (15a) of the inner shaft (14), and a shoulder part (17b ) Is formed. A seal device (20) is provided between the right end of the vehicle body side raceway member (3) and the inner shaft (14). A male screw is provided at the left end of the small diameter portion (16) of the inner shaft (14), and the inner ring (17) is connected to the inner shaft (14) by a nut (21) screwed to the male screw. It is fixed to. A cover (22) is covered with the left end portion of the vehicle body side track member (3).

  The sensor device (2) processes the output of the support member (7) attached to the vehicle body side track member (3), the magnetostrictive sensor (8) attached to the support member (7), and the magnetostrictive sensor (8). Processing means (not shown). The magnetostrictive sensor (8) is a magneto-impedance sensor, the sensing surface of which is the left end of the inner ring (17) so as to measure the tensile strain at the left end face of the inner ring (17) of the wheel side raceway member (4). It faces the surface from the outside in the radial direction.

  When the member to be detected is an iron-based material, the magnetostrictive sensor (8) faced the compressive strain from the direction orthogonal thereto and the tensile strain from the same direction. Sometimes shows maximum sensitivity. Accordingly, as shown in FIG. 1, the magnetostrictive sensor (8) is arranged just outside the inner ring shoulder (17b) so as to detect the tensile strain on the left end surface of the inner ring (17). A magnetostrictive effect is detected.

  Here, in FIG. 1, the magnetostrictive sensor (8) is shown to be positioned at the top, but this is for convenience. In fact, in one vehicle, the front wheel side hub unit ( In 1), the magnetostrictive sensor (8) is moved forward in the direction of travel indicated by A in FIG. 6 (the left-pointing arrow in the figure indicates the direction of travel), and the hub unit (1) on the rear wheel side is magnetostrictive. The sensors (8) are respectively positioned behind the traveling direction indicated by B in FIG. Thus, only one magnetostrictive sensor (8) of this embodiment is installed at a position away from the uppermost portion by about 45 ° in the circumferential direction.

  When contact load (radial load and axial load) acts on the tire, compression or tension distortion occurs in each part of the hub unit (1). The distortion that occurs at the top or bottom of the hub unit (1) is due to the left and right tire contact loads (the effect of the front and rear tire contact loads is almost zero). The middle part of the tire (position 90 ° away from the uppermost part or the lowermost part) is caused by the tire contact load in the front-rear direction (the influence of the tire contact load in the left-right direction is almost zero). The distortion generated at the position indicated by A or B in FIG. 6 is due to both the left and right tire contact loads and the front and rear tire contact loads, and this is detected by the magnetostrictive sensor (8).

  For example, if the vehicle turns to the left, the output of the sensor (8) of the hub unit (1) on the right side (both front and rear) increases and the output of the sensor (8) of the hub unit (1) on the left side (both front and rear) Decrease. The opposite is true when the vehicle turns to the right. In addition, if the vehicle decelerates, the output of the sensor (8) of the hub unit (1) on the front side (both left and right) increases, and the output of the sensor (8) on the hub unit (1) on the rear side (both left and right) Decrease. The reverse occurs when the vehicle accelerates. If the vehicle turns to the left and decelerates, the output of the sensor (8) of the right front hub unit (1) is maximized, and the output of the sensor (8) of the left rear hub unit (1) is minimized. Thus, the outputs of the sensors (8) of the hub unit (1) on the right rear side and the left front side increase or decrease depending on the relative magnitude relationship between the turning magnitude and the deceleration magnitude.

 Therefore, the combined grounding load applied to each tire can be obtained from the output of each sensor (8), and the difference between the total output of the front and rear sensors on the left wheel side and the total output of the front and rear sensors on the right wheel side indicates the load during turning. The amount of movement is determined from the difference between the total output of the left and right sensors on the front wheel side and the total output of the left and right sensors on the rear wheel side. Become.

  FIG. 2 shows a second embodiment of the sensor-equipped hub unit according to the first invention. The sensor-equipped hub unit of the second embodiment is different from that of the first embodiment in the configuration of the sensor device. In the following description, the same components are denoted by the same reference numerals, and the description thereof is omitted.

