Dragging torque testing equipment

Abstract

The utility model relates to a dragging torque testing device which comprises a base, a motor, a hub flange and a torque telemetering device, the motor, the hub flange and the torque telemetering device are supported on the base, the hub flange is in transmission connection with the motor, and the hub flange is in transmission connection with the torque telemetering device. The hub flange comprises a matching part and a connecting part, the matching part is used for being connected with an inner ring of a hub bearing of a to-be-tested vehicle in an inserted mode and synchronously rotating with the inner ring of the hub bearing, and the connecting part is used for being fixedly connected with a brake disc of the vehicle. The torque telemetering device is used for sensing the dragging torque between the hub bearing and calipers fixed to a vehicle body. The drag torque testing device provided by the utility model can test the drag torque value representing the hub bearing and the calipers in the actual working state of the vehicle.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a drag torque testing device. Background Art

[0002] Low energy consumption is an eternal goal in the vehicle manufacturing process. The internal resistance of the transmission system has a direct impact on the energy consumption of the entire vehicle. The internal resistance of the transmission system includes: transmission system, half shaft, caliper and wheel hub bearing, etc. At present, the internal resistance of calipers and wheel hub bearings mainly refers to the test results of components. However, there is a big difference between the stress conditions of wheel hub bearings and calipers in the component state and the vehicle state, which cannot fully represent the drag torque value during actual work. Utility Model Content

[0003] The purpose of the present disclosure is to provide a drag torque testing device, which can test the drag torque value of the wheel hub bearing and the caliper that can represent the actual working state of the vehicle.

[0004] In order to achieve the above-mentioned purpose, the present disclosure provides a drag torque testing device, which includes a base, a motor, a hub flange and a torque telemetry device, wherein the motor, the hub flange and the torque telemetry device are supported on the base, the hub flange is transmission-connected to the motor, the hub flange includes a mating portion and a connecting portion, the mating portion is used to be plugged into the inner ring of the wheel hub bearing of the vehicle to be tested and rotate synchronously with the inner ring of the wheel hub bearing, the connecting portion is used to be fixedly connected to the brake disc of the vehicle, and the torque telemetry device is used to sense the drag torque between the wheel hub bearing and a caliper fixed to the vehicle body.

[0005] Optionally, the drag torque testing equipment further comprises a transmission shaft, the torque telemetry device is arranged between the motor and the hub flange, and the transmission shaft transmission-connects the output shaft of the motor and the hub flange.

[0006] Optionally, the transmission shaft is constructed as a hollow shaft, one end of the transmission shaft is connected to the output shaft of the motor through a transmission structure, and the other end of the transmission shaft is passed through the hub flange.

[0007] Optionally, the torque telemetry device includes a receiver, a conductive part, a coil, a radio receiving module and a strain gauge, the receiver is supported on the base and is located below the transmission shaft, the coil is sleeved on the transmission shaft and rotates synchronously with the transmission shaft, the conductive part is sleeved on the coil and fixed relative to the transmission shaft, the radio receiving module is communicatively connected to the conductive part, and the strain gauge is attached to the transmission shaft and is conductively connected to the radio receiving module and the receiver respectively.

[0008] Optionally, the conductive member is configured as a copper ring.

[0009] Optionally, the torque telemetry device includes a host computer, and the host computer is electrically connected to the receiver.

[0010] Optionally, the towing torque testing device includes a first support base and a first supporting member. The first support base is connected to the base, the first supporting member is rotatably mounted on the first support base, and the hub flange is arranged above the first support base and is in rolling cooperation with the first supporting member.

[0011] Optionally, the first support base includes a support member and a first mounting member. There are two support members, and the two support members are spaced apart in a direction perpendicular to the axis of the hub flange and are connected to the base. There are two first mounting members, and the two first mounting members are spaced apart along the axis of the hub flange and are connected between the two support members. The first supporting member is arranged between the two first mounting members and is rotatably mounted on the first mounting member.

[0012] Optionally, the first support base includes two first connecting members, and the two first connecting members are respectively connected to the two support members, and both ends of the first mounting member are respectively connected to the two first connecting members.

[0013] Optionally, a first avoiding portion is provided on one side of the first mounting member facing the hub flange, so that at least a part of the first supporting member protrudes from the first mounting member.

[0014] Optionally, the first avoiding portion is configured as a first groove, the first groove is recessed from the end face of the first mounting member away from the hub flange, and the first groove has a first arc surface, and the center of the first arc surface coincides with the center of the hub flange.

