JPS6319808B2 - - Google Patents
Info
- Publication number
- JPS6319808B2 JPS6319808B2 JP56024557A JP2455781A JPS6319808B2 JP S6319808 B2 JPS6319808 B2 JP S6319808B2 JP 56024557 A JP56024557 A JP 56024557A JP 2455781 A JP2455781 A JP 2455781A JP S6319808 B2 JPS6319808 B2 JP S6319808B2
- Authority
- JP
- Japan
- Prior art keywords
- axle
- vehicle
- load
- tire
- torsional
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000012360 testing method Methods 0.000 claims description 24
- 239000000725 suspension Substances 0.000 claims description 6
- 238000010586 diagram Methods 0.000 description 7
- 238000013016 damping Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 238000007667 floating Methods 0.000 description 4
- 238000005452 bending Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000011981 development test Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/027—Test-benches with force-applying means, e.g. loading of drive shafts along several directions
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
- Testing Of Balance (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、自動車等の車輌の車軸系試験装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an axle system testing device for vehicles such as automobiles.
第１図は自動車の駆動輪、駆動軸系の一例を示
すものである。図に於いて１はエンジン、２，３
は夫々右側及び左側のタイヤ、４はデフギア及び
車軸、５はプロペラシヤフト、１０は地面であ
る。なお、自動車を構成する車体やその他の部分
は説明の都合上省略している。
FIG. 1 shows an example of a drive wheel and drive shaft system of an automobile. In the diagram, 1 is the engine, 2, 3
are tires on the right and left sides respectively, 4 is a differential gear and axle, 5 is a propeller shaft, and 10 is the ground. Note that the body and other parts constituting the automobile are omitted for convenience of explanation.
自動車の開発試験に於いては、この様な車軸の
強度や耐久性を確める事が重要な試験の内の一つ
である。しかしながら完成車輌を路上走行させた
状態では各種のデータの計測に不便であるので、
しばしばいわゆるシヤーシダイナモメータと呼ば
れる第２図のごとき装置が用いられる。シヤーシ
ダイナモメータは道路の負荷特性を模擬する事が
出来る動力計１５、車体等価慣性重量を模擬する
フライホイル１３及び負荷ドラム２１等にて構成
され、車体は大地に対し固定されて運転される事
により路上走行とほぼ等価な負荷を車軸系を与え
る事が出来る。 In automobile development tests, one of the important tests is to confirm the strength and durability of such axles. However, it is inconvenient to measure various data while driving the completed vehicle on the road.
A device such as the one shown in FIG. 2, often called a chassis dynamometer, is used. The chassis dynamometer is composed of a dynamometer 15 that can simulate the load characteristics of the road, a flywheel 13 that simulates the equivalent inertia weight of the vehicle body, a load drum 21, etc., and the vehicle body is operated with it fixed to the ground. As a result, it is possible to apply a load to the axle system that is approximately equivalent to that when driving on the road.
しかしこの装置では、特に、車軸系の試験を実
施する場合には、なお、次の様な不便が生じる。
即ち、車軸にかかるトルクや振動状態を観察しデ
ータを得るには、完成車体に何らかの改造を加え
る必要があるが、それは正確なデータが得られな
い事につながる。ことに、末だ完成車体が存在し
ない開発の初期段階では試験を実施する事が不可
能である。 However, this apparatus still has the following inconveniences, especially when testing an axle system.
That is, in order to observe and obtain data on the torque and vibration conditions applied to the axle, it is necessary to make some modifications to the completed vehicle body, but this leads to the inability to obtain accurate data. In particular, it is impossible to conduct tests in the early stages of development when there is no completed vehicle body.
そこで、この種の目的のために使用されている
従来の試験装置の構成として第３図に示すものが
ある。（明電舎時報：1973年、No.６、通巻1135、
P.63〜P.69）。 Therefore, there is a configuration of a conventional test device used for this type of purpose as shown in FIG. 3. (Meidensha Jiho: 1973, No. 6, Volume 1135,
P.63-P.69).
この図に於いて、６，７は夫々右及び左カツプ
リング、８，９は夫々右及び左トルクセンサ、１
１は車軸固定台、１２，１３は夫々右及び左フラ
イホイル、１４，１５は夫々右及び左動力計であ
る。 In this figure, 6 and 7 are right and left couplings, 8 and 9 are right and left torque sensors, respectively, and 1
1 is an axle fixing base, 12 and 13 are right and left flywheels, respectively, and 14 and 15 are right and left dynamometers, respectively.
この装置では大地に固定された動力計１４，１
５やフライホイル１２，１３の軸に対し車軸４を
直結するために車軸４も又大地に対し全く動く事
のない様に（回転は可能）固定されている。 In this device, a dynamometer 14,1 fixed to the ground
Since the axle 4 is directly connected to the axes of the flywheels 12 and 13, the axle 4 is also fixed so that it does not move at all (although rotation is possible) relative to the ground.
右及び左フライホイル１２，１３は総量が車輌
の慣性重量と等価な値とし、動力計１４，１５は
車輌の等速走行時に生じる種々の抵抗に等しい負
荷を生じる様にすれば路上走行時に近い負荷を車
軸系に与えることが出来ると信じられている。 The total weight of the right and left flywheels 12 and 13 should be equivalent to the inertial weight of the vehicle, and the dynamometers 14 and 15 should be designed to produce a load equal to the various resistances that occur when the vehicle is running at a constant speed, so that it is similar to that when running on the road. It is believed that loads can be applied to the axle system.
ところで、車軸には主に全浮動式と半浮動式と
称せられる形式があり前者は大形トラツクバス等
に後者は中、小形車に採用される例が多い。 By the way, there are two main types of axles: fully floating type and semi-floating type, and the former is often used in large truck buses and the like, and the latter is often used in medium and small vehicles.
第３図の装置では全浮動式車軸系をテストする
場合には固定台１１の高さを調整してラジアル荷
重が車軸にかからない様にし、半浮動式の場合に
は車軸に荷重がかかる様に調整するのである。 In the device shown in Figure 3, when testing a fully floating axle system, adjust the height of the fixed base 11 so that the radial load is not applied to the axle, and when testing a semi-floating type, the height is adjusted so that the load is not applied to the axle. Adjust.
従来の車輌の車軸試験装置は以上のように構成
されているので、次のような問題点があつた。
Since the conventional vehicle axle testing apparatus is constructed as described above, it has the following problems.
すなわち、発明者の研究によれば第３図のごと
き構成の試験装置では車軸系の強度（耐久）試験
装置として、許容出来ない大きな欠点が存在す
る。 In other words, according to the inventor's research, the testing device having the configuration shown in FIG. 3 has a major drawback that cannot be used as an axle system strength (durability) testing device.
その欠点とは、第３図の装置構成のものは、強
い固有ねじり軸共振を示す事である。一般にこの
共振の強さは、路上に於ける実車の共振に比し減
衰特性が1/10程度しかなく、ために車軸系に生じ
るトルクの状態は実車の運転中の状態とは全く異
なつたものとなる。 The disadvantage is that the device configuration of FIG. 3 exhibits strong inherent torsional axis resonance. In general, the strength of this resonance is only about 1/10 of the damping characteristic of the resonance of an actual vehicle on the road, and therefore the state of torque generated in the axle system is completely different from the state of the actual vehicle while driving. becomes.
その原因は主として２つあり、
第１の原因は、実車に於いてねじり振動を減衰
させる制振特性（以下ダンピング特性と称す）を
示すはずのタイヤが第３図の装置では省略されて
いる事である。 There are two main reasons for this. The first reason is that the tires that are supposed to exhibit damping characteristics (hereinafter referred to as damping characteristics) that dampen torsional vibrations on an actual vehicle are omitted in the device shown in Figure 3. It is.
そして、第２の原因は、上記タイヤにそのダン
ピング特性効果をより良く発揮させる様に仕組ま
れた、懸架装置も省略されており、また、車軸４
の動作も車軸固定台１１によつて固定されている
事である。 The second reason is that the suspension system designed to allow the tire to better exhibit its damping characteristic effect is also omitted, and the axle 4 is also omitted.
The operation of the axle is also fixed by the axle fixing base 11.
この違いを更に別の見方から説明するための図
が第４図である。 FIG. 4 is a diagram for explaining this difference from another perspective.
第４図ａは実車に於けるねじり軸共振特性を示
す特性図であり、第４図ｂは第３図の装置に於け
るねじり軸共振特性を示す特性図である。いずれ
も、共振周波数f0f1等の値については同一特性を
示すが、共振点に於ける振巾が第４図ａでは低
く、第４図ｂでは高い。そのため、例えばクラツ
チを接続する等のシヨツクトルクが加わつた後に
発生するトルク振動が夫々第４図Ａ，Ｂの様にな
り、第４図Ｂでは振動が容易には減衰せず例えば
数十秒も続く。当然ながらこの様な状態で試験を
行えば、車軸系の耐久性がいちじるしく低下す
る。したがつて、第３図に示す装置は、試験装置
として実車に於ける状態を検討する装置として
は、未だ改良の余地を有するものであつた。 FIG. 4a is a characteristic diagram showing torsional axis resonance characteristics in an actual vehicle, and FIG. 4b is a characteristic diagram showing torsional axis resonance characteristics in the apparatus of FIG. 3. Both exhibit the same characteristics with respect to values such as the resonance frequency f 0 f 1 , but the amplitude at the resonance point is low in FIG. 4a and high in FIG. 4b. For this reason, the torque vibrations that occur after shock torque is applied, such as when the clutch is connected, become as shown in Figures 4A and B, respectively, and in Figure 4B, the vibrations do not dampen easily and last for several tens of seconds, for example. Continue. Naturally, if tests are conducted under such conditions, the durability of the axle system will be significantly reduced. Therefore, the device shown in FIG. 3 still has room for improvement as a test device for examining conditions in an actual vehicle.
この発明は上記のような問題点を解消するため
になされたもので、ねじり軸共振により車軸系の
耐久性の著しい低下を防止し、実際の走行状態に
より近い条件で試験を行なうことができる車輌の
車軸系試験装置を得ることを目的とする。 This invention was made in order to solve the above-mentioned problems, and it is possible to prevent a significant decrease in the durability of the axle system due to torsional shaft resonance, and to make it possible to conduct tests under conditions closer to actual driving conditions. The purpose is to obtain an axle system testing device.
この発明に係る車輌の車軸系試験装置は、懸架
装置に懸架されてエンジンに駆動される車軸の両
側に、トルクセンサを介してタイヤを取付けると
共に、車軸に対して路上走行時と等価な負荷を与
える負荷ドラムをこのタイヤに当接させ、さら
に、車体重量の分担比に応じた付勢力で負荷ドラ
ムにタイヤを押圧する押圧ローラを、負荷ドラム
に対向する位置でタイヤと当接させたものであ
る。
The vehicle axle system testing device according to the present invention attaches tires via torque sensors to both sides of an axle that is suspended on a suspension system and driven by an engine, and applies a load to the axle equivalent to that when driving on the road. A load drum is placed in contact with this tire, and a pressure roller that presses the tire against the load drum with a biasing force that corresponds to the weight sharing ratio of the vehicle is placed in contact with the tire at a position opposite to the load drum. be.
この発明におけるタイヤは、押圧ローラにより
押圧されているため、車軸に生ずるねじり力によ
つて負荷ドラムの表面を転動する。このときの転
動する範囲は、ねじり力と押圧ローラの押圧力及
び懸架装置のばね力との間の均衡によつて決定さ
れる。そして、押圧ローラの押圧力すなわち付勢
力は車体重量の分担比に応じて設定されているの
で、実際の路上走行に非常に近い状態で試験を行
なうことができる。
Since the tire in this invention is pressed by a pressure roller, it rolls on the surface of the load drum due to the torsional force generated on the axle. The rolling range at this time is determined by the balance between the twisting force, the pressing force of the pressing roller, and the spring force of the suspension device. Since the pressing force of the pressing roller, that is, the urging force, is set according to the sharing ratio of the vehicle weight, it is possible to conduct the test under conditions very similar to actual road driving.
以下、この発明の一実施例を図について説明す
る。第５図及びその一部を拡大して示す第６図ａ
において、２３，２４は夫々タイヤ２，３を負荷
ドラム２１に押圧するための押圧ローラ、２５，
２６は夫々押圧ローラ２３，２４を上下動可能な
らしめるための支えウデ、２７，２８は夫々押圧
ローラ２３，２４に車体重量の分担比に応じた付
勢力の荷重（例えばタイヤが４個の自動車の場合
は、車体重量の４分の１の荷重）をかけるための
スプリング、３１，３２は夫々もともと被試験車
輌に使用されている懸架装置の板ばねである。
An embodiment of the present invention will be described below with reference to the drawings. Figure 5 and Figure 6a showing an enlarged view of a part thereof
, 23 and 24 are pressure rollers for pressing the tires 2 and 3 against the load drum 21, respectively; 25,
Reference numerals 26 and 28 indicate support arms for enabling the pressure rollers 23 and 24 to move up and down, respectively. Reference numerals 27 and 28 indicate a load of urging force on the pressure rollers 23 and 24, respectively, in accordance with the sharing ratio of the vehicle weight (for example, a load applied to a vehicle with four tires). In this case, springs 31 and 32 for applying a load of 1/4 of the vehicle weight are leaf springs of a suspension system originally used in the vehicle under test.