  The sensor device (2) of the hub unit with sensor of the second embodiment includes a support member (7) attached to the vehicle body side track member (3), and a magnetostrictive sensor (9) attached to the support member (7). And a processing means (not shown) for processing the output of the magnetostrictive sensor (9). The magnetostrictive sensor (9) is a magneto-impedance sensor, and the sensing surface of the magnetostrictive sensor (9) measures the tensile strain on the outer peripheral surface of the inner ring (17) of the wheel-side track member (4). It faces the left end of the inner ring shoulder (17b) of (4) from the left in the axial direction. Thus, by disposing the magnetostrictive sensor (9) immediately to the left of the inner ring shoulder (17b) so as to detect the axial tensile strain of the inner ring (17), a large inverse magnetostrictive effect is detected.

  Here, in FIG. 2, the magnetostrictive sensor (9) is shown to be positioned at the top, but this is for convenience. In fact, in one vehicle, the front wheel side hub unit ( In 1), the magnetostrictive sensor (9) is closer to the front in the direction of travel shown by A in FIG. 6, and in the rear wheel side hub unit (1), the magnetostrictive sensor (9) is closer to the rear in the direction of travel shown in FIG. Each is located. Thus, only one magnetostrictive sensor (9) of this embodiment is installed at a position away from the uppermost portion by about 45 ° in the circumferential direction.

  In this embodiment, the output of the magnetostrictive sensor (9) can be processed in the same way as in the first embodiment. From the output of each sensor (9), the composite ground load applied to each tire can be obtained, and the front and rear of the left wheel side can be obtained. From the difference between the total output of the sensor and the total output of the front and rear sensors on the right wheel side, the amount of load movement during turning depends on the difference between the total output of the left and right sensors on the front wheel side and the total output of the left and right sensors on the rear wheel side. The amount of load movement at the time of braking is obtained, and this enables vehicle control using the tire ground contact load.

  FIG. 3 shows a third embodiment of the sensor-equipped hub unit of the first invention. The sensor-equipped hub unit according to the third embodiment is different from that of the first embodiment in the configuration of the sensor device. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. Is omitted.

  The sensor device (2) processes the output of the support member (7) attached to the vehicle body side track member (3), the magnetostrictive sensor (10) attached to the support member (7), and the magnetostrictive sensor (10). Processing means (not shown). The magnetostrictive sensor (10) is a magnetic impedance sensor, and its sensing surface faces the outer peripheral surface of the vehicle body side raceway member (3) from the outside in the radial direction.

  Here, in FIG. 3, the magnetostrictive sensor (10) is shown to be positioned at the bottom, but this is for convenience, and in fact, in one vehicle, the front wheel side hub unit ( In 1), the magnetostrictive sensor (10) is closer to the front in the traveling direction indicated by C in FIG. 6, and in the rear wheel side hub unit (1), the magnetostrictive sensor (10) is closer to the rear in the traveling direction indicated by D in FIG. Each is located. Thus, only one magnetostrictive sensor (10) of this embodiment is installed at a position separated from the lowermost portion by about 45 ° in the circumferential direction.

  When contact load (radial load and axial load) acts on the tire, compression or tension distortion occurs in each part of the hub unit (1). Usually, the vertical line (C) passing through the center between the two rows of balls (5) of the hub unit (1) is axially outside the vertical line passing through the center (O) of the tire, and the hub unit (1) In the vehicle body side raceway member (3), a relatively large distortion occurs in the vicinity of a vertical line passing through the center between the two rows of balls (5). The distortion of the vehicle body side raceway member (3) is the maximum distortion in the compression direction at the lowest part on the grounding center side, and the maximum distortion in the pulling direction on the uppermost part on the side opposite to the grounding center. . When the member to be detected is an iron-based material, the magnetostrictive sensor (10) was exposed from the direction orthogonal to the compressive strain and from the same direction as the tensile strain. Sometimes shows maximum sensitivity. Therefore, as shown in FIG. 3, in order to detect the axial compressive strain of the vehicle body side track member (3), the magnetostrictive sensor (10) is placed immediately on the outer peripheral surface of the vehicle side track member (3) near the ball. A large inverse magnetostriction effect is detected by disposing outward.

