WO2024029160A1

WO2024029160A1 - Hub connecting device for vehicle testing apparatus

Info

Publication number: WO2024029160A1
Application number: PCT/JP2023/018514
Authority: WO
Inventors: 翔太井川
Original assignee: 株式会社明電舎
Priority date: 2022-08-04
Filing date: 2023-05-18
Publication date: 2024-02-08
Also published as: JP7338757B1; JP2024021542A

Abstract

A first adapter (11) comprising an adapter flange (15) and a shaft member (17) is attached to a hub (4) in place of a wheel. The shaft member (17) has an inner race fitting shaft part (19) that forms a cylindrical surface. A second adapter (12) holds a ball bearing (25), and the inner race fitting shaft part (19) is supported by the inner periphery of an inner race (25a). A coupling (13) is attached to the distal end of the inner race fitting shaft part (19), and the coupling (13) and a rotary shaft of a dynamometer are connected via a constant-velocity joint. The second adapter (12) has a pair of spindles along a diametrical line, and is supported on a support surface of a pedestal via a leg part.

Description

Hub coupling device for vehicle testing equipment

The present invention relates to a hub connection device that connects a hub of a vehicle to be tested and a rotating shaft of the test device in a vehicle test device using a dynamometer.

A vehicle testing device is known in which a dynamometer is individually connected to the hub of the axle of a vehicle to be tested in order to perform a test related to the power applied to the axle from a power train such as a vehicle engine. This type of vehicle testing apparatus requires a mechanism for extracting rotational power from the axle while the vehicle body itself remains stationary within the test chamber. Therefore, as described in

Patent Documents

1 and 2, a configuration in which a simulated wheel containing a bearing is attached to a hub and power is transmitted to a dynamometer via the simulated wheel is common. Basically, one end of the central connecting shaft is connected to the hub on the vehicle side, the other end is connected to the dynamometer, and a normal tire is attached to the outer circumference of the connecting shaft via a bearing. is rotatably supported. The test is conducted with the tires of the simulated wheels in contact with the ground and supporting the load of the vehicle. Even when the axle rotates, the tires supported via bearings do not rotate, allowing power to be transmitted to the dynamometer while remaining stationary.

In such conventional configurations, during the test, the tire is removed from the rim of the original wheel of the test vehicle, the removed tire is mounted on the rim of the simulated wheel, and after the test, the tire is reattached to the original wheel. This requires a lot of time for test preparation and post-processing.

Furthermore, since tires are heavy items, the total weight of the simulated wheels including the tires becomes very large, and the workload of handling them and attaching and detaching them to the hub becomes large.

JP 2021-032613 Publication Japanese Patent Application Publication No. 2011-179911

The hub coupling device for vehicle testing equipment according to the present invention includes:
a first adapter that is attached to the hub of the axle of the test vehicle in place of the wheel, and has an inner race fitting shaft portion that forms a cylindrical surface concentric with the center of rotation of the hub;
The inner race fitting shaft portion holds a bearing that can be inserted into the inner circumferential surface of the inner race in the axial direction, and a pair of support shafts are provided to protrude radially outward along the diameter line of the bearing. a second annular adapter;
a disc-shaped coupling that is attached to the distal end surface of the inner race fitting shaft portion, prevents the second adapter from coming off in the axial direction, and connects the rotating shaft of the test device;
a pedestal with a flat support surface on the top surface capable of supporting the load from the axle;
a pair of legs that are movably arranged on the support surface and that individually swingably support the spindle of the second adapter;
Equipped with

The first adapter is attached to the hub after removing the wheel together with the tire from the hub of the axle of the vehicle to be tested. The annular second adapter rotatably supports the first adapter via a bearing.

In this combined state with the first adapter, the support shaft of the second adapter is supported on the pedestal via the legs. The pair of legs need only be placed on the support surface of the pedestal, and changes in the toe angle or angle of the hub during steering, for example, can be absorbed by the fact that the legs are movable on the support surface. The second adapter, which rotatably supports the first adapter via a bearing, can swing around a pair of support shafts along the diameter line of the bearing, so for example, the size of the camber angle of the hub depends on the support shafts. It is absorbed by the oscillation around .

