JPH0441315Y2 - - Google Patents

Description

[Detailed description of the invention] A. Industrial application field The present invention is a compact and simplified power train testing device used for vehicle power testing.

B. Overview of the invention This invention involves a three-shaft power train test device that connects the two front axles and one rear drive shaft of a vehicle, and simplifies the transmission path of the test vehicle's drive shaft, allowing it to be easily used when testing two-wheel drive vehicles. By making it easier to change the drive shaft when testing four-wheel drive vehicles, and by downsizing the overall configuration of the device, the cost of the device is reduced, and the required installation area is reduced, reducing equipment costs, etc. It is designed to reduce the

C. Prior Art FIG. 4 shows a conventional triaxial power train testing device (hereinafter referred to as the "device"). The device 100 shown in the figure is applicable to both a two-wheel drive vehicle and a four-wheel drive vehicle, and is applicable to both a two-wheel drive vehicle and a four-wheel drive vehicle.
The axle is connected to one axle on the rear wheel side.
The specific configuration is the test vehicle 102 (hereinafter “vehicle 10
2". ) vehicle 1 on each side of the left and right front wheels.
Gearbox 1 connected to the front wheel drive shaft of 02
A flywheel 108 and a dynamometer 110 are connected in series to the gearbox 104, and a clutch 112 is provided to the gearbox 106 to connect the gearbox 114.
4, a flywheel 116 and a dynamometer 118 are connected. Further, the rotation of the gearbox 106 is taken out to the outside by the connecting shaft 120, and the rotation of the gearbox 106 is taken out to the outside via the clutch 122.
It is connected to 04.

On the other hand, on the rear wheel side, a gearbox 126 is provided in parallel with the gearbox 114 via an intermediate shaft 124, the output shaft of the rear wheel of the vehicle 102 is connected to this gearbox 126, and a clutch 128 is provided in the middle. It is connected to the gearbox 114 by a connecting shaft 130. Note that the differential function of the differential gear is fixed for the rear wheel output shaft so that no differential occurs between the left and right output shafts, and the output shaft and the drive shaft are directly connected.

If the vehicle 102 to be tested is a two-wheel drive vehicle, its drive shaft is connected to the gearboxes 104 and 10.
6, and each drive shaft is connected to the flywheel 108, 116 and the dynamometer 11.
0,118 to enable measurement.
At that time, gearbox 106 and gearbox 114
The clutch 112 between the
22 and clutch 128 are disconnected. Accordingly, the left drive wheel in the drawing passes through gearbox 104 and is connected to flywheel 108 and dynamometer 110, and the right drive wheel passes through gearbox 106 and is connected to flywheel 116 and dynamometer 118 after passing through gearbox 114.

On the other hand, if the test vehicle is a four-wheel drive vehicle, the left and right front drive wheels are connected to the gearboxes 104 and 106, and the output shaft of the rear wheels is also connected to the intermediate shaft 124 at the same time. Then, the clutch 112 is disconnected, and the clutches 122 and 128 are connected. By doing so, the drive shaft on the right side of the front wheel is connected to the drive shaft on the left side of the front wheel at the gear box 104 via the connecting shaft 120, and the left and right drive shafts of the front wheels are rotated as a unit to rotate the flywheel 108.
and the dynamometer 110, and the drive shaft on the rear wheel side is connected from the intermediate shaft 124 to the gearbox 126.
The gearbox 114 is connected to the gearbox 114 via a connecting shaft 130, and then connected to the flywheel 116 and the dynamometer 118. By doing this, the front and rear wheels are driven by the dynamometer 10.
8 and a dynamometer 118.

D Problems to be Solved by the Invention As described above, the device 100 can be applied regardless of whether the test wheel 102 is a two-wheel drive vehicle or a four-wheel drive vehicle. As shown in Fig. 4, many switching mechanisms, coupling devices, etc. are required for this purpose, and the installation location of the device 100 needs to be widened.Also, the clutches are installed in three locations, and the three locations are adjusted depending on the test vehicle. There was a problem in that the clutch had to be switched appropriately, which was time-consuming.

