Vehicle restraint device attachment structure, vehicle restraint device

Abstract

The flange of the attachment that is mounted to the wheel hub of the test vehicle's wheels is designed with an adjustable self-aligning structure to reduce vibrations in the test vehicle. [Solution] The vehicle restraint device attachment 16 comprises an attachment tire hub flange 18 that is attached to the wheel hub of a wheel, and an attachment tire hub 22 that is fixed to the flange 18. The flange 18 is attached to the wheel hub using an outer nut hub 25. The head 25a of the outer nut hub 25 has a nut portion 25b that is fastened to the hub bolt of the wheel hub 2a. The shaft portion 25c has a male threaded portion 25f that is fastened to a nut 24 after it is inserted into the through hole 18a of the flange 18. The distance between the nut portion 25b and the nut 24 can be adjusted by adjusting the fastening position of the nut 24 to the male threaded portion 25f.

Description

Technical Field

[0005] ,

[0004] , , , , ,

[0006]

[0001] The present invention relates to a structure of an attachment attached to a wheel hub of a wheel and a vehicle restraint device having the structure when a vehicle on which the wheel is placed on a roller of a chassis dynamometer system is restrained by a vehicle restraint device.

Background Art

[0002] When a wheel is placed on a roller of a chassis dynamometer system and an evaluation test is performed in a pseudo-running state, the vehicle is restrained by a vehicle restraint device from the viewpoint of safety. Conventionally, a vehicle restraint using a wire rope has been used, but since the wire rope may expand and contract due to the acceleration of the vehicle and the vehicle body may vibrate, a hub nut clamp type vehicle restraint device shown in Patent Document 1 has been proposed.

[0003] The vehicle restraint device of Patent Document 1 is attached to the wheel hub of the wheel by an attachment. Here, Patent Document 1 describes an attachment 21 (type 1) in FIG. 12 and an attachment 41 (type 2) in FIG. 13.

[0004] The attachment 21 in FIG. 12 includes a mounting shaft 37 formed with a flange 37a fixed to the wheel hub 30 of the wheel 2, and a rotary swing device that supports the mounting shaft 37 so as to be rotatable and swingable in an arbitrary direction.

[0005] This flange 37a is fixed to the wheel hub 30 by fastening a nut 34 to a bolt nut 33, and the rotary swing device is constituted by a spherical bearing 36 or the like. The outer ring of this spherical bearing 36 is fixed to the top of the left and right links 20, and the wheel 2 is not restrained except that the movement in the front-rear direction is restrained and can swing in an arbitrary direction.

[0006] The attachment 41 in Figure 13 includes a mounting shaft 52, a self-aligning ball bearing 53, a bearing 55, etc., and is fixed to the wheel hub 56 of the wheel 2. Specifically, the flange portion 52a of the mounting shaft 52 is fastened together with hub bolts 58 and nuts 59, and the self-aligning ball bearing 53 fitted to the outer circumference of the mounting shaft 52 is sandwiched between the pivot shaft 54. This pivot shaft 54 ​​is supported by the left and right links 20 via ball bearings 55 so as to be able to rotate freely around a horizontal axis in the front-rear direction, and the wheel 2 is not restricted except for its movement in the front-rear direction, and can pivot in any direction. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Tokuhei 02-48854 [Overview of the project] [Problems that the invention aims to solve]

[0008] According to the attachments 21 and 41 in Figures 12 and 13 of Patent Document 1, the wheels 2 can operate in the same manner as actual road driving, except that they are constrained in the front-rear direction, but the following problems existed.

[0009] (1) According to the attachment 21 in Figure 12, the wheel hub 30 does not have an adjustable alignment structure, making it difficult to adjust the circumferential runout and tilt of the flange 37a. As a result, forced vibration occurs due to the eccentricity (concentricity) of the flange 37a, and the vibration is transmitted to the vehicle body, potentially affecting the driver of the test vehicle and interfering with the actual test and evaluation.

[0010] (2) According to the attachment 41 in Figure 13, if the misalignment of the mounting shaft 52 is large, the self-aligning angle of the self-aligning ball bearing 53 will be unacceptable, so it is necessary to center it by some means so that it falls within the acceptable range of the self-aligning angle.