[0015] Optionally, the first supporting member is configured as a first bearing.

[0016] Optionally, the towing torque testing device includes a mounting base and a second supporting member. The second supporting member is rotatably mounted on the mounting base. The mounting base is position-adjustable and detachably connected to the first support base in a direction perpendicular to the axis of the hub flange, and the second supporting member is used for rolling cooperation with the hub flange.

[0017] Optionally, the first connecting member passes through the support member and a part of the first connecting member protrudes from the support member. The mounting seat includes a second mounting member, an assembly member, and a locking member. The second mounting member and the assembly member are respectively provided in two numbers, and the two second mounting members are spaced along the axis direction of the hub flange and are connected between the two assembly members. The assembly member is connected to the first connecting member and is locked to the first connecting member by the locking member.

[0018] Optionally, the mounting seat includes two second connecting members, and the two second connecting members are respectively connected to the two assembly members. Two ends of the second mounting member are respectively connected to the second connecting members.

[0019] Optionally, the assembly member includes an abutting head and an assembly rod connected to each other. An abutting surface is formed between the abutting head and the assembly rod. The assembly rod is provided with a thread. A first assembly hole and a second assembly hole are respectively provided on the first connecting member and the second connecting member. The assembly rod passes through the first assembly hole and the second assembly hole and the abutting surface abuts against the second connecting member. The locking member is threadedly connected to the assembly rod.

[0020] Optionally, a second avoiding portion is provided on a side of the second mounting member facing the hub flange, so that at least a part of the second supporting member protrudes from the second mounting member.

[0021] Optionally, the second avoiding portion is configured as a second groove. The second groove is recessed from an end surface of the second mounting member away from the hub flange, and the second groove has a second arc surface, and a center of the second arc surface coincides with a center of the hub flange.

[0022] Optionally, the second supporting member is configured as a second bearing.

[0023] Through the above technical solution, in the drag torque testing device provided by the present disclosure, a motor is used to drive the hub flange to rotate. On the one hand, the inner ring of the hub bearing inserted and connected to the mating part on the hub flange can be driven to rotate, while the outer ring of the hub bearing is fixedly connected to the vehicle body, so that the inner ring of the hub bearing can be driven to rotate relative to the vehicle body. On the other hand, since the connecting part of the hub flange is used to fixedly connect with the brake disc of the vehicle, and the caliper is fixed to the vehicle body, the brake disc can be driven to rotate relative to the caliper. In this way, as the motor drives the hub flange to rotate, not only can the inner ring of the hub bearing rotate relative to the vehicle body, but also the brake disc of the vehicle can rotate relative to the caliper. In this way, the internal resistance (drag torque is also called internal resistance) between the caliper and the hub bearing under the actual working condition of the vehicle can be simulated. Then, through the torque telemetry device, the drag torque between the hub bearing and the caliper fixed to the vehicle body can be sensed simultaneously. Therefore, through the drag torque testing device provided by the present disclosure, the drag torque between the caliper and the hub bearing of the vehicle under the actual working condition can be obtained.

[0024] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. Brief Description of the Drawings

[0025] The drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification. Together with the following specific implementation, they are used to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0026] Figure 1 is a schematic diagram of the use state of the drag torque testing device provided by the exemplary embodiment of the present disclosure;

[0027] Figure 2 is another schematic diagram of the use state of the drag torque testing device provided by the exemplary embodiment of the present disclosure, wherein the drag torque testing device includes a mounting base and a second support member, but some other common components are removed Figure 1 in the

[0028] Figure 3 is Figure 2 an enlarged view of a part of the structure in

[0029] Description of the Reference Numerals

[0030] 1-base; 2-motor; 3-drive shaft; 4-wheel hub flange; 5-first support seat; 51-support member; 52-first mounting member; 521-first groove; 5211-first arcuate surface; 53-first connecting member; 531-first assembly hole; 6-first support member; 7-mounting seat; 71-second mounting member; 711-second groove; 7111-second arcuate surface; 72-assembly member; 721-butt joint; 722-assembly rod; 723-butt surface; 73-locking member; 74-second connecting member; 741-second assembly hole; 8-second support member; 9-torque telemetry device; 91-receiver; 92-conductive member; 93-strain gauge; 10-host computer; 11-second support seat; 12-third support seat; 13-vehicle; 131-wheel hub bearing; 132-brake disc; 133-caliper. DETAILED DESCRIPTION