The rotating shaft of the test device is connected to the coupling. Therefore, the rotation shaft of the test device and the first adapter are connected to each other via this coupling so as to rotate substantially together.

In one preferred embodiment of the present invention, the lower end of the leg portion is provided with a free bearing that contacts the support surface. This free bearing allows the legs to move freely on the support surface of the base.

In one preferred embodiment of the present invention,
The first adapter mentioned above is
an adapter flange whose central portion is fixed to the hub via bolts and has a flat flange portion on the outer periphery;
a shaft member whose outer periphery flange portion is overlapped and bolted to the flange portion of the adapter flange, and has the inner race fitting shaft portion in the center portion;
including.

By configuring the first adapter by dividing it into two members in this way, attachment to the hub becomes easy.

Furthermore, in a preferred embodiment of the present invention,
A deformed part provided on a part of the outer periphery of the coupling;
a stopper member detachably attached to the second adapter so as to engage with the irregularly shaped portion and prevent relative rotation;
It is equipped with a stopper mechanism consisting of.

For example, when the first adapter and the second adapter are attached to the vehicle under test (the second adapter is not supported on the pedestal), the rotation of the second adapter can be restricted by the stopper mechanism. It becomes easy to attach the legs to the shaft.

As described above, according to the present invention, the work is completed by combining the first adapter and the second adapter and placing them on the support surface of the pedestal via the pair of legs.

Since the hub coupling device does not include a tire, its weight is reduced, and since the first adapter and the second adapter can be sequentially assembled to the vehicle, the work can be performed by a small number of workers (for example, one person).

FIG. 1 is an explanatory diagram showing a schematic configuration of the entire vehicle testing device. FIG. 2 is a perspective view showing a hub coupling device according to an embodiment arranged on a pedestal. FIG. 3 is a perspective view of the hub coupling device in a state where the second adapter is combined with the first adapter. FIG. 4 is a cross-sectional view of the hub coupling device of FIG. 3; FIG. 3 is an exploded perspective view of the hub coupling device. FIG. 3 is a perspective view showing a state in which a stopper member is attached.

FIG. 1 schematically shows the overall configuration of a vehicle testing device in which a hub coupling device 1 according to the present invention is used. This vehicle testing device is equipped with a dynamometer 3, which is a testing device, individually mounted on the hub 4 of the axle of the vehicle under test 2 in order to perform a test related to the power applied to the axle from a power train such as an engine of the vehicle under test 2. It has a configuration in which the two are connected. In FIG. 1, for example, a dynamometer 3 installed on a hub 4 of the right front wheel of a test subject vehicle 2 is shown, but the vehicle testing apparatus as a whole has four dynamometers corresponding to the left and right front wheels and rear wheels. A dynamometer 3 is arranged. Note that for front-wheel drive vehicles and rear-wheel drive vehicles, the dynamometer 3 may be provided only for the two driving wheels.

As will be described later, the hub coupling device 1 connected to the hub 4 is supported on a pedestal 5, and therefore, during the test, the pedestal 5 supports the load (weight) of each wheel of the test vehicle 2. There is. The rotating shaft 6 of the dynamometer 3 is connected to the hub coupling device 1 via a constant velocity joint 7 that allows deflection, and rotates at the same speed as the hub 4 of the test subject vehicle 2. That is, the hub 4 of each wheel of the vehicle under test 2 and the dynamometer 3 are connected by the hub connection device 1 .

FIG. 2 shows the hub coupling device 1 supported on the pedestal 5. Further, FIG. 3 shows the hub coupling device 1 separated from the base 5, and FIG. 4 is a sectional view thereof. FIG. 5 is an exploded perspective view showing each part exploded.

The hub coupling device 1 includes a first adapter 11 that is attached to a hub 4 of an axle of a test subject vehicle 2 in place of a wheel, a second annular adapter 12 that rotatably supports the first adapter 11, and a first It is generally composed of a disc-shaped coupling 13 that prevents the second adapter 12 assembled in the axial direction from being removed from the adapter 11 in the axial direction, and a pair of legs 14 that support the second adapter 12 on the pedestal 5. ing.