[0011] In other words, when using the self-aligning ball bearing 53, it is necessary to operate it within the allowable self-aligning angle range of the self-aligning ball bearing 53, while if it is not used within the allowable self-aligning angle range, there is a risk of forced vibration due to eccentricity as described above.

[0012] This invention was made to solve the problems of the conventional invention, and aims to reduce vibrations of the test vehicle by making the flange of the attachment that is attached to the wheel hub of the wheel of the test vehicle a self-aligning structure that allows for adjustment of the axis of alignment. [Means for solving the problem]

[0013] (1) The present invention relates to a structure for an attachment that is attached to the wheel hub of a wheel when a vehicle on which the wheels are placed on rollers of a chassis dynamometer system is restrained by a vehicle restraint device, An attachment tire hub flange is attached to the wheel hub of the aforementioned wheel using an outer nut hub, An attachment tire hub fixed to the flange, Equipped with, The head of the outer nut hub has a nut portion formed thereon, which is fastened to the hub bolt of the wheel hub, The shaft portion of the outer nut hub has a male threaded portion formed thereon, which is fastened with a nut after being inserted into the through hole of the flange. The present invention is characterized in that the distance between the nut and the nut can be adjusted by adjusting the fastening position of the nut to the male threaded portion.

[0014] (2) The present invention can also be configured as a vehicle restraint device having the structure of the attachment described above. [Effects of the Invention]

[0015] According to the present invention, by making the flange of the attachment that is mounted on the wheel hub of the wheel of the test vehicle a self-aligning structure that allows for adjustment of the axis centering, it becomes possible to reduce vibrations of the test vehicle.

Brief Description of the Drawings

[0016] [Figure 1] Partial enlarged view of the attachment (centering structure of the attachment tire flange) of the vehicle restraint device of Example 1. [Figure 2] Enlarged view of a conventional attachment. [Figure 3] Enlarged view in the same swinging state. [Figure 4] (a) is an enlarged view of the outer nut hub of FIG. 1, and (b) is an enlarged view of the outer nut hub of FIG. 2. [Figure 5] Perspective view showing the mounting state of the attachment of FIG. 1. [Figure 6] Side view of the vehicle in a state where the vehicle is restrained by the vehicle restraint device. [Figure 7] Rear view of the fixing mechanism. [Figure 8] Same plan view. [Figure 9] Same side view. [Figure 10] Partial enlarged view of the attachments of Example 1 and Example 2. [Figure 11] (a) is a partial enlarged view of the attachment tire flange, and (b) is a partial enlarged view of another example thereof. [Figure 12] Longitudinal sectional view of the mounting mechanism part (Type 1) of Patent Document 1. [Figure 13] Longitudinal sectional view of the same mounting mechanism part (Type 2).

Modes for Carrying Out the Invention

[0017] Hereinafter, an attachment (mounting mechanism part) of a vehicle restraint device according to an embodiment of the present invention will be described. This attachment is attached to the wheel hub of a wheel when restraining a test vehicle on which the wheels are placed on the rollers of a chassis dynamometer system.

[0018] In Figure 6, 10 shows a hub nut clamp type vehicle restraint device that restrains the test vehicle 1. This vehicle restraint device 10 connects a dynamometer to rollers 3 on which the wheels 2 of the test vehicle 1 are placed, and transmits the driving force and braking force of the test vehicle 1 to the dynamometer via the rollers 3, thereby restraining the test vehicle 1 for safety reasons when simulating the test vehicle 1's road driving in a room.

[0019] Specifically, the vehicle restraint device 10 includes a fixing mechanism 9 (see Figures 7 to 9) that is fixed to the pit cover 4a which constitutes the floor above the pit 4 of the chassis dynamometer system, and an attachment 16 (see Figures 1 and 10) that is supported by the fixing mechanism 9 and attached to the wheel hub 2a (see Figures 5 and 6) of the wheel 2.

[0020] As shown in Figure 9, the pit cover 4a has openings W formed at positions corresponding to the wheels 2 of the test vehicle 1. These openings W are sized to match the width of the rollers 3, and rails 5, which are formed in a concave cross-section along the longitudinal direction of the test vehicle 1, are embedded outside the openings W.

[0021] As shown in Figures 7 to 9, the fixing mechanism 9 includes a pair of bases 11 that are movable along the front-rear direction of the rail 5, a support portion 12 provided on the upper part of the bases 11, a square frame-shaped link 13 that is rotatably pivoted on the support portion 12, a triangular frame-shaped link 14 that is rotatably pivoted on the support portions 13b at both ends of the upper frame of the link 13, and a reinforcing portion 13a on the back of the link 13.

[0022] Each base 11 comprises a pair of slot nuts 11b arranged within the rail 5, a base portion 11c that supports each slot nut 11b, and a plate 11d between the base portions 11c. As shown in Figure 9, the plate 11d is provided perpendicular to the rail 5, and the lower ends of the base portions 11e are slidably locked to the rails 11f formed at both ends. The base portions 11e are connected by a connecting plate 11a, and a support portion 12 is welded onto the base portions 11e.

[0023] The attachment 16 is supported at the tip of the link 14. Here, the tip of the link 14 is referred to as the vehicle support member 15. After fixing the base 11 to the rail 5, the attachment 16 is positioned opposite the wheel hub 2a by manually adjusting the position of the base portion 11e and links 13 and 14, and then the attachment 16 is attached to the wheel hub 2a. Embodiments 1 and 2 of the attachment 16 are described below. [Examples]

[0024] The attachment 16 in this embodiment is an improvement over the conventional attachment 16a (hereinafter referred to as conventional product 16a) shown in Figures 2 and 3, and the flange of the attachment that is attached to the wheel hub 2a of the wheel 2 of the test vehicle 1 has an adjustment structure that allows for adjustment of the axis centering.

[0025] First, to describe the conventional product 16a on which this embodiment is based, the fixed side (opposite the vehicle body 1 side) of the attachment tire hub 22 is pivotably mounted in the direction of arrows P and Q in Figure 3 via a ball bearing 23 within the holder portion 17 between the vehicle support members 15.

[0026] On the other hand, on the opposite side (vehicle 1 side / fixing mechanism 9 side), an attachment tire hub flange 18, which is fixed to the wheel hub 2a of the wheel 2, is connected using a hex socket head bolt 50, and an outer nut hub 19 is fixed to the flange 18. That is, the head 19a of the outer nut hub 19 has a nut portion 19b formed thereon, which is fastened to the hub bolt (not shown) of the wheel hub 2a.

[0027] As shown in Figure 4(b), the shaft portion 19c comprises a hexagonal portion 19d, an intermediate portion 19e, and a tip portion 19f, with a male threaded portion 19g formed on the outer circumference of the tip portion 19f. Here, the hexagonal portion 19d occupies most of the shaft portion 19c, while, as shown in Figure 2, the intermediate portion 19e and the tip portion 19f are inserted into the through hole 18a of the flange 18.

[0028] Then, after inserting the tip portion 19f into the through hole 18a, the nut 24 is fastened to the male threaded portion 19g, causing the area around the through hole 18a to press against the hexagonal portion 19d, thereby fixing both 18 and 19 in place. At this time, the outer shape of the intermediate portion 19e is formed in a trapezoidal shape symmetrical to the inner shape of the through hole 18a, and the outer surface of the former 19e and the inner surface of the latter 18a are tightly joined together.

[0029] With such a conventional product 16a, the distance between the nut portion 19b of the outer nut hub 19 and the nut 24 cannot be adjusted, which means that the flange 18 cannot be centered and the mounting distance of the flange 18 to the wheel hub 2a cannot be adjusted.

[0030] In contrast, as shown in Figures 1 and 4(a), the attachment 16 of this embodiment has a shorter hexagonal portion 25d and intermediate portion 25e in the outer nut hub 25 compared to the conventional product 16a, and a male threaded portion 25f is formed on most of the shaft portion 25c.

[0031] Specifically, the outer nut hub 25 comprises a head portion 25a and a shaft portion 25c, and, similar to the conventional product 16a, the head portion 25a has a nut portion 25b formed thereon that is fastened to the hub bolt (not shown) of the wheel hub 2a.

[0032] However, although the shaft portion 25c has a hexagonal portion 25d and an intermediate portion 25e, it differs in that the hexagonal portion 25d is formed to be less than 1 / 4 the length of that of the conventional product 16a, and the intermediate portion 25e is formed to be only a very short length.

[0033] Furthermore, the length of the male threaded portion 25f of the shaft portion 25c is set to more than three times that of the conventional product 16a, which is another difference as it occupies more than half of the axial length of the outer nut hub 25. Therefore, when the shaft portion 25c is inserted through the through hole 18a, the male threaded portion 25f, rather than the intermediate portion 25e, is located inside the through hole 18a.

[0034] In this case, as shown in Figure 1, the male threaded portion 25f of this embodiment has a pair of nuts 26 fastened to the head 25a side of the flange 18, and a double nut is interposed between the flange 18 and the intermediate portion 25e. As described above, the outer nut hub 25 of this embodiment is provided with nuts 26, flange 18, and nuts 24 in that order from the head 25a side, and the tightening position of the flange 18 is defined by adjusting the position (threading position) according to the amount of threading of the nuts 24 and 26.

[0035] Therefore, according to this embodiment, as shown in Figure 5, when fastening a nut 24 to the male threaded portion 25f, the fastening position of the nut 24 to the male threaded portion 25f can be adjusted by screwing the nut 24 onto the male threaded portion 25f and changing the amount of screwing (the axial length to which it is screwed in).

[0036] In other words, as the screwing depth increases, the fastening position of the nut 24 approaches the head 25a, so the distance between the nut 24 and the nut portion 25b decreases, the flange 18 moves in the direction of arrow L, and the flange 18 moves closer to the wheel hub 2a. To illustrate with Figure 1, if the lower nuts 24 and 26 are fixed and the upper nut 26 is moved towards the head 25, and the screwing depth of the upper nut 24 is increased, the flange 18 will tilt towards the wheel hub 2a.

[0037] On the other hand, reducing the screwing depth moves the fastening position of the nut 24 away from the head 25a, increasing the distance between the nut 24 and the nut portion 25b, causing the flange 18 to move in the direction of arrow R, and the flange 18 to move away from the wheel hub 2a. For example in Figure 1, if the screwing depth of the upper nut 24 is reduced while the lower nuts 24 and 26 are fixed, and the upper nut 26 is moved away from the head 25, the flange 18 will tilt towards the attachment tire hub 22.

[0038] As a result, by changing the screwing depth and adjusting the fastening position of the nut 24, the distance between the nut 24 and the nut portion 25b is adjusted, making it possible to adjust the axial centering of the flange 18. In this respect, the attachment 16 is configured as an aligning structure for the flange 18 by employing an outer nut hub 25, thereby preventing circumferential runout and tilting of the flange 18, and providing the effect of suppressing vibration of the test vehicle 1.

[0039] Furthermore, the loosening prevention of the nut 24 is enhanced by interposing a double nut between the flange 18 and the intermediate portion 25e. The configuration of the attachment 16, other than the self-aligning structure, is the same as that of the conventional product 16a. [Examples]

[0040] The attachment 16 of Example 2 will be described based on Figure 10. In Figure 10, 25 shows the outer nut hub of Example 1, and 27 shows the outer nut hub of Example 2.

[0041] This outer nut hub 27 comprises a head portion 27a and a shaft portion 27c. The head portion 27a has a nut portion 27b formed therein, which is fastened to the hub bolt of the wheel hub 2a, similar to Embodiment 1. On the other hand, the shaft portion 27c has a hexagonal portion 27d and an intermediate portion 27e configured similarly to Embodiment 1, but the formation range (length) of the male thread portion 27f is shortened to about half that of Embodiment 1.

[0042] Therefore, in this embodiment, the male threaded portion 27f has one nut 26 fastened to the head 25a side of the flange 18, and a single nut is interposed between the flange 18 and the intermediate portion 27e. Except for the formation range of the male threaded portion 27f and the single nut, the configuration is the same as in Embodiment 1.

