JP2014004859A - Traction vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure of a traction vehicle capable of approximating rotation trajectories of a traction vehicle and a testing vehicle.SOLUTION: A rotation center of a left wheel 21, rotation centers of front wheels 26L and 26R and a rotation center of a right wheel 22 are arranged on a reference line 27 extending in a vehicle width direction so as to overlap the rotation centers. A trajectory of the traction vehicle becomes an area A of the left wheel 21 and the right wheel 22. Since the rotation center of the left wheel 21, the rotation centers of the front wheels 26L and 26R and the rotation center of the right wheel 22 are overlapped on the reference line 27, front wheels 26L and 26R of the testing vehicle are rotated centering on the rotation center 41 of the left wheel 21 and the right wheel 22. Consequently, rotation trajectories of the front wheels 26L and 26R of the testing vehicle are prevented from being deviated from the area A.

Description

  The present invention relates to a towing vehicle placed between a traveling vehicle and a test vehicle.

A test vehicle as a test object is generally mounted on a bench test machine and a running test is performed. Since the roller of the bench testing machine rotates, the running test is possible with the test vehicle stopped.
However, when performing an environmental test represented by a test for examining the degree of contamination of the intake filter, it is necessary to actually run (hereinafter, actually run).

  One method for efficiently carrying out such an actual running test is a method of running a test vehicle via a towing vehicle by a traveling vehicle. Various towing vehicles applicable to such uses have been proposed (see, for example, Patent Document 1 (FIGS. 1 and 2)).

  As shown in FIG. 2 of Patent Document 1, the tow vehicle (1) (the numbers in parentheses indicate the symbols described in Patent Document 1. The same applies hereinafter) is placed on the front of the rectangular body frame (5). The connecting rod (4) is provided and a long arm without a sign is extended from the rear part, and the hole (6) (two holes (6) are provided at the tip (rear end) of this long arm. Only the back hole (6) is quoted). The tow vehicle (1) passes the main shaft (3) in the vehicle width direction at the center of the body frame (5), and includes wheels (2, 2) at both ends of the main shaft (3).

As shown in FIG. 1 of Patent Document 1, the wheel (2) is disposed at the center of the vehicle body frame (5), the connecting rod (4) is disposed at the front of the vehicle body frame (5), and a hole ( 6).
For example, the test vehicle can be actually run by the traveling vehicle by connecting the connecting rod (4) to the rear portion of the traveling vehicle (not shown) and connecting the test vehicle (not shown) to the hole (6).

If the leading traveling vehicle turns, the tow vehicle (1) shown in FIG. 2 of Patent Document 1 also turns. In the drawing, the connecting rod (4) shown at the left end and the hole (6) shown at the right end are greatly separated in the vehicle length direction. Therefore, the longitudinal dimension of the tow vehicle (1) becomes large, and the tow vehicle (1) increases in size.
Further, since the center of the body frame (5) and the hole (6) are greatly separated in the vehicle length direction, a difference occurs in the turning trajectory between the center of the body frame (5) and the hole (6). When there is a difference in the turning trajectory, it is necessary to reduce the traveling speed, and the test time is unavoidably extended.

  However, in recent years, miniaturization of vehicles and reduction of test time are required. Therefore, there is a demand for a structure of a tow vehicle that can approximate the turning trajectory of the tow vehicle and the test vehicle and can be downsized.

Further, in the tow vehicle (1) shown in FIG. 1 of Patent Document 1, the main shaft (3) is directly provided on the vehicle body (5), and the wheels (2, 3) are directly provided on the main shaft (3). If the travel path is uneven, the vehicle body (5) moves up and down. There is concern that the load will be adversely affected by the vertical movement.
There is a need for a tow vehicle that takes into account the unevenness of the travel path.

JP 2009-40387 A

  It is an object of the present invention to provide a structure of a tow vehicle that can approximate the turning trajectory of the tow vehicle and the test vehicle, can cope with the unevenness of the travel path, and can be downsized.

