JP4048486B2 - Stiffness measuring device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a suspension device rigidity measuring device, and more specifically, a high-rigid jig is interposed between the suspension device and a grounding surface, and a vertical load is applied to the suspension device by vertical movement of the grounding surface. In particular, the present invention relates to a stiffness measuring device configured to measure the stiffness of a suspension device.
[0002]
[Prior art]
In the development of an automobile suspension device interposed between a wheel and a vehicle body, the rigidity measurement of the suspension device is an important test for grasping the characteristics of the suspension device. In such rigidity measurement, in particular, since it is possible to measure the deflection characteristics of the suspension device that are directly related to the vehicle performance such as steering stability and riding comfort, the tests using the rigidity measurement device are fundamental characteristics of the suspension device. Has been recognized as indispensable in considering. This type of vehicle suspension test apparatus and test method are disclosed in, for example, Japanese Patent Publication No. 7-43300 (Patent Document 1), Japanese Patent No. 3066391 (Patent Document 2), and the like.
[0003]
As a measurement of the stiffness of a vehicle suspension device, a suspension stiffness test for detecting characteristics of a suspension device mounted on an actual vehicle is known. Conventionally, in this type of rigidity test, the vehicle body on which the suspension device is mounted is fixed above the grounding surface, and the tire is mounted on the axle and the suspension device to raise and lower the grounding surface to apply a vertical load on the tire. Detects the displacement vs. load characteristics of the suspension device in response to vertical movement. In this type of rigidity test, as shown in FIG. 6, a high-rigidity steel jig A is used in place of the tire, and the jig A is interposed between the vehicle body E and the ground contact surface G to influence the tire rigidity. The vertical load is applied to the suspension device (not shown) by the vertical movement of the ground contact surface G, thereby detecting the displacement versus load characteristic of the suspension device itself.
[0004]
[Patent Document 1]
Japanese Examined Patent Publication No. 7-43300 [0005]
[Patent Document 2]
Japanese Patent No. 3066391 [0006]
[Problems to be solved by the invention]
Here, in the case of a double wishbone type suspension device, which is a kind of independent suspension device, when the tire moves up and down, the suspension device changes the tread according to the locus of the wishbone arm, and the tire moves in the vehicle width direction. Behaves. In the rigidity test at the time of tire mounting, such a tread change is absorbed by the lateral flexibility (compliance) of the tire, and thus does not significantly affect the displacement vs. load characteristics of the suspension device. However, in the rigidity test (FIG. 6) performed with the wheel portion B of the jig A attached to the axle D and the suspension device, the tread change to be absorbed by the tire flexibility depends on the high rigidity jig A. Since it is not absorbed and thus affects the displacement vs. load characteristics of the suspension device, the characteristics of the suspension device cannot be accurately detected.
[0007]
Similarly, in the case of a swing arm type suspension device which is a kind of independent suspension, the tire tilts and changes camber during vertical movement. The tire absorbs the camber change of the suspension device to some extent during the rigidity test when the tire is mounted, but in the rigidity test using the high-rigidity jig A, the camber change to be absorbed by the tire flexibility is absorbed by the tire. Therefore, the displacement vs. load characteristic of the suspension device cannot be accurately detected.
[0008]
The present invention has been made in view of such problems, and the object of the present invention is to absorb changes in tread and camber when measuring the rigidity of a suspension device using a high-rigidity jig, An object of the present invention is to provide a stiffness measuring device that can accurately detect suspension characteristics such as characteristics.
[0009]
[Means and Actions for Solving the Problems]
In order to achieve the above object, the present invention fixes the vehicle body, inserts a jig between the suspension device and the grounding surface of the stiffness measuring device, and applies a vertical load to the suspension device by the vertical movement of the grounding surface. In the suspension device rigidity measuring device configured to measure the rigidity of the suspension device,
The jig includes a suspension connecting portion that can connect the suspension device, and a horizontal moving unit that contacts the grounding surface and supports the suspension connecting portion so as to be horizontally displaceable.
Rigidity measuring apparatus having pivoting means interposed between the suspension coupling part and the horizontal movement means and enabling the suspension coupling part to tilt around a horizontal pivot axis. I will provide a.
[0010]
According to the above configuration of the present invention, the suspension connecting portion of the jig horizontally moves and tilts in response to the behavior of the suspension device caused by the vertical movement of the ground contact surface. The behavior of such a jig is similar to the behavior of a tire that occurs during a stiffness test with the tire mounted. Therefore, according to the stiffness measuring device, the tread change and camber change, or the trail change and camber change that the tire should absorb when measuring the stiffness of the tire mounted state is absorbed by the jig, and the vertical stiffness of the suspension device is accurately determined. Can be measured.