[0031] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0032] In the present disclosure, unless otherwise stated, directional words such as "upper" and "lower" refer to the upper and lower directions of gravity in actual use, wherein the directions "upper" and "lower" correspond to Figure 1 The upper and lower positions of the drawing. In addition, "inside and outside" refer to the "inside and outside" relative to the contour of the corresponding component itself. In addition, the terms "first", "second", etc. used in the present disclosure are to distinguish one element from another, and do not have sequentiality and importance. In addition, in the following description, when referring to the drawings, unless otherwise explained, the same figure numbers in different drawings represent the same or similar elements. The above definitions are only used to explain and illustrate the present disclosure and should not be understood as limitations on the present disclosure.

[0033] The present disclosure provides a drag torque testing device, referring to Figure 1 As shown in , the drag torque test equipment includes a base 1, a motor 2, a hub flange 4 and a torque telemetering device 9. The motor 2, the hub flange 4 and the torque telemetering device 9 are supported on the base 1. The hub flange 4 is drivingly connected to the motor 2. The hub flange 4 includes a matching portion (not shown in the figure) and a connecting portion (not shown in the figure). The matching portion is used to be plugged with the inner ring of the hub bearing 131 of the vehicle to be tested 13 and rotate synchronously with the inner ring of the hub bearing 131. The connecting portion is used to be fixedly connected to the brake disc 132 of the vehicle 13. The torque telemetering device 9 is used to sense the drag torque between the hub bearing 131 and the caliper 133 fixed to the vehicle body. Among them, the matching portion can be a center hole opened in the center of the hub flange 4, and the connecting portion can be a plurality of through holes opened in the disk surface of the hub flange 4 and spaced around the center hole.

[0034] Through the above technical solution, in the drag torque test device provided by the present disclosure, the motor 2 drives the hub flange 4 to rotate. On the one hand, this can drive the inner ring of the hub bearing 131 inserted and connected to the mating part on the hub flange 4 to rotate, while the outer ring of the hub bearing 131 is fixedly connected to the vehicle body. Thus, the inner ring of the hub bearing 131 can be driven to rotate relative to the vehicle body. On the other hand, since the connecting part of the hub flange 4 is used to fixedly connect to the brake disc 132 of the vehicle 13, and the caliper 133 is fixed to the vehicle body, the brake disc 132 can be driven to rotate relative to the caliper 133. In this way, as the motor 2 drives the hub flange 4 to rotate, not only can the inner ring of the hub bearing 131 rotate relative to the vehicle body, but also the brake disc 132 of the vehicle 13 can rotate relative to the caliper 133. In this way, the internal resistance (drag torque is also called internal resistance) situation between the caliper 133 and the hub bearing 131 under the actual working condition of the vehicle 13 can be simulated. Then, through the torque telemetry device, the drag torque between the hub bearing 131 and the caliper 133 fixed to the vehicle body can be sensed simultaneously. Therefore, through the drag torque test device provided by the present disclosure, the drag torque between the caliper 133 and the hub bearing 131 of the vehicle 13 under the actual working condition can be obtained.

[0035] In the exemplary embodiment provided by the present disclosure, referring to Figure 1 as shown in, in order to facilitate the connection between the motor 2 and the hub flange 4, it can be set that the drag torque test device further includes a transmission shaft 3. The torque telemetry device 9 is arranged between the motor 2 and the hub flange 4, and the transmission shaft 3 is drivingly connected to the output shaft of the motor 2 and the hub flange 4.

[0036] Among them, the transmission shaft 3 can be configured as a hollow shaft. One end of the transmission shaft 3 is connected to the output shaft of the motor 2 through a transmission structure (not shown in the figure), and the other end of the transmission shaft 3 passes through the hub flange 4. In this way, the transmission shaft 3 made of a hollow shaft is more likely to deform. Therefore, during the rotation of the hollow shaft, the torque telemetry device 9 can more sensitively sense the drag torque between the hub bearing 131 and the caliper 133 fixed to the vehicle body through the hollow shaft. Here, the output shaft of the motor 2 can be drivingly connected to the transmission shaft 3 in an inserted manner. For example, the output shaft of the motor 2 can be drivingly connected to the transmission shaft 3 through a key or a coupling.

