Steering wheel vibration testing device

Abstract

The utility model relates to the technical field of steering wheel testing devices, in particular to a steering wheel vibration testing device which comprises a sensor, a rubber pad is fixed to the bottom end of a base, the other end of the rubber pad abuts against the surface of a steering wheel, a plurality of sets of anti-loosening grooves are formed in the surface of a nut, and an anti-loosening rod mounting groove is formed in the surface of the base. One end of a first anti-loosening rod is movably inserted into the anti-loosening rod mounting groove, a second anti-loosening rod is fixed to the other end of the first anti-loosening rod, and the second anti-loosening rod is movably inserted into one set of anti-loosening grooves; the anti-loosening device has the beneficial effects that when the nut is screwed to enable the rubber pad to be tightly attached to the surface of the steering wheel and one set of anti-loosening grooves are aligned with the second anti-loosening rod, the second anti-loosening rod extends out of the anti-loosening rod mounting groove and is inserted into the aligned anti-loosening groove, the first anti-loosening rod stays in the anti-loosening rod mounting groove, circumferential limiting of the nut is achieved, and the anti-loosening effect is good. The nut and the locking rod cannot rotate relative to each other, and thread looseness prevention between the locking rod and the nut is achieved.

Description

A steering wheel vibration testing device Technical Field

[0001] This utility model relates to the field of steering wheel testing devices, specifically a steering wheel vibration testing device. Background Technology

[0002] The vibration level of the steering wheel under powertrain and road load excitation is an important NVH performance indicator. A key test for controlling steering wheel vibration level is the Vibration Transfer Function (VTF). The test method involves applying a force hammer to the suspension or chassis mounting point, then installing an accelerometer at the 12 o'clock position on the steering wheel. Simultaneously, the force signal from the force hammer and the acceleration signal from the accelerometer are captured. The VTF is then calculated using Fourier transform to measure the steering wheel's vibration level under a unit force input at the excitation point; a lower VTF value indicates a better vibration level. When installing the accelerometer on the steering wheel, the requirements are: 1. The sensor must be securely installed; 2. The sensor must be installed horizontally, i.e., according to a specific coordinate system.

[0003] In the prior art, patent application CN201921937995.9 discloses a device for testing the vibration sensitivity of a steering wheel. The device includes a mounting base, a locking rod inserted into the lower end face of the mounting base and forming a closed loop with the mounting base, a locking component for fixing the locking rod to the mounting base, and a sensor. The upper end face of the mounting base has at least a partially flat surface, and the sensor is fixedly mounted on the flat surface. The testing device has an arc-shaped contact area with the steering wheel, increasing the installation strength. The entire testing device is bolted, ensuring a firm and reliable connection, avoiding any impact on the test results, and preventing contamination of the steering wheel during testing. The testing device ensures that the sensor is installed parallel to the horizontal direction, guaranteeing testing accuracy.

[0004] In existing technology, the device for testing steering wheel vibration sensitivity has a base fixed at the bottom of the sensor. When testing the vibration of the steering wheel, the device is installed by fitting a U-shaped locking rod onto the steering wheel. The locking rod has external threads at both ends, allowing the two ends of the locking rod to pass through through holes on the surface of the base. Then, nuts are tightened to lock the device, thus installing the base onto the steering wheel. This makes the installation of the entire device onto the steering wheel very simple.

[0005] However, during testing, vibrations on the steering wheel are transmitted to the locking rod and the base, and then to the locking rod and the nut. Under the influence of vibration, the threaded connection between the locking rod and the nut may loosen, resulting in an unstable installation. This causes the base to swing on the steering wheel, affecting the test accuracy. Summary of the Invention

[0006] The purpose of this invention is to provide a steering wheel vibration testing device to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a steering wheel vibration testing device, comprising: a sensor, a base fixed to the bottom of the sensor, a through hole on the surface of the base, a locking rod movably inserted into the through hole, the locking rod being sleeved on the steering wheel, and nuts being installed at both ends of the locking rod via threaded connections; a rubber pad fixed to the bottom of the base, the other end of the rubber pad abutting against the surface of the steering wheel; several sets of anti-loosening grooves on the surface of the nuts; an anti-loosening rod mounting groove on the surface of the base, one end of a first anti-loosening rod movably inserted into the anti-loosening rod mounting groove, and a second anti-loosening rod fixed to the other end of the first anti-loosening rod, the second anti-loosening rod being movably inserted into one set of anti-loosening grooves.