As shown in FIGS. 4 and 5, the first adapter 11 has a central hub mounting portion 15a fixed to the hub 4 via bolts 16, and an adapter flange 15 having a flat flange portion 15b on the outer periphery, and an outer periphery. The flange portion 17a of the adapter flange 15 is overlapped with the flange portion 15b of the adapter flange 15 and connected by a plurality of bolts 18, and the shaft member 17 has an inner race fitting shaft portion 19 at the center thereof.

The central hub attachment portion 15a of the adapter flange 15 is formed to protrude in a cup shape toward the hub 4 from the position of the outer periphery flange portion 15b. Further, the hub attachment portion 15a is circular and has a diameter comparable to that of the hub 4. The adapter flange 15 is fixed to the hub 4 by a stud bolt type bolt 16 fixed to the hub 4 side passing through a hole 20 of the hub attachment part 15a and a bag nut 21 being screwed into the hole 20. The plurality of bag nuts 21 are housed in a central space created by the hub mounting portion 15a protruding in a cup shape toward the hub 4 side relative to the flange portion 15b.

The inner race fitting shaft portion 19 of the shaft member 17 is formed in a cylindrical shape that protrudes from a flange portion 17a on the outer periphery toward the side opposite to the hub 4. The outer peripheral surface of this inner race fitting shaft portion 19 is a cylindrical surface concentric with the center of rotation of the hub 4. Furthermore, a screw hole 22 into which a plurality of bolts 23 for fixing the coupling 13 are screwed is provided on the distal end surface of the inner race fitting shaft portion 19 .

As shown in FIGS. 4 and 5, the second adapter 12 has an annular shape, and a ball bearing 25 is held on its inner periphery. The ball bearing 25 has a general configuration including an inner race 25a, an outer race 25b, and a ball 25c between them. The ball bearing 25 is configured such that the outer race 25b is fitted into the inner circumferential surface of the second adapter 12, and the annular retainer plate 26 is fixed to the end surface of the second adapter 12 via screws 27. It is attached to the adapter 12. As shown in FIG. 4, the outer race 25b is sandwiched and fixed between the step portion 12a of the second adapter 12 and the retainer plate 26. As shown in FIG.

The outer diameter (that is, the diameter of the cylindrical surface) of the inner race fitting shaft portion 19 is set to be substantially equal to the inner diameter of the inner race 25a, so that they can be fitted together. When the inner race fitting shaft portion 19 is inserted into the inner race 25a of the ball bearing 25 in the axial direction, the tip of the inner race fitting shaft portion 19 slightly protrudes from the end surface of the inner race 25a, as shown in FIG. . By attaching the coupling 13 to the distal end surface of the inner race fitting shaft portion 19 via the bolt 23, the inner race 25a is tightened in the axial direction and fixed to the shaft member 17. That is, by attaching the coupling 13 to the tip of the inner race fitting shaft portion 19, the inner race fitting shaft portion 19 inserted into the inner race 25a in the axial direction is prevented from coming off from the inner race 25a.

One end of the constant velocity joint 7 for connection to the rotating shaft 6 of the dynamometer 3 described above is fixed to the end surface of the coupling 13 (the left end surface in FIG. 4). In the illustrated example, the coupling 13 has an annular shape to reduce weight.

As shown in FIGS. 5 and 3, the second adapter 12 includes a pair of support shafts 28 that respectively protrude radially outward along the diameter line of the ball bearing 25. As shown in FIG. 2, these support shafts 28 are rotatably supported by the leg portions 14 via bearings 29, respectively. In other words, the leg portion 14 is attached to the support shaft 28 via the bearing 29.

Each of the legs 14 is shaped like an isosceles triangle with a bearing 29 at the top, and is fixed upright on a seat 30 having a substantially rectangular parallelepiped shape. The seat portion 30 is movably arranged on the support surface 5a of the base 5, as shown in FIG. The seat portion 30 is provided with a free bearing 31 at the bottom that contacts the support surface 5a of the pedestal 5, and due to the action of the free bearing 31, it can smoothly move on the flat support surface 5a of the pedestal 5. The pedestal 5 is configured to have sufficient strength and rigidity to support the vertical load (i.e. vehicle weight) applied from the hub 4, and the supporting surface 5a, which is the upper surface thereof, is basically along the horizontal plane.

Next, the installation work of the hub coupling device 1 configured as described above will be explained. The test subject vehicle 2 brought into the test room with tires is lifted to an appropriate height as shown in FIG. 1 by a lift (not shown). After removing the tire and wheel (both not shown) from the hub 4 in this lifted state, fit the adapter flange 15 of the first adapter 11 into the bolt 16 of the hub 4, tighten the cap nut 21, and attach the hub to the hub. Fixed at 4.

In the illustrated example, the first adapter 11 is configured by being divided into two members, the adapter flange 15 and the shaft member 17, so that the diameter of the inner race fitting shaft portion 19 of the shaft member 17 does not become large. If it is possible to fasten the bag nut 21 through the inner periphery of the cylindrical inner race fitting shaft portion 19, the entire first adapter 11 may be configured as one member.

On the other hand, before attachment to the test target vehicle 2, the second adapter 12, ball bearing 25, shaft member 17, and coupling 13 are assembled together. That is, the ball bearing 25 is arranged on the inner periphery of the second adapter 12, and the retainer plate 26 is screwed. Then, after assembling the shaft member 17 in the axial direction while ensuring that the inner race fitting shaft portion 19 of the shaft member 17 fits into the inner periphery of the inner race 25a of the ball bearing 25 of the second adapter 12, the shaft member 17 is assembled into the inner race 25a. The coupling 13 is attached by a bolt 23 to the tip end surface of the inner race fitting shaft portion 19 exposed at the periphery. By attaching the coupling 13, the second adapter 12, the ball bearing 25, the shaft member 17, and the coupling 13 are integrated.

Next, the thus integrated structure on the second adapter 12 side is attached to the adapter flange 15 attached to the hub 4 of the test subject vehicle 2. That is, the adapter flange 15 is assembled with the shaft member 17, and the

respective flange parts

15b and 17a are overlapped with each other, and then fixed together with bolts 18. As a result, the first adapter 11 and the second adapter 12 are attached to the hub 4 of the test subject vehicle 2, which is being lifted by a lift (not shown).

Next, the legs 14 are respectively attached to the pair of support shafts 28 of the second adapter 12, and the vehicle under test 2 is lowered by operating a lift (not shown), and the hub coupling device 1 is attached to the base 5 together with the pair of legs 14. Lower it onto the support surface 5a. In this lowered state, the load of the first adapter 11 fixed to the hub 4 is supported by the base 5 via the second adapter 12. Finally, the rotating shaft 6 of the dynamometer 3 and the coupling 13 are connected via the constant velocity joint 7.

The first adapter 11 is rotatably supported by a ball bearing 25 held by the second adapter 12. Therefore, the hub 4 and the rotating shaft 6 of the dynamometer 3 rotate at a constant speed. Since the second adapter 12 can swing around the pair of support shafts 28 extending in the horizontal direction, it is possible to absorb, for example, the magnitude of the camber angle of each wheel by this swing. In addition, each of the legs 14 supporting the pair of support shafts 28 is movable on the support surface 5a via the free bearing 31, so that the toe angle can be adjusted as long as it is within the allowable range of the constant velocity joint 7. Some steering is allowed. Therefore, tests related to power can be performed under conditions close to actual driving.

In the hub coupling device 1 of the above embodiment, after the adapter flange 15 is attached to the hub 4, the second adapter 12 including the ball bearing 25 and the shaft member 17 may be assembled to the adapter flange 15, and the individual members are compared. Since it is compact and lightweight, it is possible to perform the connection work by a small number of people, for example, one worker. In addition, the tires and wheels, which are heavy objects, can be removed after the test subject vehicle 2 is placed on a lift, and since the hub coupling device 1 does not include tires like the simulated wheels in the conventional technology, it is easy to attach and detach the tires and wheels to the hub 4. be.

