Novel mechanism of front and rear rotating hub linkage device

Abstract

The utility model relates to the field of automobile test devices, in particular to a novel mechanism of a front and rear rotating hub linkage device, which comprises a front rotating hub and a rear rotating hub which are arranged in parallel, rotating columns are fixedly connected to two sides of the axis of the front rotating hub and the rear rotating hub, and the rotating columns are rotatably connected in first bearing seats. Rotating columns on one sides of the front rotating hub and the rear rotating hub are connected with bevel gear wheels; the front main shaft is connected with a clutch through a second coupler, one end, far away from the second coupler, of the clutch is fixedly connected with a clutch connecting shaft, and one end, far away from the clutch, of the clutch connecting shaft is fixedly connected with a rear main shaft. According to the device, when the whole vehicle is subjected to EMC detection and chassis dynamometer detection, road driving can be simulated more truly, front and rear wheels can run at the same time, and when the front and rear wheels do not need to be simulated to run at the same time, the associated running state of the front and rear rotating hubs can be disengaged through the clutch.

Description

Technical Field

[0001] The utility model relates to the field of automobile testing devices, in particular to a new mechanism of a front and rear rotating hub linkage device. Background Art

[0002] EMC testing equipment and chassis dynamometers need to simulate the hub linkage mechanism of the vehicle's front and rear wheels driving on the road at the same time.

[0003] In order to change the previous situation that the front wheel does not rotate but the rear wheel rotates during the test, which cannot accurately simulate the actual state of road operation, a new mechanism of front and rear hub linkage device is designed, so that the front and rear hubs can simulate road driving, and the front and rear hubs can be disengaged for experimental operation. Utility Model Content

[0004] The technical problem to be solved by the utility model is to overcome the defects of the prior art. The utility model proposes a new mechanism of a front and rear rotating hub linkage device, which can realize the front and rear rotating hubs to simulate road driving, and can also be disengaged for experimental operations.

[0005] In order to solve the above technical problems, the technical solution adopted by the utility model is: a new mechanism of the front and rear rotating hub linkage device, comprising:

[0006] A front rotating hub and a rear rotating hub are arranged in parallel, and both sides of the axis of the front rotating hub and the rear rotating hub are fixedly connected with rotating columns, and the rotating columns are rotatably connected in the first bearing seat, and one side of the rotating columns on the front rotating hub and the rear rotating hub are connected to a large bevel gear;

[0007] It also includes a front main shaft, the front main shaft is connected to a clutch through a second coupling, the end of the clutch away from the second coupling is fixedly connected to a clutch connecting shaft, the end of the clutch connecting shaft away from the clutch is fixedly connected to a rear main shaft, the front main shaft is limitedly rotatably connected to the second bearing seat, and the rear main shaft is limitedly rotatably connected to the fourth bearing seat;

[0008] The front main shaft and the rear main shaft are both equipped with small bevel gears, the two small bevel gears are respectively meshed with the two large bevel gears, and the two small bevel gears are both located on the same side of the two large bevel gears.

[0009] Furthermore, the rotating column at the axis center of the front rotating hub is connected to a transition shaft via a first coupling, and one end of the transition shaft away from the first coupling is connected to the large bevel gear.

[0010] Furthermore, the transition shaft is rotationally connected to the third coupling in a limited manner.

[0011] Furthermore, the front main shaft and the rear main shaft are coaxial and arranged perpendicularly to the rotating column.

[0012] Furthermore, the front main shaft is connected to a linkage middle main shaft via a fourth coupling, and one end of the linkage middle main shaft away from the fourth coupling is connected to the second coupling.

[0013] Furthermore, the main shaft in the linkage is rotatably connected to the third bearing seat.

[0014] Furthermore, the first bearing seat and the third coupling are fixedly mounted on the first support, and the third bearing seat, the second bearing seat and the fourth bearing seat are fixedly connected to the second support.

[0015] Compared with the prior art, the beneficial effects of the utility model include: the device allows the whole vehicle to more realistically simulate road driving when undergoing EMC testing and chassis dynamometer testing, allows the front and rear wheels to operate simultaneously, and can also disengage the related operating state of the front and rear hubs through the clutch when there is no need to simulate the simultaneous operation of the front and rear wheels. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The disclosure of the present invention is described with reference to the accompanying drawings. It should be understood that the drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present invention. In the accompanying drawings, the same reference numerals are used to refer to the same components. Among them:

[0017] Figure 1 Schematically shows a structural diagram of a device according to an embodiment of the present utility model from a first viewing angle;

[0018] Figure 2 The schematic diagram shows the structure of the device according to one embodiment of the present invention from a second viewing angle.

[0019] Numbers in the figure: 1. front hub; 2. first support; 3. rear hub; 4. second support; 5. first bearing seat; 6. first coupling; 7. transition shaft; 8. large bevel gear; 9. second bearing seat; 10. small bevel gear; 11. third bearing seat; 12. front main shaft; 13. fourth coupling; 14. linkage middle main shaft; 15. second coupling; 16. clutch; 17. clutch connecting shaft; 18. rear main shaft; 19. third coupling; 20. rotating column; 21. fourth bearing seat. DETAILED DESCRIPTION

[0020] It is easy to understand that according to the technical solution of the utility model, without changing the essential spirit of the utility model, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the utility model, and should not be regarded as the entirety of the utility model or as a limitation or restriction to the technical solution of the utility model.