  In this embodiment, the output of the magnetostrictive sensor (10) can be processed in the same way as in the first embodiment. From the output of each sensor (10), the composite ground load applied to each tire can be obtained, and the front and rear of the left wheel side can be obtained. From the difference between the total output of the sensor and the total output of the front and rear sensors on the right wheel side, the amount of load movement during turning depends on the difference between the total output of the left and right sensors on the front wheel side and the total output of the left and right sensors on the rear wheel side. The amount of load movement at the time of braking is obtained, and this enables vehicle control using the tire ground contact load.

  In the third embodiment, the magnetostrictive sensor (10) is faced in the vicinity of the left row of balls (5), but the vertical line passing through the center between this position and the two rows of balls (5) (C If the magnetostrictive sensor (10) is provided in the vicinity of the ball (5) in the right row, which is a symmetric position via), the same effect as described above can be obtained.

  In each embodiment, the attachment position and the shape of the support member (7) for supporting the magnetostrictive sensors (8), (9), and (10) are not particularly limited.

  In each of the first to third embodiments, the vehicle body side race member (3) and the wheel side race member (4) are made of carbon steel for machine structure (S55C), which is an iron-based magnetic body, and rolling members ( 5) is made of high carbon chromium bearing steel (SUJ2) or ceramics, and the cage (6) is made of resin (polyamide 66). Here, when the rolling member (5) is made of ceramics, the vehicle body side race member (3) and the wheel side race member (4) have magnetism, whereas the rolling member (5) and the holding member Since the vessel (6) is made of a non-magnetic material, it approaches or moves away from the magnetostrictive sensors (8), (9), and (10) as the inner ring (17) and the inner shaft (14) rotate. This does not affect the magnetic field in the vicinity of the shoulder (17b) of the inner ring (17) and in the vicinity of the ball of the inner shaft (14), which is caused by the rotation of the ball (5) and the cage (6). The error included in the data detected by the high-sensitivity magnetostrictive sensors (8), (9), and (10) can be made very small. Thus, according to this sensor-equipped hub unit, the rotation (number of rotations, rotation speed, rotation angle, etc.) of the hub unit (1) is determined by the magnetostrictive sensors (8), (9), and (10), and the hub unit (1 ) Is accurately detected.

  Next, a sensor-equipped hub unit according to the second invention will be described.

  A first embodiment of the sensor-equipped hub unit according to the second invention is shown in FIG. In this embodiment, the sensor is a magnetostrictive sensor (8) in FIG. 1, but a displacement sensor (11) is used instead of the magnetostrictive sensor. The displacement sensor (11) detects the radial displacement of the outer peripheral surface of the inner ring (17) and the shoulder (17b). 4 is the same as that shown in FIG. 1 except for the sensor (11), and the same components are denoted by the same reference numerals and description thereof is omitted.

  In the first embodiment of the sensor-equipped hub unit according to the second aspect of the invention, the displacement sensor (8) is provided only at one place on the circumference, which of A, B, C and D in FIG. You may install in the position.

  The second embodiment of the sensor-equipped hub unit according to the second aspect of the invention replaces the magnetostrictive sensor (10) in FIG. 3 with a displacement sensor, and this displacement sensor reduces the radial displacement of the outer peripheral surface of the vehicle body side track member (3). It was made to detect. Although the internal structure of the sensor (10) is different, the drawing of this embodiment is the same as FIG.

  In the second embodiment, the displacement sensor is provided only at one place on the circumference, but it may be installed at any position among A, B, C, and D in FIG.

  FIG. 5 shows a third embodiment of the sensor-equipped hub unit of the second invention. The sensor-equipped hub unit according to the third embodiment is different from that of the first embodiment in the configuration of the sensor device. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. Is omitted.

  The sensor device (2) processes the outputs of the support member (7) attached to the vehicle body side track member (3), the displacement sensor (11) attached to the support member (7), and the displacement sensor (11). Processing means (not shown). The displacement sensor (11) is a magnetic impedance sensor, and its sensing surface faces the left side surface of the flange (18) of the vehicle body side track member (3) from the axially inner side (left side). Yes.