[0043] In this embodiment, by shortening the formation range of the male thread portion 27f, the distance between the nut 24 and the nut portion 27b can be adjusted, making it possible to adjust the axial centering of the flange 18, and the same effect as in Embodiment 1 can be obtained. In this case, there is a single nut between the flange 18 and the intermediate portion 27e, but since the formation range of the male thread portion 27f of the shaft portion 27c is about half the length of that in Embodiment 1, it can be said that the loosening prevention effect is sufficient.

[0044] Furthermore, the attachment 16 in this embodiment may be used not only when using only the outer nut hub 27, but also when using both outer nut hubs 25 and 27, as shown in Figure 10. This allows it to be compatible with various types of hub bolts on wheel hubs 2a.

[0045] Other examples The present invention is not limited to the embodiments described above, and can be implemented by modifying the claims within the scope described. An example is described below. (1) The outer nut hubs 25 and 27 and the flange 18 of Examples 1 and 2 were described based on an existing configuration (the configuration of the conventional product 16). However, various shapes are conceivable for the flange 18. In this case, the degree of connection of the outer nut hubs 25 and 27 when inserted will differ depending on the combination with the flange 18, but with the self-aligning structure of Examples 1 and 2, the axial alignment of the flange 18 can be adjusted by adjusting the amount the nut 24 is screwed in.

[0046] For example, the cross-sectional shape of the through-hole 18a does not have to be the trapezoidal shape shown in Figure 11(a), but may be the rectangular shape shown in Figure 11b(b). In this case, the inner diameter of the through-hole 18a is greater than the outermost diameter of the male threaded portion 25f. Therefore, the flange 18 can be easily moved up and down by tightening the nuts 24 and 26, making it easier to align the axis.

[0047] (2) In Examples 1 and 2, a configuration was shown in which a nut 26 was interposed between the flange 18 and the intermediate portions 25e and 27e. However, depending on the formation range (length) of the male threaded portions 25f and 27f, a configuration with three or more nuts 26 or a configuration without nuts 26 may also be used.

[0048] (3) A vehicle restraint device 10 equipped with the structure of the attachment 16 is also, of course, part of the present invention. [Explanation of Symbols]

[0049] 1…Test vehicle 2...wheels 2a... Wheel hub 10... Vehicle restraint device 16…Attachment 18… Attachment tire hub flange 18a...Through hole 22... Attachment Tire Hub 24, 26… nuts 25, 27… Outer nut hub 25a,27a…Head 25b, 27b... Nut section 25c,27c…Shaft part 25f, 27f... Male threaded section

Claims

1. The structure of an attachment that is attached to the wheel hub when a vehicle whose wheels are placed on rollers of a chassis dynamometer system is restrained by a vehicle restraint device, An attachment tire hub flange is attached to the wheel hub of the aforementioned wheel using an outer nut hub, An attachment tire hub fixed to the flange, Equipped with, The head of the outer nut hub has a nut portion formed thereon, which is fastened to the hub bolt of the wheel hub, The shaft portion of the outer nut hub has a male threaded portion formed thereon, which is fastened with a nut after being inserted into the through hole of the flange. A structure for a vehicle restraint device attachment, characterized in that the distance between the nut and the nut can be adjusted by adjusting the fastening position of the nut to the male threaded portion.

2. The length of the male screw portion is, The length of the outer nut hub is set to be 1 / 2 or more of the length of the outer nut hub. The structure of the attachment for the vehicle restraint device described in feature 1.

3. The aforementioned male screw portion is The structure of the attachment for the vehicle restraint device according to claim 2, characterized in that a plurality of nuts are fastened to the head portion of the flange.

4. By shortening the length of the shaft portion, the mounting distance of the flange is shortened. The structure of the attachment for the vehicle restraint device according to claim 1, characterized in that the distance between the nut portion and the nut of the outer nut hub is adjustable.

5. The aforementioned shaft portion is The structure of the attachment for the vehicle restraint device according to claim 4, characterized in that a single nut is fastened to the head portion of the flange.

6. A vehicle restraint device characterized by having the attachment structure described in claims 1 to 5.

Images