E. Means for Solving the Problems In order to solve the above problems, in the present invention, the gear mechanism of the power train testing device was constructed with the following components. It includes a first connecting shaft fixed to one of the left and right driving wheels of the front wheels of the vehicle, and a first connecting shaft fixed to the other driving shaft of the front wheels and at the other end side.
a second connecting shaft connected to the dynamometer; a third connecting shaft connected to the second connecting shaft at one end and arranged parallel to the first connecting shaft at the other end; and directly connected to the drive shaft extending to the rear wheel. a fourth connecting shaft connected to and arranged parallel to the first connecting shaft; an intermediate shaft connected parallel to the first connecting shaft and having one end connected to the second dynamometer; and the first connecting shaft; The first connecting shaft and the third connecting shaft are spline-fitted to each of the third connecting shaft and the intermediate shaft and are slidable in the axial direction, and a locking portion is formed on the outer circumferential surface, and when the switching lever is operated, the first connecting shaft, the third connecting shaft, A first switching gear and a second switching gear are coupled to each other so as to simultaneously slide on an intermediate shaft.
A switching gear and a third switching gear are rotatably provided on the first connecting shaft, and when the switching lever is set to the two-wheel drive side, the switching gear is fitted into the locking portion of the first switching gear and the first switching gear is connected to the first switching gear. a first gear coupled to the connecting shaft; and a first gear rotatable to the third connecting shaft, meshing with the first gear and fitting into a locking portion of the second switching gear when the switching lever is set to the two-wheel drive side. When the switching lever is set to the two-wheel drive side, the second gear is rotatably connected to the intermediate shaft and is engaged with the fourth connecting shaft through a gear train, and is coupled to the third connecting shaft. A third gear is fitted with a locking portion of a third switching gear and engaged with the intermediate shaft, and a third gear is rotatably provided on the first connecting shaft and the switching lever is set to the four-wheel drive side. a fourth gear that fits into a locking portion of the first switching gear and is coupled to the first connecting shaft; and a fourth gear that is rotatable on the intermediate shaft and meshes with the fourth gear to drive the switching lever for four-wheel drive. When set to the side, the fifth gear fits into the locking portion of the third switching gear and is engaged with the intermediate shaft.

F Effect When the switching lever is set to the two-wheel drive side, the connection between the first connecting shaft and the third connecting shaft, which are fixed to one of the drive shafts of the front wheels, is released, and at the same time, the first connecting shaft and the intermediate shaft are connected to the second connecting shaft. They are connected by four gears and a fifth gear, and the left and right front wheels are connected to the left and right first and second dynamometers, respectively. When the switching lever is set to the four-wheel drive side, the first connecting shaft connected to one of the drive shafts of the front wheels is connected to the third gear via the first gear and the second gear.
The left and right drive shafts of the front wheels are connected to the connecting shaft, and the left and right drive shafts of the front wheels are both connected to the first dynamometer, and at the same time, the drive shaft of the rear wheels is connected to the second dynamometer via the third gear.

G. Example FIG. 1 shows a schematic configuration of a power train testing device according to the present invention. The test device 2 (hereinafter referred to as “device 2”) shown in the figure has a test vehicle 102 in the center.
(hereinafter referred to as "vehicle" 102) is installed and the front wheel left and right drive shafts and the rear right drive shaft of the vehicle 102 are connected to test the power characteristics of the vehicle 102. It is applicable even if Specifically, it has a second connecting shaft 6 connected to the left drive shaft of the front wheels of the vehicle 102 and a first connecting shaft 8 connected to the right drive shaft. connected to the wheel 12 and the first dynamometer 14, while the first
A connecting shaft 8 is connected to a gear device 16 . This gear device 16 extends long in the direction in which the vehicle 102 is installed, and also connects the drive shaft of the rear wheels of the vehicle 102 through the fourth connecting shaft 18, and is also connected to the flywheel 20 and the second dynamometer 22. .