  In the third embodiment, the displacement sensor (11) is provided only at one place on the circumference, but may be installed at any position among A, B, C, and D in FIG.

  In each embodiment of the hub unit with sensor of the second invention, the same processing as that of each embodiment of the hub unit with sensor of the first invention can be performed on the output of the displacement sensor (11). In other words, the combined grounding load on each tire can be obtained from the output of each sensor (11), and the difference between the total output of the front and rear sensors on the left wheel side and the total output of the front and rear sensors on the right wheel side indicates the load during turning. The amount of movement is determined from the difference between the total output of the left and right sensors on the front wheel side and the total output of the left and right sensors on the rear wheel side. Become.

  In each embodiment of the sensor-equipped hub unit of the second invention, the mounting position and shape of the support member (7) for supporting the displacement sensor (11) are not particularly limited. The base of (7) is preferably fixed in the vicinity of a portion of the vehicle body side track member (3) fixed to the vehicle body.

It is a longitudinal cross-sectional view which shows 1st Embodiment of the hub unit with a sensor by 1st invention. It is a longitudinal cross-sectional view which shows 2nd Embodiment of the hub unit with a sensor by 1st invention. It is a longitudinal cross-sectional view which shows 3rd Embodiment of the hub unit with a sensor by 1st invention. It is a longitudinal cross-sectional view which shows 1st Embodiment of the hub unit with a sensor by 2nd invention. It is a longitudinal cross-sectional view which shows 3rd Embodiment of the hub unit with a sensor by 2nd invention. It is the figure which looked at the hub unit with a sensor of each embodiment from the axial direction inner side, and is a figure for explaining the radial direction arrangement position of the sensor of each embodiment.

Explanation of symbols

(1) Hub unit
(2) Sensor device
(3) Car body side track member
(4) Wheel-side track member
(5) Ball (rolling element)
(8) Magnetostrictive sensor for measuring radial tensile strain
(9) Magnetostrictive sensor for measuring axial tensile strain
(10) Magnetostrictive sensor for measuring axial compressive strain
(11) Displacement sensor
(17) Inner ring
(17b) Inner ring shoulder

Claims (4)

A vehicle body side track member fixed to the vehicle body side, an inner shaft having a wheel mounting flange, a wheel side track member having an inner ring fitted to the inner shaft and to which a wheel is mounted, and disposed between both track members. In a hub unit with a sensor comprising a hub unit having two rows of rolling elements and a sensor device,
The sensor device includes a magnetostrictive sensor that detects an inverse magnetostrictive effect, and the magnetostrictive sensor is configured so as to measure either the tensile strain of the inner ring or the compressive strain of the vehicle body side track member. A hub unit with a sensor, wherein the hub unit with a sensor is installed at only one location, and the installation location is a predetermined angle away from the uppermost portion or the lowermost portion. Sensor-equipped hub units with magnetostrictive sensors that measure the tensile strain of the inner ring are arranged at four locations on the front, rear, left, and right of the vehicle. 2. The sensor-equipped hub unit according to claim 1, wherein the magnetostrictive sensors are respectively positioned rearward in the traveling direction. Sensor-equipped hub units having magnetostrictive sensors for measuring the compressive strain of the vehicle body side track member are arranged at four locations on the front, rear, left and right sides of the vehicle. The sensor-equipped hub unit according to claim 1, wherein the magnetostrictive sensor is positioned rearward in the traveling direction in the hub unit. A vehicle body side track member fixed to the vehicle body side, an inner shaft having a wheel mounting flange, a wheel side track member having an inner ring fitted to the inner shaft and to which a wheel is mounted, and disposed between both track members. In a hub unit with a sensor comprising a hub unit having two rows of rolling elements and a sensor device,
The sensor device has a displacement sensor, and the displacement sensor is installed only at one place on the circumference of the vehicle body side track member, and the installation place is located at a position away from the uppermost part or the lowermost part by a predetermined angle. A sensor-equipped hub unit.

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