The invention according to claim 1 is a towing vehicle in which a front arm is extended forward from a vehicle frame including a left wheel and a right wheel, and a rear arm is extended rearward from the vehicle frame, and the front arm is attached to a traveling vehicle. In a tow vehicle to be connected to the rear arm, to connect a test vehicle as a test object, tow the tow vehicle with the traveling vehicle, and tow the test vehicle with the tow vehicle,
The vehicle frame is composed of a front cross part extending in the vehicle width direction, and a left frame part and a right frame part respectively extending from the left and right ends of the front cross part in the vehicle width direction.
The left wheel is rotatably provided on the left frame portion, the right wheel is rotatably provided on the right frame portion, and the rear arm is disposed between the left frame portion and the right frame portion. It is characterized by that.

  The invention according to claim 2 is characterized in that a plurality of rear arms are arranged in the vehicle width direction.

  The invention according to claim 3 is characterized in that, in plan view, the rotation center of the left wheel, the rotation center of the front wheel of the test vehicle, and the rotation center of the right wheel are arranged on the same line extending in the vehicle width direction. And

  The invention according to claim 4 is characterized in that the left wheel is suspended on the left frame portion via a suspension device, and the right wheel is suspended on the right frame portion via a suspension device.

  In the invention according to claim 5, the rear arm is characterized in that the front part is connected to the front cross part via a pivot, and the rear part can be moved up and down.

  The invention according to claim 6 is characterized in that the vehicle frame is provided with a shielding plate that suppresses the dust that the traveling vehicle rolls up toward the test vehicle.

In the invention according to claim 7, in the towing vehicle that is towed by the traveling vehicle and includes a pair of left and right left and right wheels at the rear of the vehicle frame,
The vehicle frame is composed of a front cross portion extending in the vehicle width direction, and a left frame portion and a left frame portion respectively extending from left and right ends in the vehicle width direction of the front cross portion,
The left wheel is suspended from the left frame part via a suspension device, and the right wheel is suspended from the left frame part via a suspension device.

  In the invention according to claim 8, the left and right frame portions include a cushion support arm that extends obliquely upward from the rear portion to the rear of the vehicle, and the suspension device is disposed below the cushion support arm so that the front end can swing up and down to the left and right frame portions. A swing arm that is pivotally supported and extends obliquely downward to the rear of the vehicle, and a cushion damper that is passed to the rear part of these swing arms and the rear part of the cushion support arm are provided.

In the invention according to claim 1, the vehicle frame has a U shape in plan view. A rear arm is disposed between the vacant left frame portion and the right frame portion. The rear frame does not protrude greatly rearward from the left and right frame portions, the vehicle length of the tow vehicle including the rear frame can be shortened, and the tow vehicle can be reduced in size.
Further, since the rear arm is disposed between the left frame portion and the right frame portion including the left and right wheels, the front wheels (steering wheels) of the test vehicle connected to the rear arm approach the left and right wheels. As a result, the turning trajectory of the test vehicle can be approximated to the turning trajectory of the tow vehicle.

In the invention according to claim 2, there are a plurality of rear arms, which are arranged in the vehicle width direction.
A single towing vehicle can tow a plurality of test vehicles, improving test efficiency.

  In the invention according to claim 3, the rotation center of the left wheel, the rotation center of the front wheel of the test vehicle, and the rotation center of the right wheel are arranged on the same line extending in the vehicle width direction. The turning locus of the test vehicle can be made substantially the same as the turning locus of the tow vehicle. The traveling speed in the traveling test can be further increased.

In the invention according to claim 4, the left and right wheels are suspended from the left and right frame portions via the suspension device.
Even if the travel path is uneven, it can be absorbed by the suspension device, and the vertical movement (pitching) of the vehicle frame can be suppressed.

In the invention according to claim 5, the rear arm is a so-called swing arm.
When the test vehicle moves up and down with unevenness on the travel path, the swing arm also moves up and down, so that the front towing vehicle is not affected. As a result, it is possible to smoothly perform tests on uneven roads.

In the invention which concerns on Claim 6, the shielding frame which interrupts | blocks the dust which a traveling vehicle rolls up is provided in the vehicle frame.
The dust that the front wheel rolls up is prevented by the shielding plate and does not hit the test vehicle. Since the direct influence of the front car is eliminated, the test accuracy is increased.