Next, the stopper mechanism included in the hub coupling device 1 of the above embodiment will be explained with reference to FIGS. 6 and 3. As shown in FIG. 3, the annular coupling 13 is provided with deformed portions 41, each having a plane parallel to a tangent to the outer circumferential surface, at four locations, for example, on its outer circumferential surface. In other words, a portion of the outer peripheral surface is cut off in the tangential direction. Further, a stopper mounting surface 42 is provided on a part of the outer circumferential surface of the second adapter 12 and is a plane parallel to the tangential direction of the outer circumferential surface. In one embodiment, the stopper mounting surface 42 is formed symmetrically at two locations 90 degrees apart from the pair of support shafts 28, and each is provided with a screw hole 43 for mounting the stopper.

FIG. 6 shows a state in which the stopper member 44 is attached to the stopper attachment surface 42. The stopper member 44 has a substantially L-shape including a base 44a and a protrusion 44b, and the base 44a is fixed to the stopper mounting surface 42 by a pair of screws 45. Then, the flat surface at the tip of the protrusion 44b engages (in other words, makes surface contact) with the irregularly shaped portion 41 of the coupling 13, thereby connecting the coupling 13 and the first adapter 11 (adapter flange 15, shaft The member 17) becomes unable to rotate relative to the second adapter 12.

Therefore, when the first adapter 11, the second adapter 12, and the coupling 13 are attached to the hub 4 while the test target vehicle 2 is being lifted up by a lift, the first adapter 11, the second adapter 12 are removed by the stopper mechanism. Relative rotation with is prevented. This facilitates the work of attaching the leg portion 14 to the support shaft 28 of the second adapter 12 and arranging it on the support surface 5a of the pedestal 5.

The entire stopper member 44 including the base 44a may be attached to and detached from the second adapter 12, or the base 44a and the protrusion 44b may be separate members and only the protrusion 44b may be attached to and detached from the base 44a. You can do it like this. In the example shown in FIG. 6, the protrusion 44b can be relatively easily removed from the base 44a using a mounting screw 46 that can be tightened with fingers.

Although one embodiment of the present invention has been described above in detail based on the drawings, the present invention is not limited to the above embodiment, and various changes can be made. For example, the specific shape of each member is not limited to the illustrated embodiment. Furthermore, the mounting procedure is not limited to the above example, and can be modified as appropriate.

Claims

a first adapter that is attached to the hub of the axle of the test vehicle in place of the wheel, and has an inner race fitting shaft portion that forms a cylindrical surface concentric with the center of rotation of the hub;
The inner race fitting shaft portion holds a bearing that can be inserted into the inner circumferential surface of the inner race in the axial direction, and a pair of support shafts are provided to protrude radially outward along the diameter line of the bearing. a second annular adapter;
a disc-shaped coupling that is attached to the distal end surface of the inner race fitting shaft portion, prevents the second adapter from coming off in the axial direction, and connects the rotating shaft of the test device;
a pedestal with a flat support surface on the top surface capable of supporting the load from the axle;
a pair of legs that are movably arranged on the support surface and that individually swingably support the spindle of the second adapter;
A hub connection device for vehicle testing equipment comprising:
The lower end of the leg is provided with a free bearing that contacts the support surface.
A hub coupling device for a vehicle testing device according to claim 1.
The first adapter mentioned above is
an adapter flange whose central portion is fixed to the hub via bolts and has a flat flange portion on the outer periphery;
a shaft member whose outer periphery flange portion is overlapped and bolted to the flange portion of the adapter flange, and has the inner race fitting shaft portion in the center portion;
A hub coupling device for a vehicle testing device according to claim 1, comprising:
A deformed part provided on a part of the outer periphery of the coupling;
a stopper member detachably attached to the second adapter so as to engage with the irregularly shaped portion and prevent relative rotation;
Equipped with a stopper mechanism consisting of
A hub coupling device for a vehicle testing device according to claim 1.