[0037] In the exemplary embodiment provided by the present disclosure, referring to Figure 1As shown in the figure, the torque telemetry device 9 may include a receiver 91, a conductive member 92, a coil (not shown in the figure), a radio receiving module (not shown in the figure), and a strain gauge 93. The receiver 91 is supported on the base 1 and is located below the transmission shaft 3. The coil is sleeved on the transmission shaft 3 and rotates synchronously with the transmission shaft 3. The conductive member 92 is sleeved on the coil and is fixed relative to the transmission shaft 3. The radio receiving module is communicatively connected to the conductive member 92. The strain gauge 93 is attached to the transmission shaft 3 and is electrically connected to the radio receiving module and the receiver 91 respectively. In this way, during the rotation of the transmission shaft 3, the coil will be driven to rotate relative to the conductive member 92, thereby cutting the magnetic field lines to generate an electromagnetic induction phenomenon, and powering the strain gauge 93 through the radio receiving module. At the same time, the strain gauge 93 will convert the deformation of the transmission shaft 3 into a change in its own resistance value, and send the change in the resistance value to the receiver 91 in the form of an electrical signal, thereby measuring the towing torque required in the vehicle 13 to be measured.

[0038] Among them, since the resistivity of copper is relatively low, the induced current of the copper ring will be larger than that of the conductive ring made of materials with higher resistivity (such as aluminum) under the same conditions. Therefore, the conductive member 92 can be configured as a copper ring.

[0039] In the exemplary embodiment provided by the present disclosure, refer to Figure 1 As shown in the figure, the torque telemetry device 9 may further include a host computer 10. The host computer 10 is electrically connected to the receiver 91. In this way, it is convenient for the staff to observe the test results of the sway torque test equipment in real time through the host computer 10.

[0040] In the exemplary embodiment provided by the present disclosure, refer to Figure 1 As shown in the figure, the towing torque test equipment may include a first support base 5 and a first support member 6. The first support base 5 is connected to the base 1. The first support member 6 is rotatably mounted on the first support base 5. The hub flange 4 is arranged above the first support base 5 and is in rolling cooperation with the first support member 6. Through such an arrangement, the structure and motion state of the hub flange 4 can be made closer to the structure and motion state of the hub in the actual vehicle 13, so as to simulate the real situation during the actual driving process of the vehicle 13, so as to obtain a more accurate towing torque between the hub bearing 131 and the caliper 133 fixed to the vehicle body.

[0041] In the exemplary embodiment provided by the present disclosure, refer to Figure 1As shown, the first support base 5 may include a support member 51 and a first mounting member 52. The support member 51 is provided in two. The two support members 51 are spaced apart in a direction perpendicular to the axis of the hub flange 4 and are connected to the base 1. The first mounting member 52 is provided in two. The two first mounting members 52 are spaced apart along the axis of the hub flange 4 and are connected between the two support members 51. The first support member 6 is arranged between the two first mounting members 52 and is rotatably mounted on the first mounting member 52. Through such an arrangement, the first support member 6 can be reliably mounted on the base 1, so that the hub flange 4 can be reliably mounted on the first support member 6. In this way, the hub flange 4 can rotate relative to the first support member 6 under the action of the motor 2.

[0042] In the exemplary embodiment provided by the present disclosure, referring to Figure 3 As shown, to facilitate the connection of the two ends of the two first mounting members 52 to the two support members 51 respectively, it can be set that the first support base 5 further includes two first connecting members 53. The two first connecting members 53 are respectively connected to the two support members 51. The two ends of the first mounting member 52 are respectively connected to the two first connecting members 53. Here, one end of the first connecting member 53 can be inserted through the support member 51, and the other end can be connected to the first mounting member 52 through fasteners such as bolts and nuts.

[0043] In the exemplary embodiment provided by the present disclosure, referring to Figure 3 As shown, a first avoidance portion may be provided on the side of the first mounting member 52 facing the hub flange 4, so that the first support member 6 protrudes at least partially from the first mounting member 52. Through such an arrangement, interference of the first mounting member 52 with the hub flange 4 can be avoided, so that not only can the first support member 6 and the hub flange 4 cooperate with each other, but also the hub flange 4 can rotate smoothly relative to the first support member 6.

[0044] In the exemplary embodiment provided by the present disclosure, the first avoidance portion can be constructed in any suitable manner, and the present disclosure does not limit this. Optionally, referring to Figure 3 As shown, the first avoidance portion can be constructed as a first groove 521. The first groove 521 is recessed from the end face of the first mounting member 52 away from the hub flange 4, and the first groove 521 has a first arc surface 5211. The center of the first arc surface 5211 coincides with the center of the hub flange 4. Through such an arrangement, the structure of the first avoidance portion can be more adapted to the structure of the hub flange 4, thus facilitating the installation of the hub flange 4 more conveniently.

[0045] Among them, the first support member 6 can be configured as a first bearing. An installation shaft (not shown in the figure) extending in the direction parallel to the transmission shaft 3 can be fixedly connected between the two first installation members 52. The inner ring of the first bearing is sleeved on the installation shaft by an interference fit method, and the hub flange 4 is rotatably installed on the outer ring of the first bearing. In this way, the internal resistance value between the hub bearing 131 and the first bearing member can be minimized as much as possible, so that the drag torque measured by the drag torque test device between the hub bearing 131 and the caliper 133 fixed to the vehicle body is closer to the actual value.

[0046] In the exemplary embodiment provided by the present disclosure, referring to Figure 3 as shown in, the drag torque test device may include a mounting seat 7 and a second support member 8. The second support member 8 is rotatably installed on the mounting seat 7. The mounting seat 7 is used to be position-adjustable and detachably connected to the first support seat 5 in a direction perpendicular to the axis of the hub flange 4. The second support member 8 is used to rollingly cooperate with the hub flange 4. Through such a setting, before the drag torque test device formally tests the drag torque of the vehicle 13, the internal resistance of the drag torque test device itself can be measured first. In this way, when the drag torque of the vehicle 13 is formally tested, the formally measured drag torque can be subtracted by the internal resistance of the drag torque test device itself, so as to obtain the true value of the drag torque between the hub bearing 131 and the caliper 133 of the vehicle 13.

[0047] Specifically, in the above embodiment, the force applied by the mounting seat 7 to the hub flange 4 can be adjusted by adjusting the position of the mounting seat 7 relative to the first support seat 5 in a direction perpendicular to the axis of the hub flange 4, so as to simulate the force applied by the vehicle 13 to the hub flange 4 in a direction perpendicular to the axis of the hub flange 4 during the formal test. Then, the internal resistance of the first support member 6 and the second support member 8 cooperating with the hub flange 4 is measured by the torque telemetry device 9. Among them, in order to facilitate calculating the internal resistance of the first support member 6, the structures of the first support member 6 and the second support member 8 can be set to be the same and symmetrically distributed along the horizontal center line of the hub flange 4. In this way, after measuring the internal resistance values of the first support member 6 and the second support member 8, dividing by two can obtain the internal resistance value of the first support member 6. Then, when the drag torque of the vehicle 13 is formally tested, subtracting the internal resistance value of the first support member 6 from the formally measured drag torque can obtain the true value of the drag torque between the hub bearing 131 and the caliper 133 of the vehicle 13.

[0048] In the exemplary embodiment provided by the present disclosure, referring to Figure 2 and Figure 3As shown in [reference], the first connecting member 53 can pass through the support member 51 and a part of the first connecting member 53 protrudes from the support member 51. The mounting seat 7 can include a second mounting member 71, an assembly member 72 and a locking member 73. The second mounting members 71 and the assembly members 72 are respectively provided in two, and the two second mounting members 71 are arranged at intervals along the axis direction of the hub flange 4 and are connected between the two assembly members 72. The assembly member 72 is connected to the first connecting member 53 and is locked to the first connecting member 53 through the locking member 73. Through such a setting, when it is necessary to simulate the force applied to the hub flange 4 by the vehicle 13 in the direction perpendicular to the axis of the hub flange 4, it can be achieved by adjusting the position of the second mounting member 71 relative to the first mounting member 52 in the direction perpendicular to the axis of the hub flange 4 through the assembly member 72. In this way, not only is the structure simple, but it is also easy to implement.

[0049] In the exemplary embodiment provided by the present disclosure, referring to Figure 2 and Figure 3 As shown in [reference], in order to facilitate the connection between the second mounting member 71 and the assembly member 72, it can be set that the mounting seat 7 further includes two second connecting members 74. The two second connecting members 74 are respectively connected to the two assembly members 72, and both ends of the second mounting member 71 are respectively connected to the second connecting members 74.

[0050] In the exemplary embodiment provided by the present disclosure, the assembly member 72 can be implemented in any suitable manner, and the present disclosure does not limit this. Optionally, referring to Figure 2 and Figure 3 As shown in [reference], the assembly member 72 can include an abutting head 721 and an assembly rod 722 connected to each other. An abutting surface 723 is formed between the abutting head 721 and the assembly rod 722. The assembly rod 722 is provided with threads. The first connecting member 53 and the second connecting member 74 are respectively provided with a first assembly hole 531 and a second assembly hole 741. The assembly rod 722 passes through the first assembly hole 531 and the second assembly hole 741 and the abutting surface 723 abuts against the second connecting member 74. The locking member 73 is threadedly connected to the assembly rod 722. In this way, when it is necessary to adjust the position of the second mounting member 71 relative to the first mounting member 52 in the direction perpendicular to the axis of the hub flange 4, it can be achieved by adjusting the mounting position of the first connecting member 53 on the assembly rod 722.

[0051] In the exemplary embodiment provided by the present disclosure, referring to Figure 3 As shown in [reference], a second avoidance portion can be provided on the side of the second mounting member 71 facing the hub flange 4, so that at least a part of the second support member 8 protrudes from the second mounting member 71. Through such a setting, interference of the second mounting member 71 on the hub flange 4 can be avoided, so that not only can the cooperation between the second support member 8 and the hub flange 4 be ensured, but also the smooth rotation of the hub flange 4 relative to the second support member 8 can be ensured.

[0052] In the exemplary embodiments provided by the present disclosure, the second avoidance portion may be constructed in any suitable manner, and the present disclosure does not limit this. Optionally, as shown in Figure 3 , the second avoidance portion may be constructed as a second groove 711. The second groove 711 recesses from the end face of the second mounting member 71 away from the hub flange 4, and the second groove 711 has a second arc surface 7111. The center of the second arc surface 7111 coincides with the center of the hub flange 4. Through such a setting, the structure of the second avoidance portion can be made more adaptable to the structure of the hub flange 4, thus facilitating the installation of the hub flange 4 more conveniently.

[0053] Wherein, the second support member 8 may be constructed as a second bearing. An installation shaft (not shown in the figure) extending in the direction parallel to the transmission shaft 3 may be fixedly connected between the two second mounting members 71. The inner ring of the second bearing is sleeved on the installation shaft by an interference fit manner, and the hub flange 4 is rotatably mounted on the outer ring of the second bearing. In this way, the internal resistance value between the hub bearing 131 and the second bearing member can be minimized as much as possible, so that the drag torque measured by the drag torque test device between the hub bearing 131 and the caliper 133 fixed to the vehicle body is closer to the actual value.

[0054] It should be noted that, in order to enable the positions of the motor 2 and the conductive member 92 in the height direction to adapt to other components in the drag torque test device provided by the present disclosure, it may be set that the drag torque test device further includes a second support seat 11 and a third support seat 12 provided on the base 1. Among them, the motor 2 is installed on the second support seat 11, and the receiver 91 is installed on the third support seat 12.

[0055] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0056] In addition, it should be noted that, among the various specific technical features described in the above specific embodiments, they can be combined in any suitable manner without conflict. To avoid unnecessary repetition, the present disclosure does not separately describe various possible combination methods.

[0057] In addition, any combination can be made between various different embodiments of the present disclosure, as long as it does not violate the idea of the present disclosure, it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A drag torque test device, characterized in that: The drag torque test device comprises a base, a motor, a hub flange and a torque telemetry device, wherein the motor, the hub flange and the torque telemetry device are supported on the base, and the hub flange is drivingly connected to the motor. The wheel hub flange includes a mating portion and a connecting portion, the mating portion is used to be plugged into the inner ring of the wheel hub bearing of the vehicle to be tested and rotate synchronously with the inner ring of the wheel hub bearing, the connecting portion is used to be fixedly connected to the brake disc of the vehicle, and the torque telemetry device is used to sense the drag torque between the wheel hub bearing and the caliper fixed to the vehicle body.

2. The drag torque test device according to claim 1, characterized in that: The drag torque testing equipment further comprises a transmission shaft, the torque telemetry device is arranged between the motor and the wheel hub flange, and the transmission shaft transmission-connects the output shaft of the motor and the wheel hub flange.