Next, the configuration of the gear mechanism 16 will be explained using FIGS. 2 and 3.

a first connecting wheel 8 connected to the right drive shaft of the front wheel;
and a fourth connecting shaft 18 connected to the drive shaft of the rear wheels are arranged parallel to each other, and a third connecting shaft 19 and an intermediate shaft 21 are further arranged parallel to these connecting shafts. A first gear 24 and a fourth gear are connected to the first connecting shaft 8.
A gear 26 is rotatably provided, and a first switching gear 28 is spline-fitted to the first connecting shaft 8 and is slidable in the axial direction. Moreover, a spline groove as a locking portion is formed on the outer periphery of the first switching gear, and this spline groove is connected to the first gear 24.
and fits into the inner periphery of the fourth gear 26.

One end of the third connecting shaft 19 is connected to the second connecting shaft 6, and a second gear 30 is rotatably provided at the other end. This second gear 30 is a spline groove as a locking part formed on the outer periphery of a second switching gear 32 that meshes with the first gear 24 and is spline-fitted to the third connecting shaft 19 and slides in the axial direction. is formed to fit.

The intermediate shaft 21 has one end connected to the gear device 1.
6 and is connected to the adjacent flywheel 20, and has a third gear 34 and a fifth gear 36 rotatably, and a third switching gear 38 is slidable in the axial direction by spline fitting. It is mated to The third gear 34 meshes with a gear 40 provided on the fourth connecting shaft 18 through a gear train 41, and a spline groove as a locking portion formed on the outer periphery of the third switching gear 38 is formed on the inner periphery of the third gear 34. A groove is formed to fit into the groove. Further, the fifth gear 36 has a third switching gear 3 on its inner periphery, similar to the third gear 34.
A groove portion is formed to fit into the fourth portion.
It meshes with gear 26.

On the other hand, the first switching gear 28 and the second switching gear 3
The second and third switching gears 38 are linked to each other so as to slide simultaneously on each shaft, and each integrated switching gear moves the switching lever 42 to the two-wheel drive side (the second
When set to 4th gear 36 and 5th gear 26
The third switching gear 38 and the first switching gear 28 fit together, and when set to the four-wheel drive side (Fig. 3), the first gear 24, the second gear 30, and the third switching gear 30 fit together.
The first switching gear 28, the second switching gear 32, and the third switching gear 38 fit into the gear 34, respectively.

Since the device 2 is configured as described above, when the vehicle 102 is a two-wheel drive vehicle, the left and right drive wheels are connected to the first connecting shaft 8 and the second connecting shaft 6, respectively, and the switching lever 42 is connected to the two-wheel drive vehicle. Set to the drive side.
Then, the connection between the third connecting shaft 19 and the first connecting shaft 8 is released, and at the same time, the first connecting shaft 8 and the intermediate shaft 21 are connected by the fourth gear 26 and the fifth gear 36, and as a result, the left drive shaft is connected to the first dynamometer 14, and the right drive shaft is connected to the second dynamometer 22. On the other hand, when the vehicle 102 is four-wheel drive, the left and right drive shafts of the front wheels are connected to the first connection shaft 8 and the second connection shaft 6, respectively, and the drive shaft of the rear wheels is connected to the fourth connection shaft 18. do. At this time, the drive shaft of the rear wheels is directly connected to the differential gear so that no differential operation is performed. When the switching lever 42 is set to the four-wheel drive side, the first connecting shaft 8
is connected to the third connecting shaft 19 via the first gear 24 and the second gear 30, the left and right drive shafts of the front wheels are both connected to the first dynamometer 14, and at the same time, the first connecting shaft 24 and the intermediate shaft 21 are connected to each other. connection is released, and the fourth connecting shaft 18 is connected to the intermediate shaft 21 via the gear train 41.
Since the rear wheel drive shaft is connected to the second dynamometer 22, the rear wheel drive shaft is connected to the second dynamometer 22.