[0011]
From another point of view, the present invention fixes the vehicle body, inserts a jig between the suspension device and the ground contact surface of the stiffness measuring device, and applies a vertical load to the suspension device due to the vertical movement of the ground contact surface. In the method of measuring the rigidity of the suspension device for measuring the rigidity of the device,
Tire behavior that occurs when the vertical load on the grounding surface is applied to the tire using the jig that is horizontally moved and tilted in response to the behavior of the suspension device caused by the vertical movement of the grounding surface. A rigidity measuring method is provided in which a behavior similar to that of the jig is artificially generated by horizontal movement and tilting of the jig.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
According to a preferred embodiment of the present invention, the horizontal moving means has a grounding ring that rotates around a horizontal rotation axis oriented parallel to the horizontal pivot axis. Horizontal movement of the suspension mounting portion of the jig is regulated in the vehicle width direction, and tilting of the suspension mounting portion is regulated by a swinging motion around the horizontal axis in the vehicle length direction. The jig configured as described above functions to absorb tread changes and camber changes in response to the behavior of the suspension device during the rigidity test.
[0013]
In another embodiment of the present invention, the horizontal moving means includes a grounding ring that rotates about a horizontal rotation axis oriented in a direction orthogonal to the horizontal pivot axis. Horizontal movement of the suspension mounting portion of the jig is restricted in the vehicle length direction, and tilting of the suspension attachment portion is restricted by a swinging motion centering on the horizontal axis in the vehicle length direction. The jig configured as described above functions to absorb a change in trail and a change in camber in response to the behavior of the suspension device during the rigidity test.
[0014]
Preferably, the jig further includes a horizontal moving plate having a grounding ring holder attached to the lower surface, and the pivoting means is fixed to the first member fixed to the upper surface of the horizontal moving plate and the base of the suspension connecting portion. The first member and the second member are in sliding contact with each other so as to be rotatable relative to the pivot axis. For example, the pivot means has a pin structure or a hinge structure in which the rotation resistance is appropriately set, the first member is a metal tubular member welded to the upper surface of the horizontal movement plate, and the second member is the first member. The shaft portion is inserted into the hollow portion of the member and fixed to the suspension coupling portion, and the outer peripheral surface of the shaft portion is in sliding contact with the inner peripheral surface of the first member.
[0015]
【Example】
FIG. 1 is a front view showing an overall configuration of a stiffness measuring apparatus according to a preferred embodiment of the present invention.
As shown in FIG. 1, the vehicle 1 provided with the suspension device 2 is disposed above the ground contact surface G of the stiffness measuring device. The vehicle 1 is supported in a state of being separated from the ground contact surface G by a predetermined distance by vehicle body support means (not shown) of the stiffness measuring device. A dummy wheel 10 is interposed between the suspension device 2 and the ground contact surface G. In this example, the suspension device 2 is composed of a double wishbone suspension including an upper arm 3, a lower arm 4 and a carrier 5.
[0016]
2 and 3 are longitudinal cross-sectional views of the dummy wheel 10 shown in FIG. 1 in the vehicle width direction and the vehicle length direction, and FIG. 4 shows the structure of the pivot connecting portion (pivoting means) of the dummy wheel 10. It is an exploded front view.
[0017]
As shown in FIGS. 2 and 3, the dummy wheel 10 includes a caster 11, a horizontal movable plate 12, a pivot connection portion 13, a base portion 14, a support column 15, and a suspension connection plate 16.
[0018]
The casters 11 are arranged on the lower surface of the horizontal movable plate 12 at a predetermined interval. The ground ring 21 of each caster 11 is supported by the horizontal support shaft 22 and rotates around the horizontal axis 25. The rotation resistance of the ground ring 21 is appropriately set so as to correspond to the rigidity of the tire. The support shaft 22 is fixed to a pair of left and right vertical holding plates 23, and the vertical holding plate 23 hangs from the substrate 24. The substrate 24 is fixed to the lower surface of the horizontal movable plate 12.