[0008] Preferably, the locking rod has a "U"-shaped round rod structure, with the two vertical rods of the locking rod respectively inserted into two sets of through holes, and the anti-loosening groove has a round hole structure. Several sets of anti-loosening grooves are distributed in a circumferential array about one of the vertical rods of the locking rod.

[0009] Preferably, both the first and second anti-loosening rods are circular rod structures, with the diameter of the first anti-loosening rod being larger than the diameter of the second anti-loosening rod.

[0010] Preferably, a pull rod is movably inserted into the bottom end of the base, a screw hole is provided at the bottom end of the first anti-loosening rod, one end of the pull rod is threaded, the threaded end of the pull rod extends into the anti-loosening rod mounting groove and is installed in the screw hole through threaded connection, and the pull rod has an inverted "T" shaped round rod structure.

[0011] Preferably, a spring is fitted on the pull rod, with one end of the spring abutting against the surface of the first anti-loosening rod and the other end of the spring abutting against the inner wall of the anti-loosening rod mounting groove.

[0012] Preferably, a guide rail is provided on the inner wall of the anti-loosening rod mounting groove, and a slider is fixed on the surface of the first anti-loosening rod, with the slider slidably connected in the guide rail.

[0013] Preferably, an elastic washer is fitted on the rod body of the locking rod, with one end of the elastic washer abutting against the surface of the nut and the other end of the elastic washer abutting against the surface of the base.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] The steering wheel vibration testing device proposed in this utility model involves tightening the nut until the rubber pad is tightly attached to the surface of the steering wheel and one set of anti-loosening grooves is aligned with the second anti-loosening rod. The second anti-loosening rod then extends from the anti-loosening rod mounting groove and inserts into the aligned anti-loosening groove, while the first anti-loosening rod remains in the anti-loosening rod mounting groove. This achieves circumferential restraint on the nut, preventing relative rotation between the nut and the locking rod, thus preventing thread loosening between the locking rod and the nut. Furthermore, the rubber pad has high elasticity; as the nut is tightened, the rubber pad deforms according to the shape of the steering wheel, resulting in a very tight fit between the rubber pad and the steering wheel. This allows the rubber pad to generate significant friction with steering wheels of various thicknesses, enabling the device to be stably installed on steering wheels of different thicknesses. Attached Figure Description

[0016] Figure 1 is a schematic diagram of the structure of this utility model;

[0017] Figure 2 is a cross-sectional structural diagram of this utility model;

[0018] Figure 3 is a schematic diagram of the cross-sectional structure of the anti-loosening rod mounting groove;

[0019] Figure 4 is an enlarged schematic diagram of the structure at point A in Figure 3.

[0020] In the diagram: Sensor 1, Base 2, Rubber Pad 3, Through Hole 4, Locking Rod 5, Nut 6, Anti-loosening Rod Mounting Slot 7, Anti-loosening Slot 8, First Anti-loosening Rod 9, Second Anti-loosening Rod 10, Spring 11, Pull-out Rod 12, Screw Hole 13, Guide Rail 14, Slider 15, Elastic Washer 16. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clear and complete, the embodiments of this utility model will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only some, not all, embodiments of this utility model, and are merely used to explain the embodiments of this utility model. They are not intended to limit the embodiments of this utility model. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0022] Example 1: Please refer to Figures 1-4. This utility model provides a technical solution: a steering wheel vibration testing device, including: a sensor 1, a base 2 fixed to the bottom of the sensor 1, a through hole 4 on the surface of the base 2, a locking rod 5 movably inserted into the through hole 4, the locking rod 5 being sleeved on the steering wheel, and nuts 6 being threadedly installed at both ends of the locking rod 5; a rubber pad 3 fixed to the bottom of the base 2, the other end of the rubber pad 3 abutting against the surface of the steering wheel; several sets of anti-loosening grooves 8 on the surface of the nut 6; an anti-loosening rod mounting groove 7 on the surface of the base 2, and one end of a first anti-loosening rod 9 movably inserted into the anti-loosening rod mounting groove 7. The other end of the slack rod 9 is fixed with a second anti-loosening rod 10. The second anti-loosening rod 10 is movably inserted into one of the anti-loosening grooves 8. The locking rod 5 has a "U"-shaped round rod structure. The two vertical rods of the locking rod 5 are respectively inserted into two sets of through holes 4. The anti-loosening groove 8 has a round hole structure. Several sets of anti-loosening grooves 8 are arranged in a circular array about one of the vertical rods of the locking rod 5. The first anti-loosening rod 9 and the second anti-loosening rod 10 both have a round rod structure. The diameter of the first anti-loosening rod 9 is larger than the diameter of the second anti-loosening rod 10. An elastic washer 16 is sleeved on the rod body of the locking rod 5. One end of the elastic washer 16 abuts against the surface of the nut 6, and the other end of the elastic washer 16 abuts against the surface of the base 2.