  In the invention according to claim 7, in the towing vehicle that is towed by the traveling vehicle and includes a pair of left and right left wheels and right wheel at the rear of the vehicle frame, the left wheel and the right wheel are respectively suspended on the vehicle frame via the suspension device. . Even if the travel path is uneven, it is absorbed and attenuated by the suspension device, so that the vertical movement of the body frame is reduced. Since the vertical movement is small, the tow vehicle can be used as a trailer for carrying luggage.

In the invention according to claim 8, the suspension device includes the swing arms, the rear portions of these swing arms, and the cushion damper passed to the rear portion of the cushion support arm.
Since the suspension device is very simple, weight reduction and cost reduction can be easily achieved. As a result, it is easy to reduce the weight of the tow vehicle and reduce the manufacturing cost.

1 is a plan view of a tow vehicle according to the present invention. FIG. 2 is a sectional view taken along line 2-2 of FIG. FIG. 3 is a view taken in the direction of arrow 3 in FIG. 1. It is a 4-4 arrow line view of FIG. It is an effect | action figure of a tow vehicle. It is a figure explaining the length of a tow vehicle. It is a change figure of the tow vehicle shown in FIG. It is a change figure of the tow vehicle shown in FIG. It is a top view which shows the example of a change of the tow vehicle which concerns on this invention.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

  As shown in FIG. 1, the vehicle frame 11 of the tow vehicle 10 includes a front cross portion 12 extending in the vehicle width direction, and a left frame portion 13 and a right frame extending from the left and right ends of the front cross portion 12 in the vehicle width direction. The part 14 is a main element. A front arm 15 extends from the front cross portion 12 toward the front of the vehicle.

  Preferably, the left stay 16 that reinforces the front arm 15 is stretched between the front arm 15 and the front end of the left frame portion 13, and the right stay 17 is midway between the front arm 15 and the front end of the right frame portion 14. It is passed over to. By attaching the left and right stays 16 and 17, the cross-sectional area of the front arm 15 can be reduced, and the weight of the front arm 15 can be reduced. If sufficient rigidity is ensured for the front arm 15, the left and right stays 16, 17 can be omitted.

  More preferably, the sub cross member 18 is passed to the left stay 16 and the front arm 15, and the sub cross member 19 is passed to the right stay 17 and the front arm 15. By attaching the left and right sub-cross members 18 and 19, the cross-sectional areas of the left and right stays 16 and 17 can be reduced, and the weight of the left and right stays 16 and 17 can be reduced. If the left and right stays 16 and 17 have sufficient rigidity, the left and right sub-cross members 18 and 19 can be omitted.

  Therefore, the vehicle frame 11 has a front cross portion 12, a left frame portion 13 and a right frame portion 14 as main elements, and may have a U-shape in plan view. It is optional to attach a reinforcing member to these. The structure of the vehicle frame 11 is not limited to that shown in FIG.

A left wheel 21 is rotatably provided on the left frame portion 13, and a right wheel 22 is rotatably provided on the right frame portion 14.
Two rear arms 23L and 23R (L is a left, R is a subscript indicating a right, and so on) from the front cross portion 12 to the rear of the vehicle. Front wheels 26L and 26R which are steered wheels of the test vehicles 25L and 25R are connected to the rear portions of the rear arms 23L and 23R via test axles 24L and 24R.

  In this embodiment, the rotation center of the left wheel 21, the rotation center of the front wheels 26L and 26R, and the rotation center of the right wheel 22 are arranged on the reference line 27 extending in the vehicle width direction. In the drawing, the outer diameters of the left and right 21, 22 and the outer diameter of the front wheels 26L, 26R are the same, but the outer diameter of the left and right 21, 22 and the outer diameter of the front wheels 26L, 26R may be different.

The left frame portion 13, the front cross portion 12, and the right frame portion 14 are U-shaped, and two rear arms 23 </ b> L and 23 </ b> R are disposed between the left frame portion 13 and the right frame portion 14. Two test vehicles 25L and 25R can be pulled by one tow vehicle 10. Test efficiency increases.
Note that only one rear frame may be provided between the left frame portion 13 and the right frame portion 14, or three or more rear frames may be provided. The number of rear frames is arbitrary.

  As shown in FIG. 2, the front end of the front arm 15 is connected to the tail of the traveling vehicle 29. The test vehicle 25L and 25R are tested by pulling the tow vehicle 10 with the traveling vehicle 29 and pulling the test vehicles 25L and 25R with the tow vehicle 10.

As shown in FIG. 3, the left wheel 21 is preferably suspended from the left frame portion 13 by a suspension device 30R. Similarly, it is desirable that the right wheel (FIG. 1, reference numeral 22) is also suspended via a suspension device (FIG. 1, reference numeral 30R).
The suspension device 30L includes a swing arm 33 that is attached to the left frame portion 13 via a pin 31 and supports the left wheel shaft 32, a cushion support arm 34 that is integrally formed on the left frame portion 13, and the cushion support arm. 34 and a cushion damper 35 delivered to the tip of the swing arm 33. The suspension device (FIG. 1, reference numeral 30R) has the same structure.

If the travel path 36 is uneven, the left wheel 21 moves up and down. This movement is attenuated by the cushion damper 35. As a result, the left wheel 21 moves up and down, but the left frame portion 13 hardly moves up and down.
Therefore, the suspension devices 30L and 30R exert their power when a running test is performed on the running road 36 with unevenness.

  In addition, when the traveling path 36 is substantially flat, that is, when there is no harmful unevenness, it is not possible to attach the left wheel shaft 32 directly to the left frame portion 13 without using the suspension devices 30L and 30R. There is no problem. By omitting the suspension devices 30L and 30R, it is possible to reduce the weight and cost of the tow vehicle.

  As shown in FIG. 4, a pivot plate 38 is attached to the front cross portion 12, and the front portion of the rear arm 23 </ b> R is connected to the pivot plate 38 via a pivot (pivot shaft) 39. Then, the front wheel 26R is connected to the rear portion of the rear arm 23R via the test axle 24R. The same applies to the left rear arm (FIG. 1, reference numeral 23L).

  If the travel path 36 is uneven, the front wheel 26R moves up and down, but the rear arm 23R plays the role of a swing arm, so there is no concern about torque being applied to the front cross portion 12, and the small diameter of the front cross portion 12 Can be achieved.

  In the case where the travel path is substantially flat, that is, when there is no harmful unevenness, the rear arm 23R may be welded or bolted to the front cross portion 12 without using the pivot 39. By omitting the pivot 39, the cost of the towing vehicle can be reduced. The same applies to the left rear arm (FIG. 1, reference numeral 23L).

Next, the operation of the towing vehicle having the above configuration will be described.
As shown in FIG. 5, the trail of the tow vehicle is a region A of the left wheel 21 and the right wheel 22. Since the rotation center of the left wheel 21, the rotation center of the front wheels 26L and 26R, and the rotation center of the right wheel 22 overlap on the reference line 27, the front wheels 26L and 26R of the test vehicle are the turning centers of the left wheel 21 and the right wheel 22. 41 is turned around. As a result, the turning trajectory of the front wheels 26L and 26R of the test vehicle does not deviate from the region A.

Next, it will be described that the tow vehicle 10 according to the present invention is sufficiently small.
As shown in FIG. 6A, the length of the tow vehicle 10 according to the present invention is L.
FIG. 6B shows a comparative example. In the towing vehicle 100 in the comparative example, an axle 101 extends fully in the vehicle width direction, and a left wheel 102 and a right wheel 103 are attached to both ends of the axle 101. The rear ends of the left frame portion 104 and the right frame portion 105 are connected to each other by a rear cross portion 106, and rear arms 107L and 107R are provided on the rear cross portion 106. As a result, the length LL of the tow vehicle 100 according to the comparative example is increased (L <LL).
The tow vehicle 10 according to the present invention is sufficiently smaller than the tow vehicle 100 of the comparative example.

By the way, in the towing vehicle 10 described in FIG. 1, the rear arms 23L and 23R are disposed between the left and right frame portions 13 and 14, and the rotation center of the left wheel 21, the rotation center of the front wheels 26L and 26R, and the rotation center of the right wheel 22 are arranged. Are arranged on the reference line 27.
However, if the main purpose is to achieve miniaturization, even if the rotational centers of the front wheels 26L and 26R are removed to some extent from the reference line 27 passing through the rotational centers of the left and right wheels 21 and 22, the operation shown in FIG. Is done.

Therefore, a modified example will be described with reference to FIG.
As shown in FIG. 7A, the reference line 27 may be moved forward from the center of rotation of the front wheels 26L, 26R. However, the limit of movement is that the front wheels 26L, 26R and the right wheel 22 wrap (overlap) by δ1 in the vehicle length direction.
In this example, since the left and right frame portions 13 and 14 are shortened, the tow vehicle 10 can be reduced in weight.

  Alternatively, as shown in FIG. 7B, the rotational centers of the front wheels 26 </ b> L and 26 </ b> R may be moved rearward from the reference line 27. However, the limit of movement is that the front wheels 26L, 26R and the right wheel 22 wrap by δ2 in the vehicle length direction. Since the sides of the front wheels 26L and 26R are open, the test axles 24L and 24R can be easily inserted and removed. The same applies to FIG.

  Ideally, the center of rotation of the left wheel 21, the center of rotation of the front wheels 26L and 26R, and the center of rotation of the right wheel 22 are arranged on the same reference line 27. It is possible to move the rotation centers of 26L and 26R forward or backward.

Next, a further modification will be described with reference to FIG.
As shown in FIG. 8, it is recommended to attach a shielding plate 43 to the towing vehicle 10. The shielding plate 43 includes a front wall 45 that blocks the dust 44 that the traveling vehicle 29 rolls up, a rear wall 47 that blocks the dust 46 that passes through the front wall 45 toward the test vehicles 25L and 25R, and foreign matter from the side. A side wall 48 that prevents intrusion, a horizontal ceiling 49 that extends rearward substantially horizontally from the upper end of the front wall 45, a rear falling ceiling 51 that extends downward from the horizontal ceiling 49, and a front cross portion 12. It comprises a support 52 that supports the shielding plate 43.

The traveling wind 53 flows along the horizontal ceiling 49 and then flows downward along the rear-falling ceiling 51 toward the test vehicles 25L and 25R. The traveling wind 53 contains fine particles contained in normal air.
Therefore, the test vehicles 25L and 25R can be tested under normal driving conditions while eliminating the influence of the traveling vehicle 29 that is the preceding vehicle.

Although the structure and operation of the tow vehicle 10 that pulls the test vehicle has been described above, the tow vehicle 10 of the present invention is also useful as a general-purpose trailer. A specific example will be described next.
As shown in FIG. 9, the tow vehicle 10 is towed by the traveling vehicle 29 and includes a pair of left and right left wheels 21 and 22 at the rear of the vehicle frame 11. Elements common to those in FIG.

  The vehicle frame 11 includes a front cross portion 12 extending in the vehicle width direction, and a left frame portion 13 and a right frame portion 14 respectively extending from the left and right ends of the front cross portion 12 in the vehicle width direction, and the left wheel 21 is a suspension device. The right wheel 22 is suspended on the right frame portion 14 via the suspension device 30R.

  Then, the intermediate cross member 55 and the rear cross member 56 are passed between the left frame portion 13 and the right frame portion 14, and the cargo bed plate 57 is attached to the rear cross member 56 from the sub cross members 18 and 19. Since a load can be placed on the loading platform plate 57, the tow vehicle 10 is useful as a load transport trailer.

  By changing the carrier plate 57 to a box, a large number of small parts can be placed. Therefore, the loading platform plate 57 can be appropriately changed according to the object to be transported.

  Since the left wheel 21 and the right wheel 22 are independently suspended, the left wheel 21 or the right wheel 22 moves up and down independently even if the travel path is uneven, and this vertical movement is the cushion damper of the suspension devices 30L and 30R. Is absorbed and attenuated. As a result, the inclination of the loading platform plate 57 becomes slight and does not affect the load.

  In addition, in FIG. 3, which is also a view taken in the direction of the arrow 3 in FIG. The same applies to the right frame part 14.

  As shown in FIG. 3, the suspension device 30L includes a swing arm 33 disposed below the cushion support arm 34, a front end pivotally supported by the left frame portion 13 so as to be swingable up and down, and extending obliquely downward to the rear of the vehicle. A cushion damper 35 is provided between the rear portion and the rear portion of the cushion support arm 34. The same applies to the suspension device 30R.

  The suspension devices 30L and 30R have a very simple structure, are inexpensive, and are lightweight. The manufacturing cost and weight of the tow vehicle 10 can be reduced.

  Note that the test vehicle towed by the tow vehicle 10 of the present invention can be applied to a three-wheeled vehicle or a four-wheeled vehicle in addition to a two-wheeled vehicle. The motorcycle may be a so-called scooter or a motorcycle. Moreover, the general purpose trailer may be sufficient as the tow vehicle 10 of this invention.

  The tow vehicle of the present invention is suitable for towing a scooter.

  DESCRIPTION OF SYMBOLS 10 ... Towing vehicle, 11 ... Vehicle frame, 12 ... Front cross part, 13 ... Left frame part, 14 ... Right frame part, 15 ... Front arm, 21 ... Left wheel, 22 ... Right wheel, 23L, 23R ... Rear arm 24L, 24R ... test axle, 25L, 25R ... test vehicle, 27 ... collinear line (reference line), 29 ... traveling vehicle, 30L, 30R ... suspension device, 33 ... swing arm, 34 ... cushion support arm, 35 ... Cushion damper, 43 ... shielding plate.

Claims (8)

A tow formed by extending a front arm (15) forward from a vehicle frame (11) having a left wheel (21) and a right wheel (22) and extending rear arms (23L, 23R) rearward from the vehicle frame (11). Vehicle,
The front arm (15) is connected to the traveling vehicle (29), the test vehicle (25L, 25R) as a test object is connected to the rear arm (23L, 23R), and the traveling vehicle (29) In the towing vehicle towed tow vehicle (10) and used for towing work towing the test vehicle (25L, 25R) with this tow vehicle (10),
The vehicle frame (11) includes a front cross section (12) extending in the vehicle width direction, a left frame section (13) and a left frame section (13) extending from the left and right ends of the front cross section (12) in the vehicle width direction. 14)
The left wheel (21) is rotatably provided on the left frame portion (13), and the right wheel (22) is rotatably provided on the left frame portion (14).
The tow vehicle, wherein the rear arms (23L, 23R) are disposed between the left frame portion (13) and the left frame portion (14).   The tow vehicle according to claim 1, wherein a plurality of the rear arms (23L, 23R) are arranged in the vehicle width direction.   In plan view, the rotation center of the left wheel (21), the rotation center of the front wheels (26L, 26R) of the test vehicle (25L, 25R), and the rotation center of the right wheel (22) are in the vehicle width direction. The tow vehicle according to claim 1, wherein the tow vehicle is disposed on the same line extending.   The left wheel (21) is suspended from the left frame portion (13) via a suspension device (30L), and the right wheel (22) is suspended from the left frame portion (14) via a suspension device (30R). The tow vehicle according to any one of claims 1 to 3.   The rear arm (23L, 23R) has a front portion connected to the front cross portion (12) via a pivot (39), and a rear portion is movable up and down. The tow vehicle according to any one of 4.   The said frame (11) is equipped with the shielding board (43) which suppresses that the dust which the said traveling vehicle (29) rolls up goes to the said test vehicle (25L, 25R), It is characterized by the above-mentioned. The tow vehicle of any one of 1-5. In a towing vehicle that is towed by a traveling vehicle (29) and includes a pair of left and right left wheels (21) and a right wheel (22) at the rear of the vehicle frame (11),
The vehicle frame (11) includes a front cross section (12) extending in the vehicle width direction, a left frame section (13) and a left frame section (13) extending from the left and right ends of the front cross section (12) in the vehicle width direction. 14)
The left wheel (21) is suspended from the left frame portion (13) via a suspension device (30L), and the right wheel (22) is suspended from the left frame portion (14) via a suspension device (30R). A towing vehicle characterized by that. The left and right frame parts (13, 14) include cushion support arms (34, 34) that extend obliquely upward from the rear part to the rear of the vehicle,
The suspension devices (30L, 30R) are arranged below the cushion support arms (34, 34), and their front ends are pivotally supported by the left and right frame portions (13, 14) so as to be able to swing up and down, and extend obliquely downward to the rear of the vehicle. A swing arm (33, 33), and a cushion damper (35, 35) passed to a rear portion of the swing arm (33, 33) and a rear portion of the cushion support arm (34, 34) are provided. The tow vehicle according to claim 4 or claim 7.

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