なお、第５図の装置は、一見、第２図のものに
押圧ローラ２３，２４を付加したものと類似する
ように見えるが、第２図のものは完成車を試験対
象とするものであるのに対し、第５図の装置は未
だ完成していない組立体を試験対象とする点で大
いに異なる。 At first glance, the device shown in FIG. 5 appears to be similar to the device shown in FIG. 2 with pressure rollers 23 and 24 added, but the device shown in FIG. 2 is designed to test completed vehicles. On the other hand, the apparatus shown in FIG. 5 differs greatly in that it tests an assembly that has not yet been completed.
次に動作について説明する、エンジン１の始動
後に車軸４には軸ねじり振動が生ずるが、軸ねじ
り振動が生ずる前の位置を第６図ｂの実線にて示
すこととする。いま、第６図ｂの矢印方向のねじ
り力が生じた場合を考えると、タイヤ３の当接面
は負荷ドラム２１の表面を微小量転動し、タイヤ
３及び車軸４は２点鎖線で示すように左方に変位
する。そして、これに伴なつて、押圧ローラ２４
も下方に変位し、板ばね３２も下方にたわむこと
になる。同様に、第６図ｂの矢印方向と反対方向
のねじり力が生じた場合は、タイヤ３及び車軸４
は実線で示す位置から右方に変位する。このとき
に、タイヤ３が負荷ドラム２１の表面に沿つて微
小量転動する範囲は、上記のねじり力と押圧ロー
ラ２４の押圧力及び板ばね３２との間の力の大小
関係によつて決定されることになる。そして、こ
のような各部材の変位により、いわゆるダンピン
グ効果が発揮され、車軸４に対するねじり振動を
有効に減衰させることができる。 Next, the operation will be explained. After the engine 1 is started, shaft torsional vibration occurs in the axle 4, and the position before the shaft torsional vibration occurs is shown by a solid line in FIG. 6b. Now, if we consider the case where a torsional force is generated in the direction of the arrow in FIG. It is displaced to the left. Along with this, the pressure roller 24
is also displaced downward, and the leaf spring 32 is also deflected downward. Similarly, if a torsional force occurs in the direction opposite to the direction of the arrow in FIG. 6b, the tire 3 and axle 4
is displaced to the right from the position shown by the solid line. At this time, the range in which the tire 3 rolls a small amount along the surface of the load drum 21 is determined by the magnitude relationship between the torsional force, the pressing force of the pressing roller 24, and the leaf spring 32. will be done. By such displacement of each member, a so-called damping effect is exhibited, and torsional vibrations relative to the axle 4 can be effectively damped.
ところで、車輌が実際に路上を走行する場合を
考えてみると、押圧ローラ２４のような部材によ
つてタイヤ３が直接に車体重量を分担しているわ
けではなく、現実には車軸４を介して車体重量を
分担しているわけである。そのため、押圧ローラ
２４をタイヤ３に直接に当接させる第５図の構成
は、一見すると、実際の路上走行の条件とはかけ
離れているように見える。しかし、本発明の測定
対象は、あくまで車軸４のトルク特性であつて、
せん断力特性や曲げ応力特性ではない。したがつ
て、第５図の構成で充分に実用に耐え得るわけで
ある。 By the way, if we consider the case where the vehicle actually runs on the road, the tires 3 do not directly share the weight of the vehicle through members such as the pressure roller 24, but in reality, the weight of the vehicle is shared through the axle 4. This means that the weight of the vehicle is shared. Therefore, at first glance, the configuration shown in FIG. 5 in which the pressure roller 24 is brought into direct contact with the tire 3 appears to be far from the actual road running conditions. However, the object of measurement of the present invention is only the torque characteristics of the axle 4,
It is not a shear force property or a bending stress property. Therefore, the configuration shown in FIG. 5 is sufficient for practical use.