[0023] In actual use, when installing sensor 1 onto the steering wheel, the locking rod 5 is fitted onto the steering wheel, with its two vertical rods inserted into the two sets of through holes 4 on the surface of the base 2. Then, the elastic washer 16 is fitted onto the vertical rod of the locking rod 5, and the nut 6 is screwed onto the vertical rod of the locking rod 5. While tightening the nut 6, the first anti-loosening rod 9 moves deeper into the anti-loosening rod mounting groove 7, causing the second anti-loosening rod 10 to fully retract into the anti-loosening rod mounting groove 7. The nut 6 is tightened until the rubber pad 3 is tightly pressed against the surface of the steering wheel and one set of anti-loosening grooves 8 is aligned with the second anti-loosening rod 10. Finally, the second anti-loosening rod 10 is released from the anti-loosening rod... The first anti-loosening rod 9 extends from the mounting groove 7 and inserts into the aligned anti-loosening groove 8, while the first anti-loosening rod 9 remains in the anti-loosening rod mounting groove 7, thereby circumferentially limiting the nut 6 and preventing relative rotation between the nut 6 and the locking rod 5, thus preventing the threads between the locking rod 5 and the nut 6 from loosening. In addition, the rubber pad 3 has great elasticity. As the nut 6 is tightened, the rubber pad 3 deforms according to the shape of the steering wheel, making the rubber pad 3 fit very tightly with the steering wheel. This allows the rubber pad 3 to generate great friction with steering wheels of various thicknesses, thus enabling the device to be stably installed on steering wheels of various thicknesses.

[0024] Example 2: Based on Example 1, in order to adjust the position of the second anti-loosening rod 10, a pull rod 12 is movably inserted into the bottom end of the base 2. A screw hole 13 is opened at the bottom end of the first anti-loosening rod 9. One end of the pull rod 12 is threaded. The threaded end of the pull rod 12 extends into the anti-loosening rod mounting groove 7 and is installed in the screw hole 13 through a threaded connection. The pull rod 12 has an inverted "T" shaped round rod structure. A spring 11 is sleeved on the rod body of the pull rod 12. One end of the spring 11 abuts against the surface of the first anti-loosening rod 9, and the other end of the spring 11 abuts against the inner wall of the anti-loosening rod mounting groove 7.

[0025] When the second anti-loosening rod 10 needs to be retracted into the anti-loosening rod mounting slot 7, simply pull down the pull rod 12. The pull rod 12 drives the first anti-loosening rod 9 to move deeper into the anti-loosening rod mounting slot 7. The first anti-loosening rod 9 then drives the second anti-loosening rod 10 to move in the same direction, thus allowing the second anti-loosening rod 10 to be completely retracted into the anti-loosening rod mounting slot 7. At this time, the spring 11, which is already in a compressed state, is further compressed. When the second anti-loosening rod 10 needs to be extended from the anti-loosening rod mounting slot 7, simply release the pull rod 12. The spring 11 will then push the second anti-loosening rod 10 out of the anti-loosening rod mounting slot 7 under its own elasticity.

[0026] Example 3: Based on Example 2, in order to achieve thread anti-loosening between the pull rod 12 and the screw hole 13 and to replace the spring 11, the pull rod 12 is movably inserted into the bottom end of the base 2. The bottom end of the first anti-loosening rod 9 is provided with a screw hole 13. One end of the pull rod 12 is provided with a thread. The threaded end of the pull rod 12 extends into the anti-loosening rod mounting groove 7 and is installed in the screw hole 13 through a threaded connection. The pull rod 12 has an inverted "T" shaped round rod structure. A spring 11 is sleeved on the rod body of the pull rod 12. One end of the spring 11 abuts against the surface of the first anti-loosening rod 9, and the other end of the spring 11 abuts against the inner wall of the anti-loosening rod mounting groove 7. A guide rail 14 is provided on the inner wall of the anti-loosening rod mounting groove 7. A slider 15 is fixed on the surface of the first anti-loosening rod 9 and is slidably connected in the guide rail 14.

[0027] The pull rod 12 is threaded into the screw hole 13. At this time, the spring 11 is constantly compressed. The compressed spring 11 applies a thrust to the first anti-loosening rod 9. Under this thrust, the threads of the pull rod 12 are pressed against the threads of the screw hole 13, resulting in significant friction between the threads of the pull rod 12 and the screw hole 13. This friction prevents the threads of the pull rod 12 and the screw hole 13 from loosening. When the spring 11 needs to be replaced, first remove the nut 6 from the locking rod 5, then... Tighten the pull rod 12 in the direction of loosening. The first anti-loosening rod 9, guided by the guide rail 14 and the slider 15, cannot rotate with the pull rod 12, thus removing the pull rod 12 from the screw hole 13. Then, the first anti-loosening rod 9 and the old spring 11 can be removed from the anti-loosening rod mounting slot 7. After that, insert the new spring 11 into the anti-loosening rod mounting slot 7, insert the first anti-loosening rod 9 into the anti-loosening rod mounting slot 7, and finally reinstall the pull rod 12 into the screw hole 13 to complete the replacement of the spring 11.

[0028] In actual use, when installing sensor 1 onto the steering wheel, the locking rod 5 is fitted onto the steering wheel, with its two vertical rods inserted into the two sets of through holes 4 on the surface of the base 2. Then, the elastic washer 16 is fitted onto the vertical rod of the locking rod 5, and the nut 6 is screwed onto the vertical rod of the locking rod 5. As the nut 6 is tightened, the first anti-loosening rod 9 moves deeper into the anti-loosening rod mounting groove 7, causing the second anti-loosening rod 10 to fully retract into the anti-loosening rod mounting groove 7. The nut 6 is tightened until the rubber pad 3 is tightly pressed against the surface of the steering wheel and one set of anti-loosening grooves 8 is aligned with the second anti-loosening rod 10. Then, the second anti-loosening rod 10 extends from the anti-loosening rod mounting groove 7 and inserts into the aligned anti-loosening groove 8, while the first anti-loosening rod 9 remains in the anti-loosening rod mounting groove 7. In the mounting groove 7, the nut 6 is circumferentially limited, preventing relative rotation between the nut 6 and the locking rod 5, thus preventing loosening of the threads between the locking rod 5 and the nut 6. Furthermore, the rubber pad 3 has high elasticity; as the nut 6 is tightened, the rubber pad 3 deforms according to the shape of the steering wheel, resulting in a very tight fit between the rubber pad 3 and the steering wheel. This allows the rubber pad 3 to generate significant friction with steering wheels of various thicknesses, ensuring the device can be securely installed on steering wheels of different thicknesses. When the second anti-loosening rod 10 needs to retract into the anti-loosening rod mounting groove 7, simply pull down the pull rod 12. The pull rod 12 drives the first anti-loosening rod 9 deeper into the anti-loosening rod mounting groove 7, thus preventing the first anti-loosening rod 9 from retracting into the groove. The release rod 9 then drives the second anti-loosening rod 10 to move in the same direction, allowing the second anti-loosening rod 10 to retract completely into the anti-loosening rod mounting groove 7. At this time, the spring 11, which is already in a compressed state, is further compressed. When it is necessary for the second anti-loosening rod 10 to extend from the anti-loosening rod mounting groove 7, simply release the pull rod 12, and the spring 11 will push the second anti-loosening rod 10 out of the anti-loosening rod mounting groove 7 under its own elasticity. The pull rod 12 is installed in the threaded hole 13 through a threaded connection. At this time, the spring 11 is always in a compressed state. The compressed spring 11 applies a pushing force to the first anti-loosening rod 9. Under the action of this pushing force, the threads of the pull rod 12 are pressed against the threads of the threaded hole 13, thereby making the threads of the pull rod 12 and the threads of the threaded hole 13... The friction between the pull rod 12 and the screw hole 13 is relatively large, which can prevent the threads between the pull rod 12 and the screw hole 13 from loosening. When the spring 11 needs to be replaced, first remove the nut 6 from the locking rod 5, and then turn the pull rod 12 in the direction of loosening. The first anti-loosening rod 9 cannot rotate with the pull rod 12 under the guidance of the guide rail 14 and the slider 15, so that the pull rod 12 is removed from the screw hole 13. Then the first anti-loosening rod 9 and the old spring 11 can be taken out from the anti-loosening rod mounting groove 7 one after the other. Then insert the new spring 11 into the anti-loosening rod mounting groove 7, and then insert the first anti-loosening rod 9 into the anti-loosening rod mounting groove 7. Finally, reinstall the pull rod 12 into the screw hole 13 to complete the replacement of the spring 11.