[0021] Example:

[0022] like Figure 1-2 As shown, the two side axes of the front rotating hub 1 and the rear rotating hub 3 are fixedly connected with the rotating columns 20. The rotating columns 20 on both sides are rotatably connected in the first bearing seat 5, and the front rotating hub 1 and the rear rotating hub 3 are arranged in parallel. One end of the first bearing seat 5 on the front rotating hub 1 and the rear rotating hub 3 is connected to a large bevel gear 8. The first bearing seat 5 on the front rotating hub 1 is connected to the transition shaft 7 through the first coupling 6, and the large bevel gear 8 is fixedly installed on the transition shaft 7. The transition shaft 7 is limitedly rotatably connected in the third coupling 19.

[0023] The front main shaft 12 is connected to the second bearing seat 9 for limited rotation, and is arranged at 90 degrees with the transition shaft 7 and the first bearing seat 5. A small bevel gear 10 is fixedly connected to the outer wall of the front main shaft 12, and the small bevel gear 10 is meshed with the large bevel gear 8 on the transition shaft 7.

[0024] The front main shaft 12 is connected to the linkage middle main shaft 14 through the fourth coupling 13, and the linkage middle main shaft 14 is rotatably connected to the third bearing seat 11. The end of the linkage middle main shaft 14 away from the fourth coupling 13 is connected to the clutch 16 through the second coupling 15, and the end of the clutch 16 away from the second coupling 15 is connected to the clutch connecting shaft 17, and the end of the clutch connecting shaft 17 away from the clutch 16 is fixedly connected to the rear main shaft 18, and the small bevel gear 10 is also fixedly connected to the rear main shaft 18. The large bevel gear 8 on the first bearing seat 5 at the axis of the rear hub 3 is meshed with the small bevel gear 10 on the rear main shaft 18. And the two small bevel gears 10 are both located on the left side of the two large bevel gears 8. The rear main shaft 18 is rotatably connected to the fourth bearing seat 21.

[0025] The first bearing seat 5 and the third coupling 19 are fixedly mounted on the top of the first support 2. The second bearing seat 9, the third bearing seat 11, and the fourth bearing seat 21 are all fixedly mounted on the top of the second support 4.

[0026] In a specific implementation, the rear wheel of the vehicle drives the rear hub 3, and the rear hub 3 drives the rear main shaft 18 when the large tapered gear 8 and the small tapered gear 10 are meshed. The rear main shaft 18 drives the connected clutch 16, the clutch connecting shaft 17, and the second coupling 15 to drive the linkage middle main shaft 14; the fourth coupling 13 connected to the linkage middle main shaft 14 drives the front main shaft 12, and the front main shaft 12 drives the transition shaft 7 through the small tapered gear 10 meshing with the large tapered gear 8, and the transition shaft 7 drives the front hub 1 through the first coupling 6 to drive the front tire to rotate, thereby simulating the running state of the whole vehicle on the road.

[0027] The technical scope of the present invention is not limited to the contents described above. Those skilled in the art can make various deformations and modifications to the above embodiments without departing from the technical concept of the present invention, and these deformations and modifications should all fall within the protection scope of the present invention.

Claims

1. A novel mechanism of a front and rear hub linkage device, characterized in that: include: A front rotating hub (1) and a rear rotating hub (3) are arranged in parallel, and rotating columns (20) are fixedly connected to both sides of the axis of the front rotating hub (1) and the rear rotating hub (3), and the rotating columns (20) are rotatably connected in the first bearing seat (5), and one side of the rotating columns (20) on the front rotating hub (1) and the rear rotating hub (3) is connected to a large bevel gear (8); It also comprises a front main shaft (12), the front main shaft (12) being connected to a clutch (16) via a second coupling (15), the end of the clutch (16) away from the second coupling (15) being fixedly connected to a clutch connecting shaft (17), the end of the clutch connecting shaft (17) away from the clutch (16) being fixedly connected to a rear main shaft (18), the front main shaft (12) being rotationally connected to the second bearing seat (9), and the rear main shaft (18) being rotationally connected to the fourth bearing seat (21); The front main shaft (12) and the rear main shaft (18) are both mounted with small bevel gears (10), the two small bevel gears (10) are respectively meshed with the two large bevel gears (8), and the two small bevel gears (10) are both located on the same side of the two large bevel gears (8).

2. A novel mechanism of a front and rear hub linkage device according to claim 1, characterized in that: The rotating column (20) at the axis of the front rotating hub (1) is connected to a transition shaft (7) via a first coupling (6); an end of the transition shaft (7) away from the first coupling (6) is connected to the large bevel gear (8).

3. A novel mechanism of a front and rear hub linkage device according to claim 2, characterized in that: The transition shaft (7) is connected to the third coupling (19) in a limited rotation manner.

4. A novel mechanism of a front and rear hub linkage device according to claim 3, characterized in that: The front main shaft (12) and the rear main shaft (18) are coaxial and arranged perpendicularly to the rotating column (20).

5. A novel mechanism of a front and rear hub linkage device according to claim 4, characterized in that: The front main shaft (12) is connected to a linked middle main shaft (14) via a fourth coupling (13); an end of the linked middle main shaft (14) away from the fourth coupling (13) is connected to the second coupling (15).

6. A novel mechanism of a front and rear hub linkage device according to claim 5, characterized in that: The linkage middle main shaft (14) is rotatably connected to the third bearing seat (11).

7. A novel mechanism of a front and rear hub linkage device according to claim 6, characterized in that: The first bearing seat (5) and the third coupling (19) are fixedly mounted on the first support seat (2), and the third bearing seat (11), the second bearing seat (9), and the fourth bearing seat (21) are fixedly connected to the second support seat (4).

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