[0019]
The sheath tube 31 of the pivot connecting portion 13 is integrally attached to the upper surface of the horizontal movable plate 12 by fixing means 36 such as welding. The pair of left and right sheath tubes 31 are arranged in alignment on the horizontal movable plate 12 with a predetermined interval therebetween. An enlarged diameter portion 33 of the rotation shaft 32 is disposed between the sheath tubes 31. A shaft portion 34 of the rotating shaft 32 extends into the hollow portion of each sheath tube 31. The outer peripheral surface of the shaft portion 34 is in sliding contact with the inner peripheral surface of the sheath tube 31, and the step portion 35 of the enlarged diameter portion 33 is in sliding contact with the end surface of the sheath tube 31. The sheath tube 31 and the rotation shaft 32 rotate relative to each other about a horizontal axis 38 extending in parallel with the horizontal axis 25. In addition, the sliding resistance of the rotating shaft 32 and the sheath tube 31 is appropriately set so as to correspond to the rigidity of the tire.
[0020]
The upper portion of the enlarged diameter portion 33 is integrally attached to the lower surface of the base portion 14 by fixing means 37 such as welding. The base 14 has a laminated structure in which a plurality of steel plates 41 are integrated by fastening means 42 such as bolts.
[0021]
A pair of L-shaped struts 15 are fixed to the uppermost steel plate 41 and extend vertically upward from the base portion 14. Bolt holes 52 are formed in the side plate 51 of the support column 15. The side plates 51 on both sides are interconnected by a bridge plate 53 that extends upward from the uppermost steel plate 41.
[0022]
The suspension connecting plate 16 is fixed to the side plates 51 on both sides by tightening tools such as bolts or studs inserted through the bolt holes 52. A circular opening 61 into which the hub shaft 6 (FIG. 1) of the suspension device 2 can be inserted is formed in the center of the connecting plate 16, and a plurality of bolt holes 62 are spaced around the opening 61 at a predetermined interval. Is drilled.
[0023]
According to the dummy wheel 10 configured as described above, the suspension coupling plate 16 moves horizontally along with the horizontal movement of the horizontal movable plate 12 and swings around the horizontal axis 38 with respect to the horizontal movable plate 12. To do.
[0024]
As shown in FIG. 1, the dummy wheel 10 is interposed between each suspension device 10 and the ground plane G. By inserting the hub shaft 6 into the circular opening 61, inserting bolts or studs around the hub shaft 6 into the bolt holes 62 and fastening the nuts, the dummy wheel 10 can be used for each suspension device of the left and right front and rear wheels of the vehicle 1. 2 is attached.
[0025]
By the operation of the rigidity measuring device, the ground contact surface G moves up and down, and a predetermined vertical load is applied to each suspension device 2 via the left and right front and rear dummy wheels 10. The upper arm 3 and the lower arm 4 of the suspension device 2 behave according to the geometric requirements (suspension geometry) unique to the suspension device 2 as the dummy wheel 10 moves up and down, and the horizontal movable plate 12 and the pivot connecting portion 13 are In response to the behavior of the suspension device 2, it horizontally moves or pivots to absorb changes in the tread and camber of the suspension device 2. The absorption action of the tread change and the camber change due to the movement of the horizontal movable plate 12 and the pivot connecting portion 13 is similar to the absorption action of the tread change and the camber change by the tire. The pseudo tread change and camber change absorbing action provided by the dummy wheel 10 enables accurate measurement by the stiffness measuring device regarding the vertical stiffness of the suspension device 2.
[0026]
FIG. 5 is a side view of a dummy wheel according to another embodiment of the present invention. In FIG. 5, the same reference numerals are assigned to components or components that are substantially the same as those in the above embodiment.
[0027]
The above embodiment relates to a dummy wheel used for an independent suspension type suspension device. In the case of a leaf rigid type suspension device, a trailing link type suspension device, or a leading link type suspension device, the suspension device is not connected. It behaves in the front-rear direction due to the vertical movement of the ground G and changes its trail.
[0028]
For this reason, as shown in FIG. 5, a dummy wheel 10 ′ in which the moving direction of the caster 11 ′ is set in the longitudinal direction of the vehicle body is inserted between the suspension device 2 and the ground contact surface G. In the dummy wheel 10 ′, the horizontal axis 25 ′ of the caster 11 ′ extends in a direction orthogonal to the horizontal axis 38 of the pivot connection 13. In the rigidity test using the dummy wheel 10 ′, the horizontal movable plate 12 shifts in the longitudinal direction of the vehicle body and absorbs the trail change of the suspension device 2. Since the other structure and operation of the dummy wheel 10 'are substantially the same as those of the above-described embodiment, further detailed description is omitted.
[0029]
As described above, the absorption action of the dummy hole 10 ′ related to the trail change and camber change of the suspension device 2 is similar to the absorption action of the trail change and camber change caused by the tire. The vertical rigidity of the suspension device 2 can be accurately measured by a typical absorption action.
[0030]
The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the above-described embodiments, and various modifications or changes can be made within the scope of the invention described in the claims. Needless to say, such variations and modifications are also included in the scope of the present invention.
[0031]
For example, in each of the above-described embodiments, the dummy wheels 10 and 10 ′ are used for the displacement vs. load characteristic test inserted between the vehicle 1 and the ground plane G. The basic characteristic test is not limited to the above, and it may be used for a dynamic vibration test or the like performed using a single-axis vibration exciter with the tire removed.
[0032]
The above embodiment relates to dummy wheels 10 and 10 'having wheel casters 11 and 11' and sliding and rotating hinge-type or pin-type pivot connecting portions 13. Further, a horizontal moving means and a pivot means having other structures that enable the horizontal movement and the pivot of the suspension device connecting portion may be provided.
[0033]
【The invention's effect】
As described above, according to the stiffness measuring device and the stiffness measuring method of the present invention, the tread change, camber change, etc. are absorbed when measuring the stiffness of the suspension device using the high-rigidity jig, and the displacement vs. load characteristics of the suspension device, etc. The suspension characteristics of the vehicle can be detected accurately.
[Brief description of the drawings]
FIG. 1 is a front view showing an overall configuration of a stiffness measuring apparatus according to a preferred embodiment of the present invention.
FIG. 2 is a longitudinal sectional view of the dummy wheel shown in FIG. 1 in the vehicle width direction.
FIG. 3 is a longitudinal sectional view of the dummy wheel shown in FIG. 1 in the vehicle length direction.
FIG. 4 is an exploded front view showing a structure of a pivoting connecting portion (pivoting means) of the dummy wheel.
FIG. 5 is a longitudinal sectional view in the vehicle width direction showing a dummy wheel of a stiffness measuring device according to another embodiment of the present invention.
FIG. 6 is a perspective view schematically showing a configuration of a conventional stiffness measuring apparatus.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Vehicle 2 Suspension apparatus 10, 10 'Dummy wheel 11, 11' Caster 12 Horizontal movable board 13, 13 'Pivot connection part 14 Base 15 Support | pillar 16 Suspension connection board G Grounding surface

Claims (7)

The vehicle body is fixed, a jig is inserted between the suspension device and the ground contact surface of the stiffness measuring device, and the suspension device is configured to measure the rigidity of the suspension device by applying a vertical load to the suspension device by the vertical movement of the ground contact surface. In the suspension device rigidity measuring device,
The jig includes a suspension connecting portion that can connect the suspension device, and a horizontal moving unit that contacts the grounding surface and supports the suspension connecting portion so as to be horizontally displaceable.
Rigidity measuring apparatus having pivoting means interposed between the suspension coupling part and the horizontal movement means and enabling the suspension coupling part to tilt around a horizontal pivot axis. . 2. The rigidity measuring apparatus according to claim 1, wherein the horizontal moving means has a grounding ring that rotates around a horizontal rotation axis oriented parallel to the pivot axis. The rigidity measuring apparatus according to claim 1, wherein the horizontal moving means includes a grounding ring that rotates around a horizontal rotation axis oriented in a direction orthogonal to the pivot axis. The jig further includes a horizontal moving plate on which a holder for the grounding wheel is attached to a lower surface, and the pivot means includes a first member fixed to the upper surface of the horizontal moving plate, and a base portion of the suspension connecting portion. 4. The rigidity measuring device according to claim 2, wherein the first member and the second member are in sliding contact with each other so as to be relatively rotatable about the pivot axis. 5. A suspension device for fixing a vehicle body, inserting a jig between a suspension device and a grounding surface of a rigidity measuring device, and applying a vertical load to the suspension device by vertical movement of the grounding surface to measure the rigidity of the suspension device. In the stiffness measurement method,
Tire behavior that occurs when the vertical load on the grounding surface is applied to the tire using the jig that is horizontally moved and tilted in response to the behavior of the suspension device caused by the vertical movement of the grounding surface. A rigidity measurement method characterized in that a behavior similar to that of the jig is generated in a pseudo manner by horizontal movement and tilting of the jig. 6. The horizontal movement of the suspension attachment portion of the jig is restricted in the vehicle width direction, and the tilt of the suspension attachment portion is restricted to a swinging motion around a horizontal axis in the vehicle length direction. The rigidity measuring method as described in 2. 6. The horizontal movement of the suspension attachment portion of the jig is restricted in the vehicle length direction, and the tilt of the suspension attachment portion is restricted to a swinging motion around the horizontal axis in the vehicle length direction. The rigidity measuring method as described in 2.

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