With this configuration, the device 2 eliminates the conventional situation where a large number of devices for switching the direction of rotation transmission and clutches for disconnecting and connecting the transmission were required, making the device large and requiring a large amount of installation space. As a result, the equipment space can be reduced and equipment costs can be reduced, and it is also possible to switch from two-wheel drive to four-wheel drive by operating only a switching lever without operating many clutches. Also, since only spur gears are used for rotation transmission, it has become possible to improve transmission efficiency, etc., compared to conventional systems that used bevel gears.

E. Effects of the invention According to the power train device of the present invention, conventional devices require a large number of devices for switching the direction of rotation transmission and clutches for disconnecting and connecting the transmission, making the device large-scale and requiring a large amount of installation space. The system solves the problem and makes it simpler and more compact.As a result, the equipment space can be reduced and equipment costs can be reduced.In addition, it is possible to switch between two-wheel drive and four-wheel drive by operating only a switching lever without operating many clutches. In addition, since only spur gears are used for rotation transmission, it has become possible to improve transmission efficiency, etc. compared to the conventional method which used bevel gears.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing a power train testing device according to the present invention, FIGS. 2 and 3 are explanatory diagrams showing a gear mechanism of the power train testing device according to the present invention, and FIG. 4 is a plan view showing a power train testing device according to the present invention. FIG. 2 is a plan view showing the test device. In the drawing, 2,100 is a test device, 6 is a second connection shaft, 8 is a first connection shaft, 14 is a first dynamometer, 16 is a gear device, 18 is a fourth connection shaft, 19 is a third connection shaft, 21 is an intermediate shaft, 22 is a second dynamometer, 24 is a first gear, 26 is a fourth gear, 28
is the first switching gear, 30 is the second gear, 32 is the second switching gear, 34 is the third gear, 36 is the fifth gear, 38
is a third switching gear, 42 is a switching lever, and 102 is a vehicle.

Claims (1)

[Claims for Utility Model Registration] A first connecting shaft fixed to one of the left and right driving wheels of the front wheels of a vehicle, and a first connecting shaft fixed to the other driving shaft of the front wheels and connected to a first dynamometer at the other end side. a third connecting shaft connected to the second connecting shaft at one end and arranged parallel to the first connecting shaft at the other end; and a third connecting shaft directly connected to the drive shaft extending to the rear wheel. a fourth connecting shaft disposed parallel to the first connecting shaft; an intermediate shaft disposed parallel to the first connecting shaft and having one end connected to the second dynamometer; the first connecting shaft, the third connecting shaft; It is spline-fitted to each of the intermediate shafts and is slidable in the axial direction, and a locking portion is formed on the outer circumferential surface, and by operating the switching lever, the first connecting shaft, the third connecting shaft, and the intermediate shaft can be simultaneously moved. a first switching gear, a second switching gear, and a third switching gear that are linked to each other so as to be slidable; a first gear that is fitted into a locking portion of a first switching gear and coupled to the first connecting shaft; and a first gear that is rotatable on the third connecting shaft and meshes with the first gear, driving the switching lever in two-wheel drive. a second gear that, when set to the active side, fits into a locking portion of the second switching gear and is coupled to the third connecting shaft; and a second gear that is rotatable about the intermediate shaft and that is connected to the fourth connecting shaft and the gear train. a third gear that engages with the intermediate shaft by being engaged with a locking portion of the third switching gear when the switching lever is set to the two-wheel drive side; a fourth gear that is movably provided and that is fitted into a locking portion of the first switching gear and coupled to the first connecting shaft when the switching lever is set to the four-wheel drive side; a fifth gear which is freely meshed with the fourth gear, and which fits into a locking portion of the third switching gear and is engaged with the intermediate shaft when the switching lever is set to the four-wheel drive side; A powertrain testing device characterized by: