JP2010151676A - Tire acting force detection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire acting force detection device having a small size and a light weight detecting highly accurately. <P>SOLUTION: This device is constituted by mounting a wheel 18 on a hub 13 supported rotatably around an axle, and by mounting a tire 19 on the wheel 18. The device is provided with a clamping part 24 for clamping detachably the wheel 18 on the hub 13 side, strain gages 25a-25d, 26a-26d, 27a-27d, 28a-28d as detection parts for detecting deformation of the clamping part 24, and a reception operation part 33 for operating a tire acting force based on deformation of the clamping part 24 detected by each strain gage 25a-25d, 26a-26d, 27a-27d, 28a-28d. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a tire acting force detection device that detects a force acting on a wheel (tire) mounted on a vehicle.

  When controlling the behavior of the vehicle, it is necessary to measure the load and moment in each direction acting on the vehicle. In this case, various sensors are provided on the wheel (tire), the force acting on the tire is detected by each sensor, and the load and moment in each direction are obtained based on the detected force.

  As a tire action force detecting device, there are some which are indicated in the following patent documents 1-3. The tire acting force detection device described in Patent Literature 1 includes a wheel in which a tire is mounted on the outer periphery of the wheel, and a hub that rotatably holds the wheel integrally when the wheel is mounted coaxially. The detector for detecting the tire acting force is provided between the wheel and the hub in a state where force is transmitted between them. In the tire acting force detection device described in Patent Document 2, the axle-side coupling portion and the wheel-side coupling portion are alternately arranged in the circumferential direction on the rotating body, and a region formed by a member that can be elastically deformed between these regions. A load sensor made of ceramic is provided at an intermediate position of the tire, and a tire acting force is detected by a detection value from the load sensor group. In the tire acting force detection device described in Patent Document 3, a transmission load is converted into an electric signal between a wheel-side rotating body and a holding body-side rotating body that can be displaced by a predetermined amount in a load transmitting direction between a wheel and a hub. Two detection elements that convert and output are provided, and the tire acting force is detected by the output of each detection element.

JP 2003-014563 A JP 2005-241470 A JP 2005-249517 A

  In the tire acting force detection device of Patent Document 1 described above, the detector is composed of two divided housings, one is fastened to the wheel and the other is fastened to the hub, and the structure of the detector itself becomes complicated. It will be large and difficult to mount on wheels. In the tire acting force detection device of Patent Document 2, a rotating body is interposed between an axle and a hub, a load sensor is provided in an elastically deformable region of the rotating body, and the position of the hub is arranged outside. It is necessary to reduce the mountability. Further, when the compressive stress is measured by the load sensor and the input load becomes excessive, there is a possibility that failure or breakage may be caused. In the tire acting force detection device of Patent Document 3, the wheel side rotating body is fixed to the wheel, the holding body side rotating body is fixed to the hub side, and a detection element is provided therebetween. The structure of the detector itself becomes complicated and large, and it becomes difficult to mount the detector on a wheel.

  An object of the present invention is to solve such a problem, and it is an object of the present invention to provide a tire acting force detection device that can be reduced in size and weight and can be detected with high accuracy.

  In order to solve the above-described problems and achieve the object, a tire acting force detection device according to the present invention has a wheel mounted on a hub that is rotatably supported around an axle, and the tire is mounted on the wheel. In the tire action force detecting device for detecting the tire action force acting on the tire, a fastening part that is provided on the hub side and fastens the wheel detachably, a detection part that detects deformation of the fastening part, and the detection part And a calculation unit that calculates a tire working force based on the deformation of the fastening part detected by the fastening part, wherein the fastening part connects the wheel fastening part to which the wheel is fastened, the hub and the wheel fastening part. The connecting portion has four or more beams along the axle direction, and a plurality of the detecting portions are mounted on the outer peripheral surface of each beam along the circumferential direction. It is a characteristic

  A tire acting force detection device according to the present invention includes a wheel mounted on a hub that is rotatably supported around an axle, the tire is mounted on the wheel, and the tire acting force detection device that detects the tire acting force acting on the tire. A fastening portion that is provided on the hub side and detachably fastens the wheel, a detection portion that detects deformation of the fastening portion, and a tire working force based on the deformation of the fastening portion detected by the detection portion A calculating unit that calculates the wheel, and the fastening unit includes a wheel fastening unit to which the wheel is fastened, and a connecting unit that connects the hub and the wheel fastening unit. A cylindrical shape is formed along the axle direction, and a plurality of the detection units are mounted on the outer peripheral surface or the inner peripheral surface along the circumferential direction.

  A tire acting force detection device according to the present invention includes a wheel mounted on a hub that is rotatably supported around an axle, the tire is mounted on the wheel, and the tire acting force detection device that detects the tire acting force acting on the tire. A fastening portion that is provided on the hub side and detachably fastens the wheel, a detection portion that detects deformation of the fastening portion, and a tire working force based on the deformation of the fastening portion detected by the detection portion A calculating unit that calculates the wheel, and the fastening unit includes a wheel fastening unit to which the wheel is fastened, and a connecting unit that connects the hub and the wheel fastening unit. It has four or more beams along the radial direction intersecting the axle direction, and a plurality of the detection units are mounted along the circumferential direction on the outer peripheral surface of each beam.

  In the tire acting force detection apparatus according to the present invention, the detection unit is a strain gauge and detects compressive stress and tensile stress.

  In the tire acting force detection device of the present invention, the detection unit is a piezoelectric element and detects compressive stress and tensile stress.

  In the tire acting force detection device of the present invention, the calculation unit includes a vehicle longitudinal direction load, a vehicle lateral direction load, a vehicle vertical direction load, a vehicle roll direction moment, a vehicle pitch direction moment, a vehicle yaw direction moment. It is characterized by being able to calculate moments.

  In the tire acting force detection device of the present invention, a transmission / reception unit that transmits and receives a detection result between the detection unit and the calculation unit is provided.

  According to the tire acting force detection device of the present invention, the fastening portion for detachably fastening the wheel is provided on the hub side, the detection portion for detecting the deformation of the fastening portion is provided, and the deformation of the fastening portion detected by the detection portion is provided. An operation unit that calculates the tire working force is provided based on the above, and as the fastening part, a wheel fastening part to which the wheel is fastened and a connecting part that connects the hub and the wheel fastening part are provided, and the connecting part is provided along the axle direction. It comprises four or more beams, a cylindrical shape, and four or more beams along the radial direction intersecting the axle direction, and a plurality of detectors are mounted along the circumferential direction. Therefore, it is only necessary to provide a fastening part for attaching / detaching the wheel on the hub side, and it is possible to reduce the size and weight, and the attaching / detaching work of the wheel is facilitated, and the detection part detects the deformation of the fastening part. It is possible to detect with high accuracy without fear of breakage.

  Embodiments of a tire acting force detection device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this Example.

  FIG. 1 is a longitudinal sectional view of a wheel representing a tire acting force detection device according to Embodiment 1 of the present invention, and FIG. 2 is a sectional view of a sensor in the tire acting force detection device according to Embodiment 1 shown in FIG. II sectional drawing, FIG. 3 is a perspective view showing the mounting state of the sensor to the connection part in the tire action force detection apparatus of Example 1, FIG. 4 is a graph showing the sensor output with respect to the measurement position by a sensor.

  In the tire acting force detection device of the first embodiment, as shown in FIGS. 1 to 3, a shaft portion 13 a of a hub 13 is rotatably supported by a hub bearing 12 on an upright 11 as a wheel support portion. Thus, the hub 13 is supported rotatably around an axle (not shown). Further, the hub 13 is integrally formed with an attachment portion 13b having a disk shape on the outer side of the vehicle with respect to the shaft portion 13a. A brake rotor 14 is fastened to the attachment portion 13b by four rotor bolts 15. Yes.

  In addition, the base end portions of four beams 16a, 16b, 16c, and 16d that form a columnar shape along the axle direction are fixed to the mounting portion 13b of the hub 13, and the beams 16a, 16b, 16c, and 16d are These are arranged in parallel at equal intervals along the circumferential direction of the hub 13. And the wheel fastening part 17 which makes the disk shape is being fixed to the front-end | tip part of each beam 16a, 16b, 16c, 16d. In this case, the corners between the axial ends of the beams 16a, 16b, 16c, and 16d, the connecting portion of the hub 13 with the mounting portion 13b, and the connecting portion of the wheel fastening portion 17 are curved portions (R portions). ) To prevent a decrease in strength due to stress concentration.

  The brake rotor 14 has through holes 14a, 14b, 14c, and 14d corresponding to the four beams 16a, 16b, 16c, and 16d and having an inner diameter that is a predetermined amount larger than the outer diameter of the beams 16a, 16b, 16c, and 16d. The beams 16a, 16b, 16c and 16d are formed through the through holes 14a, 14b, 14c and 14d, and a gap is provided between them.

  The wheel 18 has a cylindrical shape with one end face closed, and a tire 19 is mounted on a tire mounting portion 18a on the outer peripheral portion. A positioning projection 20 is integrally fixed to the wheel fastening portion 17 of the hub 13 at the center of the axle, while the wheel 18 has a positioning hole 18c formed at the center of a flat portion 18b having a disk shape. Yes. Therefore, the wheel 18 is positioned at a predetermined position by fitting the positioning hole 18 c to the positioning projection 20. A plurality of hub bolts (stud bolts) 21 are fixed to the wheel fastening portion 17 of the hub 13, while a plurality of mounting holes 18 d are formed in the plane portion 18 b of the wheel 18. The wheel 18 is fixed to the hub 13 by screwing the wheel nut 22 into the hub bolt 21 in a state of being inserted into the mounting hole 18d of the wheel 18.

  In this case, the four beams 16a, 16b, 16c, and 16d constitute a connecting portion 23 that removably fastens the wheel 18 to the hub 13, and the wheel fastening portion 17 and the connecting portion 23 (the beams 16a, 16b). , 16c, 16d) constitute the fastening portion 24.

  Further, each of the beams 16a, 16b, 16c, and 16d constituting the connecting portion 23 is provided with strain gauges 25a to 25d, 26a to 26d, and 27a to a detecting portion that detects the deformation of the fastening portion 24, that is, the connecting portion 23. 27d and 28a to 28d are mounted. In this case, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are outer circumferential surfaces at equal intervals along the circumferential direction at intermediate positions in the axial direction of the beams 16a, 16b, 16c, and 16d. It is mounted so as to be exposed. For example, recesses may be formed on the outer peripheral surfaces of the beams 16a, 16b, 16c, and 16d, and strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d may be embedded in the recesses.

  Accordingly, four strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted on the outer peripheral surfaces of the beams 16a, 16b, 16c, and 16d at equal intervals in the circumferential direction. When the beams 16a, 16b, 16c, and 16d are deformed and bent in the radial direction with respect to the axial direction, the deformation can be detected as compressive stress and tensile stress.

  As the detection unit, a piezoelectric element may be applied instead of the strain gauge. Even in this case, the beams 16a, 16b, 16c, and 16d are deformed and bent in the radial direction with respect to the axial direction. Then, this deformation can be detected as a compressive stress and a tensile stress.

  A reception antenna 29 is attached to the upright 11 side, and a transmission unit 30 is also attached to the hub 13 side. Data and power communication (transmission / reception) between the reception antenna 29 and the transmission unit 30 is performed. Is possible. That is, the receiving antenna 29 on the upright 11 side is provided with a data receiving circuit and a power transmitting unit, while the transmitting unit 30 on the hub 13 side is provided with a measuring circuit, a data transmitting circuit, and a power receiving unit. . The strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are connected to the transmission unit 30 on the hub 13 side by a wiring 31.

  In addition, an electronic control unit 32 is mounted on the vehicle. The electronic control unit 32 includes a deformation of the connecting portion 23 detected by each of the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Is connected to a reception calculating unit 33 that calculates the tire acting force. The reception calculation unit 33 can receive detection data from the reception antenna 29 on the upright 11 side. Further, the wheel 18 is provided with a position sensor 34 for detecting the rotation angle position, and the detection result can be input to the reception calculation unit 33.

  Accordingly, the reception calculation unit 33 operates the tire based on the compressive stress and tensile stress of each beam 16a, 16b, 16c, 16d detected by each strain gauge 25a-25d, 26a-26d, 27a-27d, 28a-28d. As forces, it is possible to calculate a vehicle front-rear load, a vehicle left-right load, a vehicle vertical load, a vehicle roll direction moment, a vehicle pitch direction moment, and a vehicle yaw direction moment.

  Here, based on the compressive stress and tensile stress of each beam 16a, 16b, 16c, 16d detected by each strain gauge 25a-25d, 26a-26d, 27a-27d, 28a-28d, the reception calculation unit 33 operates the tire. A method for calculating the force will be briefly described.

  As shown in FIGS. 1 and 2, when a load is input to the tire 19 from below, for example, in the beam 16a, the beam 16a is bent and deformed upward, so that the upper strain gauge 25a is compressed. While stress acts, tensile stress acts on the lower strain gauge 25c. Further, a large stress does not act on the left and right strain gauges 25b and 25d. The reception calculation unit 33 is shown in FIG. 4 based on the rotation angle position of the tire 19 detected by the position sensor 34 and the sensor outputs detected by the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Set the graph.

Subsequently, the reception calculation unit 33 calibrates the sensor output with respect to a known load input using the following mathematical formula. Here, P is a sensor output, A is a calibration value matrix, and F ₀ is a calibration load (calibration moment).
P = AF ₀

And the calibration value matrix A is created like the following numerical formula.
_{^{A = ((F 0 F 0}} t) -1 F 0 t P t) t

Therefore, based on the calibration value matrix and the sensor output measured in real time, the actual load F, that is, the tire acting force is calculated by the following formula.
^{F = (A t A t)} -1 A t P

  As described above, in the tire acting force detection device according to the first embodiment, the wheel 18 is mounted on the hub 13 that is rotatably supported around the axle, and the tire 19 is mounted on the wheel 18. A fastening portion 24 for detachably fastening the wheel 18 is provided on the side, and strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are provided as detection portions for detecting deformation of the fastening portion 24, and A reception calculation unit 33 is provided that calculates the tire acting force based on the deformation of the fastening portion 24 detected by each of the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d.

  Therefore, it is only necessary to provide the fastening portion 24 for attaching / detaching the wheel 18 on the hub 13 side, so that the size and weight can be reduced, and the wheel 18 can be easily attached / detached to improve the exchange workability. Since the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d detect deformation of the fastening portion 24, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are damaged. Therefore, it is possible to detect with high accuracy.

  Further, in the tire acting force detection device of the first embodiment, as the fastening portion 24, a wheel fastening portion 17 to which the wheel 18 is fastened to the hub 13 and a connecting portion 23 that connects the hub 13 and the wheel fastening portion 17 are provided. The strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are attached to the connecting portion 23. Therefore, the wheel fastening portion 17 is connected to the hub 13 via the connecting portion 23, and the wheel 18 can be attached to and detached from the wheel fastening portion 17, and the strain gauges 25 a to 25 d, 26 a to 26 d, 27 a to the connecting portion 23. By mounting 27d and 28a to 28d, the tire acting force detection device can be configured without changing the wheel 18 side, and the mountability can be improved.

  Further, in the tire acting force detection device of the first embodiment, four beams 16a, 16b, 16c, and 16d are provided as the connecting portion 23 along the axle direction, and the outer peripheral surfaces of the beams 16a, 16b, 16c, and 16d are provided. A plurality of strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted along the circumferential direction. Therefore, the stress acting on the tire 19 can be detected with a simple configuration, and the apparatus can be reduced in size and weight and cost.

  Note that strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are provided as detection units for detecting the deformation of the fastening portion 24. Therefore, by installing a plurality of strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d on the outer peripheral surfaces of the beams 16a, 16b, 16c, and 16d, an inexpensive sensor can be used and this sensor can be used. Processing for mounting becomes easy, and an increase in cost can be suppressed.

  Further, in the tire acting force detection device according to the first embodiment, the reception calculation unit 33 includes a vehicle longitudinal direction load, a vehicle lateral direction load, a vehicle vertical direction load, a vehicle roll direction moment, a vehicle pitch direction moment, The moment in the vehicle yaw direction can be calculated. Therefore, various stresses acting on the tire 19 can be detected with high accuracy with a simple configuration.

  FIG. 5 is a longitudinal sectional view of a wheel showing a tire acting force detection device according to a second embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the tire acting force detection device according to the second embodiment, as shown in FIG. 5, the shaft portion 13 a of the hub 13 is rotatably supported by the upright 11 by a hub bearing 12, and the mounting portion 13 b is supported on the hub 13. Are integrally formed, and the brake rotor 14 is fastened to the mounting portion 13 b by a rotor bolt 15.

  The base ends of four beams 41a, 41b, 41c, 41d having a columnar shape along the axle direction are fixed to the brake rotor 14, and the beams 41a, 41b, 41c, 41d are respectively connected to the brake rotor 14. Are arranged at equal intervals along the circumferential direction. And the wheel fastening part 42 which makes a disk shape is being fixed to the front-end | tip part of each beam 41a, 41b, 41c, 41d. In this case, a curved portion (R portion) is formed at a corner portion between the axial end portion of each beam 41a, 41b, 41c, 41d and the connecting portion with the brake rotor 14 and the connecting portion with the wheel fastening portion 42. Therefore, strength reduction due to stress concentration is prevented.

  The wheel 18 has a tire 19 mounted on the outer periphery. A positioning projection 20 is integrally fixed to the wheel fastening portion 42 of the brake rotor 14 at the center of the axle, while a positioning hole 18c is formed in the wheel 18, and the positioning hole 18c is positioned. The wheel 18 is positioned at a predetermined position by fitting with the projection 20 for use. A plurality of hub bolts (stud bolts) 21 are fixed to the wheel fastening portion 42 of the brake rotor 14, while a plurality of mounting holes 18 d are formed in the plane portion 18 b of the wheel 18. When the wheel nut 22 is screwed into the hub bolt 21 in a state where the wheel 18 is inserted into the mounting hole 18d of the wheel 18, the wheel 18 is fixed to the hub 13 via the brake rotor 14.

  In this case, the four beams 41a, 41b, 41c, and 41d constitute a connecting portion 43 that detachably fastens the wheel 18 to the hub 13, and the wheel fastening portion 42 and the connecting portion 43 (the beams 41a and 41b). , 41c, 41d) constitute a fastening portion 44.

  In addition, each of the beams 41a, 41b, 41c, and 41d constituting the connecting portion 43 has a strain gauge 25a to 25d, 26a to 26d, and 27a to a fastening portion 44, that is, a detecting portion that detects deformation of the connecting portion 43. 27d, 28a to 28d (see FIG. 2) are mounted. In this case, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are outer circumferential surfaces at equal intervals along the circumferential direction at intermediate positions in the axial direction of the beams 41a, 41b, 41c, and 41d. It is mounted so as to be exposed.

  Accordingly, four strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted on the outer peripheral surfaces of the beams 41a, 41b, 41c, and 41d at equal intervals in the circumferential direction. When the beams 41a, 41b, 41c, and 41d are deformed and bent in the radial direction with respect to the axial direction, the deformation can be detected as compressive stress and tensile stress.

  A receiving antenna 29 is mounted on the upright 11 side, and a transmitting unit 30 is also mounted on the hub 13 side, so that data and power can be communicated (transmitted / received) between the receiving antenna and the transmitting unit 30. It has become. Connected to the electronic control unit 32 of the vehicle is a reception calculation unit 33 that calculates the tire acting force based on the deformation of the connecting portion 43 detected by each of the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Has been. The reception calculation unit 33 can receive detection data from the reception antenna 29 on the upright 11 side. Further, the wheel 18 is provided with a position sensor 34 for detecting the rotation angle position, and the detection result can be input to the reception calculation unit 33.

  Accordingly, when a load is input to the tire 19 from below, the beams 41a, 41b, 41c, and 41d are bent and deformed, so that the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are Detecting compressive stress and tensile stress. The reception calculation unit 33 calculates the tire acting force based on the rotation angle position of the tire 19 detected by the position sensor 34 and the sensor outputs detected by the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Calculate.

  Regarding the method of calculating the tire acting force based on the compressive stress and tensile stress of each beam 41a, 41b, 41c, 41d detected by each strain gauge 25a-25d, 26a-26d, 27a-27d, 28a-28d. Since it is the same as that of the above-mentioned Example 1, description is abbreviate | omitted.

  As described above, in the tire acting force detection device according to the second embodiment, the fastening portion 44 for detachably fastening the wheel 18 to the brake rotor 14 fixed to the hub 13 is provided, and detection for detecting deformation of the fastening portion 44 is detected. The strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are provided, and the deformation of the fastening portion 44 detected by each of the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d is provided. And a reception calculation unit 33 for calculating the tire acting force based on the above.

  Therefore, it is only necessary to provide the brake rotor 14 with the fastening portion 44 for attaching and detaching the wheel 18, so that the size and weight can be reduced, and the wheel 18 can be easily attached and detached to improve the exchange workability. Since the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d detect deformation of the fastening portion 24, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are damaged. Therefore, it is possible to detect with high accuracy.

  Further, in the tire acting force detection device according to the second embodiment, as the fastening portion 44, a wheel fastening portion 42 to which the wheel 18 is fastened to the brake rotor 14, and a connecting portion 43 that connects the brake rotor 14 and the wheel fastening portion 42. The strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are attached to the connecting portion 43. Accordingly, the wheel fastening portion 42 is connected to the brake rotor 14 via the connecting portion 43 so that the wheel 18 can be attached to and detached from the wheel fastening portion 42, and the strain gauges 25a to 25d, 26a to 26d, and 27a are connected to the connecting portion 43. By attaching ~ 27d and 28a ~ 28d, the tire acting force detection device can be configured without changing the wheel 18 side, and the mountability can be improved.

  In the tire acting force detection device according to the second embodiment, four beams 41a, 41b, 41c, and 41d are provided as the connecting portion 43 along the axle direction, and the outer peripheral surfaces of the beams 41a, 41b, 41c, and 41d are provided. A plurality of strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted along the circumferential direction. Therefore, the stress acting on the tire 19 can be detected with a simple configuration, and the apparatus can be reduced in size and weight and cost.

  FIG. 6 is a longitudinal sectional view of a wheel showing a tire acting force detection device according to Embodiment 3 of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the tire acting force detection device according to the third embodiment, as shown in FIG. 6, a shaft portion 13 a of a hub 13 is rotatably supported by a hub bearing 12 on an upright 11, and an attachment portion 13 b is supported on the hub 13. Are integrally formed, and the brake rotor 14 is fastened to the mounting portion 13 b by a rotor bolt 15.

  A sensor plate 51 is disposed on the mounting portion 13 b of the hub 13 so as to come into contact with the brake rotor 14 and fastened by a plate bolt 52. The sensor plate 51 has a mounting portion 51a that contacts the brake rotor 14 in the shape of a disk. The mounting portion 51a has four beams 53a, 53b, 53c, and 53d that form a columnar shape along the axle direction. The beams 53a, 53b, 53c, 53d are arranged in parallel at equal intervals along the circumferential direction of the sensor plate 51. And the wheel fastening part 54 which makes the disk shape is being fixed to the front-end | tip part of each beam 53a, 53b, 53c, 53d. In this case, a curved portion (R) is provided at the corner portion between the axial end portion of each beam 53a, 53b, 53c, 53d and the connecting portion between the attachment portion 51a of the sensor plate 51 and the connecting portion with the wheel fastening portion 54. Part) is formed, and strength reduction due to stress concentration is prevented.

  The wheel 18 has a tire 19 mounted on the outer periphery. The wheel fastening portion 54 of the sensor plate 51 is integrally fixed with the positioning projection 20 at the axle center, while the wheel 18 is formed with a positioning hole 18c, and the positioning hole 18c is positioned. The wheel 18 is positioned at a predetermined position by fitting with the projection 20 for use. A plurality of hub bolts (stud bolts) 21 are fixed to the wheel fastening portion 54 of the sensor plate 51, while a plurality of mounting holes 18 d are formed in the plane portion 18 b of the wheel 18. When the wheel nut 22 is screwed into the hub bolt 21 in a state where the wheel 18 is inserted into the mounting hole 18d of the wheel 18, the wheel 18 is fixed to the hub 13 via the sensor plate 51.

  In this case, the four beams 53a, 53b, 53c, and 53d constitute a connecting portion 55 that detachably fastens the wheel 18 to the hub 13, and the wheel fastening portion 54 and the connecting portion 55 (beams 53a and 53b). , 53c, 53d) constitute the fastening portion 56.

  In addition, each of the beams 53a, 53b, 53c, and 53d constituting the connecting portion 55 has a strain gauge 25a to 25d, 26a to 26d, and 27a to a fastening portion 56, that is, a detecting portion that detects deformation of the connecting portion 55. 27d, 28a to 28d (see FIG. 2) are mounted. In this case, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are outer circumferential surfaces at equal intervals along the circumferential direction at intermediate positions in the axial direction of the beams 53a, 53b, 53c, and 53d. It is mounted so as to be exposed.

  Accordingly, four strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted on the outer peripheral surfaces of the beams 53a, 53b, 53c, and 53d at equal intervals in the circumferential direction. When the beams 53a, 53b, 53c, and 53d are deformed and bent in the radial direction with respect to the axial direction, the deformation can be detected as compressive stress and tensile stress.

  A receiving antenna 29 is mounted on the upright 11 side, and a transmitting unit 30 is also mounted on the hub 13 side. Data and power communication (transmission / reception) is performed between the receiving antenna 29 and the transmitting unit 30. It is possible. Connected to the electronic control unit 32 of the vehicle is a reception calculation unit 33 that calculates the tire acting force based on the deformation of the connecting portion 55 detected by each of the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Has been. The reception calculation unit 33 can receive detection data from the reception antenna 29 on the upright 11 side. Further, the wheel 18 is provided with a position sensor 34 for detecting the rotation angle position, and the detection result can be input to the reception calculation unit 33.

  Accordingly, when a load is input to the tire 19 from below, the beams 53a, 53b, 53c, and 53d are bent and deformed, so that the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are Detecting compressive stress and tensile stress. The reception calculation unit 33 calculates the tire acting force based on the rotation angle position of the tire 19 detected by the position sensor 34 and the sensor outputs detected by the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Calculate.

  Regarding the method of calculating the tire acting force based on the compressive stress and tensile stress of each beam 53a, 53b, 53c, 53d detected by each strain gauge 25a-25d, 26a-26d, 27a-27d, 28a-28d. Since it is the same as that of the above-mentioned Example 1, description is abbreviate | omitted.

  As described above, in the tire acting force detection apparatus according to the third embodiment, the sensor plate 51 is fixed to the hub 13 via the brake rotor 14, and the fastening portion 56 that detachably fastens the wheel 18 to the sensor plate 51 is provided. The strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are provided as detection units for detecting the deformation of the fastening portion 56, and the strain gauges 25a to 25d, 26a to 26d, and 27a to 27d are provided. , 28a to 28d are provided with a reception calculation unit 33 for calculating the tire acting force based on the deformation of the fastening portion 56 detected.

  Therefore, it is only necessary to provide the hub 13 with the sensor plate 51 having the fastening portion 56 for attaching / detaching the wheel 18, and it is possible to reduce the size and weight, and the wheel 18 can be easily attached / detached to improve the exchange workability. Since the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d detect deformation of the fastening portion 56, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28a It is possible to detect with high accuracy without fear of damage to 28d.

  Further, in the tire acting force detection device of the third embodiment, as the fastening portion 56, the wheel fastening portion 54 to which the wheel 18 is fastened to the sensor plate 51, and the attachment portion 51 a of the sensor plate 51 and the wheel fastening portion 54 are coupled. The connecting portion 55 is provided, and strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are attached to the connecting portion 55. Therefore, the sensor plate 51 is fixed to the hub 13, the wheel fastening portion 54 is connected via the connecting portion 55, the wheel 18 can be attached to and detached from the wheel fastening portion 54, and the strain gauges 25 a to 25 d are connected to the connecting portion 55. , 26a to 26d, 27a to 27d, and 28a to 28d, the tire acting force detection device can be configured without changing the wheel 18 side, and the mountability can be improved.

  In the tire acting force detection device according to the third embodiment, four beams 53a, 53b, 53c, and 53d are provided as the connecting portion 55 along the axle direction, and the outer circumferential surfaces of the beams 53a, 53b, 53c, and 53d are provided. A plurality of strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted along the circumferential direction. Therefore, the stress acting on the tire 19 can be detected with a simple configuration, and the apparatus can be reduced in size and weight and cost.

  FIG. 7 is a longitudinal sectional view of a wheel representing a tire acting force detection device according to Embodiment 4 of the present invention, and FIG. 8 is a sectional view taken along the line VIII-VIII in FIG. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the tire acting force detection device of the fourth embodiment, as shown in FIGS. 7 and 8, the shaft portion 13 a of the hub 13 is rotatably supported by the upright 11 by the hub bearing 12. A mounting portion 13b is integrally formed, and a brake rotor 14 is fastened to the mounting portion 13b by a rotor bolt 15.

  A sensor plate 61 is disposed on the mounting portion 13 b of the hub 13 so as to come into contact with the brake rotor 14 and fastened by a plate bolt 62. The sensor plate 61 has a mounting portion 61a that contacts the brake rotor 14 in a disc shape, and a base end portion of a connecting tube 63 that is cylindrical in the axial direction is fixed to the mounting portion 61a. A wheel fastening portion 64 having a disk shape is fixed to the distal end portion of the connecting cylinder 63. In this case, a curved portion (R portion) is formed at a corner portion between the axial end portion of the connecting cylinder 63 and the connecting portion between the attachment portion 61 a of the sensor plate 61 and the connecting portion with the wheel fastening portion 64. Therefore, a decrease in strength due to stress concentration is prevented.

  The wheel 18 has a tire 19 mounted on the outer periphery. The wheel fastening portion 64 of the sensor plate 61 is integrally fixed with the positioning projection 20 at the axle center, while the wheel 18 is formed with a positioning hole 18c, and the positioning hole 18c is positioned. The wheel 18 is positioned at a predetermined position by fitting with the projection 20 for use. A plurality of hub bolts (stud bolts) 21 are fixed to the wheel fastening portion 64 of the sensor plate 61, while a plurality of mounting holes 18 d are formed in the plane portion 18 b of the wheel 18. When the wheel nut 22 is screwed into the hub bolt 21 in a state where the wheel 18 is inserted into the mounting hole 18d of the wheel 18, the wheel 18 is fixed to the hub 13 via the sensor plate 61.

  In this case, the connecting cylinder 63 functions as a connecting part that detachably fastens the wheel 18 to the hub 13, and the connecting part 63 and the wheel fastening part 64 constitute a fastening part 65.

  In addition, strain gauges 66 a to 66 h are attached to the connecting cylinder 63 as a detecting portion that detects the fastening portion 65, that is, the deformation of the connecting cylinder 63. In this case, each of the strain gauges 66a to 66h is mounted at an intermediate position in the axial direction of the connecting cylinder 63 so as to be exposed on the outer peripheral surface at equal intervals along the circumferential direction. In this case, the strain gauges 66a to 66h may be mounted at intermediate positions in the axial direction of the connecting cylinder 63 so as to be exposed on the inner peripheral surface at equal intervals along the circumferential direction.

  Accordingly, since eight strain gauges 66a to 66h are mounted on the outer peripheral surface of the connecting cylinder 63 at equal intervals in the circumferential direction, the connecting cylinder 63 is deformed and bent in the radial direction with respect to the axial direction. This deformation can be detected as compressive stress and tensile stress.

  A receiving antenna 29 is mounted on the upright 11 side, and a transmitting unit 30 is also mounted on the hub 13 side. Data and power communication (transmission / reception) is performed between the receiving antenna 29 and the transmitting unit 30. It is possible. The vehicle electronic control unit 32 is connected to a reception calculation unit 33 that calculates the tire acting force based on the deformation of the connecting cylinder 63 detected by the strain gauges 66a to 66h. The reception calculation unit 33 can receive detection data from the reception antenna 29 on the upright 11 side. Further, the wheel 18 is provided with a position sensor 34 for detecting the rotation angle position, and the detection result can be input to the reception calculation unit 33.

  Accordingly, when a load is input to the tire 19 from below, the connecting cylinder 63 is bent and deformed, so that the strain gauges 66a to 66h detect compressive stress and tensile stress. The reception calculation unit 33 calculates the tire acting force based on the rotation angle position of the tire 19 detected by the position sensor 34 and the sensor outputs detected by the strain gauges 66a to 66h.

  The method for calculating the tire acting force based on the compressive stress and the tensile stress of the connecting cylinder 63 detected by the strain gauges 66a to 66h is the same as in the first embodiment, and the description thereof is omitted.

  As described above, in the tire acting force detection device according to the fourth embodiment, the sensor plate 61 is fixed to the hub 13 via the brake rotor 14, and the fastening portion 65 that detachably fastens the wheel 18 to the sensor plate 61 is provided. Provided, and strain gauges 66a to 66h as detection units for detecting the deformation of the fastening portion 65, and a reception calculation portion for calculating the tire acting force based on the deformation of the fastening portion 65 detected by each of the strain gauges 6a to 66h. 33.

  Accordingly, it is only necessary to provide the sensor plate 61 having the fastening portion 65 for attaching / detaching the wheel 18 to the hub 13, and it is possible to reduce the size and weight, and to easily attach / detach the wheel 18 to improve the exchange workability. In addition, since the strain gauges 66a to 66h detect the deformation of the fastening portion 65, it is possible to detect the strain gauges 66a to 66h with high accuracy without fear of breakage.

  Further, in the tire acting force detection device according to the fourth embodiment, as the fastening portion 65, the wheel fastening portion 64 to which the wheel 18 is fastened to the sensor plate 61, and the attachment portion 61 a of the sensor plate 61 and the wheel fastening portion 64 are coupled. The connecting cylinder 63 is provided, and strain gauges 66a to 66h are attached to the connecting cylinder 63. Accordingly, the sensor plate 61 is fixed to the hub 13, the wheel fastening portion 64 is connected via the connecting cylinder 63, the wheel 18 can be attached to and detached from the wheel fastening section 64, and the strain gauges 66 a to 66 h are attached to the connecting cylinder 63. By mounting the tire, it is possible to configure the tire acting force detection device without changing the wheel 18 side, and it is possible to improve the mountability.

  In the tire acting force detection device according to the fourth embodiment, the sensor plate 61 is provided with a connecting cylinder 63 along the axle direction, and a plurality of strain gauges 66a to 66h are attached to the outer peripheral surface of the connecting cylinder 63 along the circumferential direction. is doing. Accordingly, it is possible to detect the stress acting on the tire 19 with a simple configuration, and to reduce the size and weight of the device and to reduce the cost. Further, the mounting portion 61a of the sensor plate 61 and the wheel fastening portion 64 can be realized. Are connected by a connecting tube 63 having a cylindrical shape, the strength of the sensor plate 61 can be improved.

  FIG. 9 is a longitudinal sectional view of a wheel representing a tire acting force detection device according to Embodiment 5 of the present invention, and FIG. 10 is a sectional view taken along line XX of FIG. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the tire acting force detection device of the fifth embodiment, as shown in FIGS. 9 and 10, the shaft portion 13 a of the hub 13 is rotatably supported by the upright 11 by the hub bearing 12. A mounting portion 13b is integrally formed, and a brake rotor 14 is fastened to the mounting portion 13b by a rotor bolt 15.

  A sensor plate 61 is disposed on the mounting portion 13 b of the hub 13 so as to come into contact with the brake rotor 14 and fastened by a plate bolt 62. The sensor plate 61 has a mounting portion 61a that contacts the brake rotor 14 in a disc shape, and a base end portion of a connecting tube 63 that is cylindrical in the axial direction is fixed to the mounting portion 61a. A wheel fastening portion 64 having a disk shape is fixed to the distal end portion of the connecting cylinder 63.

  The wheel 18 has a tire 19 mounted on the outer periphery. The wheel fastening portion 64 of the sensor plate 61 is integrally fixed with the positioning projection 20 at the axle center, while the wheel 18 is formed with a positioning hole 18c, and the positioning hole 18c is positioned. The wheel 18 is positioned at a predetermined position by fitting with the projection 20 for use. A plurality of hub bolts (stud bolts) 21 are fixed to the wheel fastening portion 64 of the sensor plate 61, while a plurality of mounting holes 18 d are formed in the plane portion 18 b of the wheel 18. When the wheel nut 22 is screwed into the hub bolt 21 in a state where the wheel 18 is inserted into the mounting hole 18d of the wheel 18, the wheel 18 is fixed to the hub 13 via the sensor plate 61.

  Further, the connection cylinder 63 is provided with strain gauges 66a to 66h for detecting the deformation. In this case, each of the strain gauges 66a to 66h is mounted at an intermediate position in the axial direction of the connecting cylinder 63 so as to be exposed on the outer peripheral surface at equal intervals along the circumferential direction. Accordingly, since eight strain gauges 66a to 66h are mounted on the outer peripheral surface of the connecting cylinder 63 at equal intervals in the circumferential direction, the connecting cylinder 63 is deformed and bent in the radial direction with respect to the axial direction. This deformation can be detected as compressive stress and tensile stress.

  The transmission unit 30 is mounted on the hub 13 side, and the reception control unit 33 that calculates the tire acting force based on the deformation of the connecting cylinder 63 detected by each of the strain gauges 66a to 66h is provided in the electronic control unit 32 of the vehicle. Thus, communication (transmission / reception) of data and power is possible between the transmission unit 30 and the reception calculation unit 33. In this case, the transmission unit 30 is accommodated in the sensor plate 61, that is, in a space surrounded by the attachment portion 61 a, the connecting cylinder 63, and the wheel fastening portion 64. Further, the wheel 18 is provided with a position sensor 34 for detecting the rotation angle position, and the detection result can be input to the reception calculation unit 33.

  Accordingly, when a load is input to the tire 19 from below, the connecting cylinder 63 is bent and deformed, so that the strain gauges 66a to 66h detect compressive stress and tensile stress. The reception calculation unit 33 calculates the tire acting force based on the rotation angle position of the tire 19 detected by the position sensor 34 and the sensor outputs detected by the strain gauges 66a to 66h.

  The method for calculating the tire acting force based on the compressive stress and the tensile stress of the connecting cylinder 63 detected by the strain gauges 66a to 66h is the same as in the first embodiment, and the description thereof is omitted.

  As described above, in the tire acting force detection device according to the fifth embodiment, the sensor plate 61 is fixed to the hub 13 via the brake rotor 14, and the fastening portion 65 that detachably fastens the wheel 18 to the sensor plate 61 is provided. Provided, and strain gauges 66a to 66h as detection units for detecting the deformation of the fastening portion 65, and a reception calculation portion for calculating the tire acting force based on the deformation of the fastening portion 65 detected by each of the strain gauges 66a to 66h. 33.

  Accordingly, it is only necessary to provide the sensor plate 61 having the fastening portion 65 for attaching / detaching the wheel 18 to the hub 13, and it is possible to reduce the size and weight, and to easily attach / detach the wheel 18 to improve the exchange workability. In addition, since the strain gauges 66a to 66h detect the deformation of the fastening portion 65, it is possible to detect the strain gauges 66a to 66h with high accuracy without fear of breakage.

  Further, in the tire acting force detection device according to the fifth embodiment, as the fastening portion 65, the connecting cylinder 63 and the wheel fastening portion 64 are provided in the mounting portion 61a of the sensor plate 61, and strain gauges 66a to 66h are attached to the connecting cylinder 63. At the same time, the transmitter 30 is housed inside the sensor plate 61. Accordingly, the sensor plate 61 is fixed to the hub 13, the wheel fastening portion 64 is connected via the connecting cylinder 63, the wheel 18 can be attached to and detached from the wheel fastening section 64, and the strain gauges 66 a to 66 h are attached to the connecting cylinder 63. , The tire acting force detection device can be configured without changing the wheel 18 side, the mountability can be improved, and the transmitter 30 is accommodated in the sensor plate 61. Thus, it is possible to prevent the transmission unit 30 from being damaged, and it is possible to improve safety and reliability.

  FIG. 11 is a longitudinal sectional view of a wheel representing a tire acting force detection device according to Embodiment 6 of the present invention, and FIG. 12 is a sectional view taken along line XII-XII in FIG. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

  In the tire acting force detection apparatus of the sixth embodiment, as shown in FIGS. 11 and 12, the shaft portion 13 a of the hub 13 is rotatably supported by the upright 11 by the hub bearing 12. A mounting portion 13b is integrally formed, and a brake rotor 14 is fastened to the mounting portion 13b by a rotor bolt 15.

  A sensor plate 71 is disposed on the mounting portion 13 b of the hub 13 so as to contact the brake rotor 14, and is fastened by a plate bolt 72. The sensor plate 71 has a mounting portion 71a that contacts the brake rotor 14 in the shape of a disk, and the mounting portion 71a is provided with a support portion 71b located at the center of the sensor plate 71. The base ends of four beams 73a, 73b, 73c, 73d having a plate shape along the radial direction intersecting the axle direction are fixed to 71b. Each beam 73a, 73b, 73c, 73d is a sensor plate. 71 are arranged in parallel at equal intervals along the circumferential direction of 71. And the wheel fastening part 74 which makes a disk shape is being fixed to the front-end | tip part of each beam 73a, 73b, 73c, 73d.

  The wheel 18 has a tire 19 mounted on the outer periphery. A positioning projection 20 is integrally fixed to the wheel fastening portion 74 of the sensor plate 71 at the center of the axle, while a positioning hole 18c is formed in the wheel 18, and the positioning hole 18c is positioned. The wheel 18 is positioned at a predetermined position by fitting with the projection 20 for use. A plurality of hub bolts (stud bolts) 21 are fixed to the wheel fastening portion 74 of the sensor plate 71, while a plurality of mounting holes 18 d are formed in the plane portion 18 b of the wheel 18. When the wheel nut 22 is screwed into the hub bolt 21 in a state where the wheel 18 is inserted into the mounting hole 18d of the wheel 18, the wheel 18 is fixed to the hub 13 via the sensor plate 71.

  In this case, the four beams 73a, 73b, 73c, and 73d form a connecting portion 75 that detachably fastens the wheel 18 to the hub 13, and the wheel fastening portion 74 and the connecting portion 75 (beams 73a and 73b). , 73c, 73d) constitute the fastening portion 76.

  Further, each of the beams 73a, 73b, 73c, and 73d constituting the connecting portion 75 is provided with a strain gauge 25a to 25d, 26a to 26d, and 27a to a fastening portion 76, that is, a detecting portion that detects deformation of the connecting portion 75. 27d and 28a to 28d are mounted. In this case, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are arranged on the outer circumferential surface at predetermined intervals along the circumferential direction at the radial intermediate positions of the beams 73a, 73b, 73c, and 73d. It is mounted so as to be exposed.

  Accordingly, four strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are mounted on the outer peripheral surfaces of the beams 73a, 73b, 73c, and 73d at predetermined intervals in the circumferential direction. When the beams 73a, 73b, 73c, and 73d are deformed and bent in the radial direction with respect to the axial direction, the deformation can be detected as compressive stress and tensile stress.

  A reception antenna 29 is attached to the upright 11 side, and a transmission unit 30 is also attached to the hub 13 side. Data and power communication (transmission / reception) is performed between the reception antenna 29 and the transmission unit 30. It is possible. Connected to the electronic control unit 32 of the vehicle is a reception calculation unit 33 that calculates the tire acting force based on the deformation of the connecting portion 75 detected by each of the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Has been. The reception calculation unit 33 can receive detection data from the reception antenna 29 on the upright 11 side. Further, the wheel 18 is provided with a position sensor 34 for detecting the rotation angle position, and the detection result can be input to the reception calculation unit 33.

  Accordingly, when a load is input to the tire 19 from below, the beams 73a, 73b, 73c, and 73d are bent and deformed, so that the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are Detecting compressive stress and tensile stress. The reception calculation unit 33 calculates the tire working force based on the rotation angle position of the tire 19 detected by the position sensor 34 and the sensor outputs detected by the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d. Calculate.

  Regarding the method of calculating the tire acting force based on the compressive stress and tensile stress of each beam 73a, 73b, 73c, 73d detected by each strain gauge 25a-25d, 26a-26d, 27a-27d, 28a-28d. Since it is the same as that of the above-mentioned Example 1, description is abbreviate | omitted.

  As described above, in the tire acting force detection device according to the sixth embodiment, the sensor plate 71 is fixed to the hub 13 via the brake rotor 14, and the fastening portion 76 that detachably fastens the wheel 18 to the sensor plate 71 is provided. The strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are provided as detection units for detecting the deformation of the fastening portion 76, and the strain gauges 25a to 25d, 26a to 26d, and 27a to 27d are provided. , 28a to 28d are provided with a reception calculation unit 33 for calculating the tire acting force based on the deformation of the fastening portion 76 detected.

  Accordingly, it is only necessary to provide the sensor plate 71 having the fastening portion 76 for attaching / detaching the wheel 18 to the hub 13, and it is possible to reduce the size and weight, and to easily attach / detach the wheel 18 to improve the exchange workability. In addition, since the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d detect the deformation of the fastening portion 76, the strain gauges 25a to 25d, 26a to 26d, 27a to 27d, 28a to It is possible to detect with high accuracy without fear of damage to 28d.

  Further, in the tire acting force detection device of the sixth embodiment, as the fastening portion 76, the wheel fastening portion 74 to which the wheel 18 is fastened to the sensor plate 71, the attachment portion 71 a of the sensor plate 71, and the wheel fastening portion 74 are coupled. The connecting portion 75 is provided, and strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are attached to the connecting portion 75. Therefore, the sensor plate 71 is fixed to the hub 13, the wheel fastening portion 74 is connected via the connecting portion 75, the wheel 18 can be attached to and detached from the wheel fastening portion 74, and the strain gauges 25 a to 25 d are connected to the connecting portion 75. , 26a to 26d, 27a to 27d, and 28a to 28d, the tire acting force detection device can be configured without changing the wheel 18 side, and the mountability can be improved.

  Further, in the tire acting force detection device of the sixth embodiment, four beams 73a, 73b, 73c, 73d along the radial direction are provided as the connecting portion 75, and the outer circumferential surfaces of the beams 73a, 73b, 73c, 73d are provided. A plurality of strain gauges 25a to 25d, 26a to 26d, 27a to 27d, and 28a to 28d are attached along the circumferential direction. Therefore, the stress acting on the tire 19 can be detected with a simple configuration, the apparatus can be reduced in size and weight, and the cost can be reduced, and the lengths of the beams 73a, 73b, 73c, and 73d can be reduced. Therefore, it is possible to increase the sensor sensitivity and improve the detection lightness by securing a sufficient amount of deformation.

  In each of the above-described embodiments, 16 strain gauges 25a to 25d, 26a to 26d, 27a to 27d, 28a to 28d, or 8 66a to 66h are provided as sensors constituting the detection unit. The number may be set as appropriate according to the type, accuracy, and mountability of the tire acting force.

  As described above, the tire acting force detection device according to the present invention is provided with a detection unit on the hub side, thereby enabling reduction in size and weight and high-precision detection. It is also suitable to use.

It is a longitudinal cross-sectional view of the wheel showing the tire action force detection apparatus which concerns on Example 1 of this invention. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. It is a perspective view showing the mounting state of the sensor to the connection part in the tire acting force detection apparatus of Example 1. FIG. It is a graph showing the sensor output with respect to the measurement position by a sensor. It is a longitudinal cross-sectional view of the wheel showing the tire action force detection apparatus which concerns on Example 2 of this invention. It is a longitudinal cross-sectional view of the wheel showing the tire action force detection apparatus which concerns on Example 3 of this invention. It is a longitudinal cross-sectional view of the wheel showing the tire action force detection apparatus which concerns on Example 4 of this invention. It is VIII-VIII sectional drawing of FIG. It is a longitudinal cross-sectional view of the wheel showing the tire action force detection apparatus which concerns on Example 5 of this invention. It is XX sectional drawing of FIG. It is a longitudinal cross-sectional view of the wheel showing the tire action force detection apparatus which concerns on Example 6 of this invention. It is XII-XII sectional drawing of FIG.

Explanation of symbols

11 Upright 13 Hub 14 Brake rotor 16a, 16b, 16c, 16d, 41a, 41b, 41c, 41d, 53a, 53b, 53c, 53d, 73a, 73b, 73c, 73d Beam 17, 42, 54, 64, 74 Wheel Fastening part 18 Wheel 19 Tire 23, 43, 55, 75 Connecting part 24, 44, 56, 65, 76 Fastening part 25a-25d, 26a-26d, 27a-27d, 28a-28d, 66a-66h Strain gauge (detection part) )
DESCRIPTION OF SYMBOLS 29 Reception antenna 30 Transmission part 32 Electronic control unit 33 Reception calculating part 34 Position sensor 51, 61, 71 Sensor plate 63 Connection pipe | tube (connection part)

Claims (7)

In a tire acting force detection device for detecting a tire acting force acting on a tire, wherein a wheel is attached to a hub supported rotatably around an axle, and a tire is attached to the wheel.
A fastening portion that is provided on the hub side and detachably fastens the wheel;
A detection unit for detecting deformation of the fastening portion;
A calculation unit that calculates the tire acting force based on the deformation of the fastening portion detected by the detection unit;
With
The fastening portion has a wheel fastening portion to which the wheel is fastened, and a connecting portion for connecting the hub and the wheel fastening portion,
The connecting portion has four or more beams along the axle direction, and a plurality of detection portions are mounted along the circumferential direction on the outer peripheral surface of each beam. . In a tire acting force detection device for detecting a tire acting force acting on a tire, wherein a wheel is attached to a hub supported rotatably around an axle, and a tire is attached to the wheel.
A fastening portion that is provided on the hub side and detachably fastens the wheel;
A detection unit for detecting deformation of the fastening portion;
A calculation unit that calculates the tire acting force based on the deformation of the fastening portion detected by the detection unit;
With
The fastening portion has a wheel fastening portion to which the wheel is fastened, and a connecting portion for connecting the hub and the wheel fastening portion,
The connecting portion has a cylindrical shape along the axle direction, and a plurality of detection portions are mounted on the outer peripheral surface or the inner peripheral surface along the circumferential direction. In a tire acting force detection device for detecting a tire acting force acting on a tire, wherein a wheel is attached to a hub supported rotatably around an axle, and a tire is attached to the wheel.
A fastening portion that is provided on the hub side and detachably fastens the wheel;
A detection unit for detecting deformation of the fastening portion;
A calculation unit that calculates the tire acting force based on the deformation of the fastening portion detected by the detection unit;
With
The fastening portion has a wheel fastening portion to which the wheel is fastened, and a connecting portion for connecting the hub and the wheel fastening portion,
The connecting portion has four or more beams along a radial direction intersecting the axle direction, and a plurality of the detecting portions are mounted on the outer peripheral surface of each beam along the circumferential direction. Tire force detection device.   4. The tire acting force detection device according to claim 1, wherein the detection unit is a strain gauge and detects a compressive stress and a tensile stress. 5.   4. The tire acting force detection device according to claim 1, wherein the detection unit is a piezoelectric element and detects a compressive stress and a tensile stress. 5.   The calculation unit can calculate a vehicle longitudinal load, a vehicle left-right load, a vehicle vertical load, a vehicle roll direction moment, a vehicle pitch direction moment, and a vehicle yaw direction moment. The tire acting force detection device according to any one of claims 1 to 5.   The tire acting force detection device according to any one of claims 1 to 6, further comprising a transmission / reception unit that transmits and receives a detection result between the detection unit and the calculation unit.

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