[0029] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A steering wheel vibration testing device, comprising: A sensor (1) is provided with a base (2) fixed at the bottom end of the sensor (1). A through hole (4) is provided on the surface of the base (2). A locking rod (5) is movably inserted into the through hole (4). The locking rod (5) is sleeved on the steering wheel. Nuts (6) are installed at both ends of the locking rod (5) by threaded connection. The feature is that a rubber pad (3) is fixed at the bottom end of the base (2). The other end of the rubber pad (3) abuts against the surface of the steering wheel. Several sets of anti-loosening grooves (8) are provided on the surface of the nut (6). An anti-loosening rod mounting groove (7) is provided on the surface of the base (2). One end of a first anti-loosening rod (9) is movably inserted into the anti-loosening rod mounting groove (7). A second anti-loosening rod (10) is fixed at the other end of the first anti-loosening rod (9). The second anti-loosening rod (10) is movably inserted into one of the anti-loosening grooves (8).

2. The steering wheel vibration testing device according to claim 1, wherein: The locking rod (5) has a "U"-shaped round rod structure. The two vertical rods of the locking rod (5) are respectively inserted into two sets of through holes (4). The anti-loosening groove (8) has a round hole structure. Several sets of anti-loosening grooves (8) are distributed in a circular array about the axis of one of the vertical rods of the locking rod (5).

3. The steering wheel vibration testing device of claim 1, wherein: Both the first anti-loosening rod (9) and the second anti-loosening rod (10) are circular rod structures, and the diameter of the first anti-loosening rod (9) is larger than the diameter of the second anti-loosening rod (10).

4. The steering wheel vibration testing device according to claim 1, characterized in that: The bottom end of the base (2) is movably connected to a pull rod (12). The bottom end of the first anti-loosening rod (9) is provided with a screw hole (13). One end of the pull rod (12) is provided with a thread. The threaded end of the pull rod (12) extends into the anti-loosening rod mounting groove (7) and is installed in the screw hole (13) through a threaded connection. The pull rod (12) has an inverted "T" shaped round rod structure.

5. The steering wheel vibration testing device according to claim 4, wherein: A spring (11) is sleeved on the rod body of the pull rod (12). One end of the spring (11) abuts against the surface of the first anti-loosening rod (9), and the other end of the spring (11) abuts against the inner wall of the anti-loosening rod mounting groove (7).

6. The steering wheel vibration testing device of claim 1, wherein: The inner wall of the anti-loosening rod mounting groove (7) is provided with a guide rail (14), and a slider (15) is fixed on the surface of the first anti-loosening rod (9). The slider (15) is slidably connected in the guide rail (14).

7. The steering wheel vibration testing device according to claim 1, characterized in that: An elastic washer (16) is fitted on the rod body of the locking rod (5). One end of the elastic washer (16) abuts against the surface of the nut (6), and the other end of the elastic washer (16) abuts against the surface of the base (2).

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