3. The drag torque test device according to claim 2, characterized in that: The transmission shaft is constructed as a hollow shaft, one end of the transmission shaft is connected to the output shaft of the motor through a transmission structure, and the other end of the transmission shaft is penetrated through the hub flange.

4. The drag torque testing device according to claim 2, characterized in that: The torque telemetry device includes a receiver, a conductive member, a coil, a radio receiving module and a strain gauge. The receiver is supported on the base and is located below the transmission shaft. The coil is sleeved on the transmission shaft and rotates synchronously with the transmission shaft. The conductive member is sleeved on the coil and fixed relative to the transmission shaft. The radio receiving module is communicatively connected to the conductive member. The strain gauge is attached to the transmission shaft and is conductively connected to the radio receiving module and the receiver respectively.

5. The drag torque test device according to claim 4, characterized in that: The conductive element is configured as a copper ring.

6. The drag torque test device according to claim 4, characterized in that: The torque telemetry device comprises a host computer, and the host computer is electrically connected to the receiver.

7. The drag torque test device according to any one of claims 1 to 6, characterized in that: The drag torque testing device includes a first support seat and a first support member, wherein the first support seat is connected to the base, the first support member is rotatably mounted on the first support seat, and the hub flange is arranged above the first support seat and rollingly cooperates with the first support member.

8. The drag torque testing device according to claim 7, characterized in that: The first support seat includes a support member and a first mounting member, wherein the support member is provided in two pieces, and the two support members are spaced apart in a direction perpendicular to the axis of the hub flange and connected to the base, the first mounting member is provided in two pieces, and the two first mounting members are spaced apart in the direction of the axis of the hub flange and connected between the two support members, and the first support member is arranged between the two first mounting members and is rotatably mounted on the first mounting member.

9. The drag torque testing device according to claim 8, characterized in that: The first support seat includes two first connecting members, the two first connecting members are respectively connected to the two support members, and the two ends of the first mounting member are respectively connected to the two first connecting members.

10. The drag torque testing device according to claim 8, characterized in that: A first avoidance portion is provided on a side of the first mounting member facing the hub flange, so that the first supporting member at least partially protrudes from the first mounting member.

11. The drag torque testing device according to claim 10, characterized in that: The first avoidance portion is configured as a first groove, which is recessed from the end surface of the first mounting member away from the hub flange, and has a first arcuate surface, the center of which coincides with the center of the hub flange.

12. The drag torque testing device according to claim 7, characterized in that: The first support element is configured as a first bearing.

13. The drag torque testing device according to claim 9, characterized in that: The drag torque testing equipment includes a mounting seat and a second support member, wherein the second support member is rotatably mounted on the mounting seat, the mounting seat is used to be positionally adjustable and detachably connected to the first support seat in a direction perpendicular to the axis of the hub flange, and the second support member is used to roll with the hub flange.

14. The drag torque testing device according to claim 13, characterized in that: The first connecting member is disposed through the supporting member and a portion of the first connecting member protrudes from the supporting member. The mounting seat includes a second mounting member, an assembly member and a locking member. The second mounting member and the assembly member are respectively provided in two pieces, and the two second mounting members are arranged at intervals along the axial direction of the hub flange and connected between the two assembly members. The assembly member is connected to the first connecting member and is locked to the first connecting member by the locking member.

15. The drag torque testing device according to claim 14, characterized in that: The mounting seat includes two second connecting members, the two second connecting members are respectively connected to the two assembling members, and the two ends of the second mounting member are respectively connected to the second connecting members.

16. The drag torque testing device according to claim 15, characterized in that: The assembly member includes a connected abutment joint and an assembly rod, an abutment surface is formed between the abutment joint and the assembly rod, the assembly rod is provided with a thread, the first connecting member and the second connecting member are respectively provided with a first assembly hole and a second assembly hole, the assembly rod passes through the first assembly hole and the second assembly hole and makes the abutment surface abut against the second connecting member, and the locking member is threadedly connected to the assembly rod.

17. The drag torque testing device according to claim 14, characterized in that: A second avoidance portion is provided on a side of the second mounting member facing the hub flange, so that the second supporting member at least partially protrudes from the second mounting member.

18. The drag torque testing device according to claim 17, characterized in that: The second avoidance portion is configured as a second groove, which is recessed from the end surface of the second mounting member away from the hub flange, and has a second arcuate surface, the center of which coincides with the center of the hub flange.

19. The drag torque testing device according to claim 13, characterized in that: The second support element is designed as a second bearing.

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