なお上記実施例では、１個のタイヤ３に対し
て、押圧ローラ３及び負荷ドラム２１を１個ずつ
使用した例を示したが、これらは複数個使用する
こととしてもよい。また、第５図では、左右対称
な装置構成としているが、第７図に示すように、
左右の負荷ドラム２１，２２及び押圧ローラ２
３，２４を連結し、フライホイル１２，１３や動
力計１４，１５等を１個にまとめることとしても
よい。 In addition, in the above embodiment, an example was shown in which one pressing roller 3 and one load drum 21 were used for one tire 3, but a plurality of these may be used. In addition, although Fig. 5 shows a symmetrical device configuration, as shown in Fig. 7,
Left and right load drums 21, 22 and pressure roller 2
3, 24 may be connected, and the flywheels 12, 13, dynamometers 14, 15, etc. may be combined into one unit.
以上のように、この発明によれば、懸架装置に
懸架されてエンジンに駆動される車軸の両側に、
トルクセンサを介してタイヤを取付けると共に、
車軸に対して路上走行時と等価な負荷を与える負
荷ドラムをこのタイヤに当接させ、さらに、車体
重量の分担比に応じた付勢力で負荷ドラムにタイ
ヤを押圧する押圧ローラを、負荷ドラムに対向す
る位置でタイヤと当接させた構成としたので、ね
じり軸共振による車軸系の耐久性の著しい低下を
防止し、実際の走行状態により近い条件で試験を
行なうことができるという効果がある。
As described above, according to the present invention, on both sides of the axle that is suspended on the suspension system and driven by the engine,
Attach the tire via the torque sensor and
A load drum that applies a load to the axle equivalent to when driving on the road is brought into contact with the tire, and a pressure roller that presses the tire against the load drum with a biasing force that corresponds to the sharing ratio of the vehicle weight is attached to the load drum. Since the axle is in contact with the tires at opposing positions, it is possible to prevent significant deterioration in the durability of the axle system due to torsional shaft resonance, and it is possible to conduct tests under conditions closer to actual driving conditions.
第１図は実車の車軸系系統を示す斜視図、第２
図はシヤーシダイナモメータの一例を示す斜視
図、第３図は従来の車輌の車軸系試験装置を示す
斜視図、第４図ａ，ｂは第３図のものの車軸系の
振動周波数特性図、第４図Ａ，Ｂは第３図のもの
の車軸系の実振動状態を示す特性図、第５図はこ
の発明の一実施例による車輌の車軸系試験装置を
示す斜視図、第６図ａ，ｂは第５図のものの動作
を説明するための説明図、第７図はこの発明の他
の実施例による車輌の車軸系試験装置を示す構成
図である。
１はエンジン、２，３はタイヤ、４は車軸、
６，７はトルクセンサ、２１，２２は負荷ドラ
ム、２３，２４は押圧ローラである。なお、図
中、同一符号は同一又は相当部分を示す。
Figure 1 is a perspective view showing the axle system of an actual vehicle, Figure 2
The figure is a perspective view showing an example of a chassis dynamometer, FIG. 3 is a perspective view showing a conventional vehicle axle system testing device, and FIGS. 4A and 4B are characteristic diagrams showing the actual vibration state of the axle system of the one shown in FIG. 3; FIG. 5 is a perspective view showing a vehicle axle system testing device according to an embodiment of the present invention; FIG. 7b is an explanatory diagram for explaining the operation of the apparatus shown in FIG. 5, and FIG. 7 is a configuration diagram showing a vehicle axle system testing apparatus according to another embodiment of the present invention. 1 is the engine, 2 and 3 are the tires, 4 is the axle,
6 and 7 are torque sensors, 21 and 22 are load drums, and 23 and 24 are pressure rollers. In addition, in the figures, the same reference numerals indicate the same or corresponding parts.
Claims (1)
車軸と、前記車軸の両側にトルクセンサを介して
取付けられたタイヤと、前記タイヤと当接し、前
記車軸に対して路上走行時と等価な負荷を与える
負荷ドラムと、前記負荷ドラムに対向する位置で
前記タイヤと当接し、車体重量の分担比に応じた
付勢力で該タイヤを該負荷ドラムに押圧する押圧
ローラとを備えた車輌の車軸系試験装置。1. An axle that is suspended by a suspension device and driven by an engine; and tires that are attached to both sides of the axle via torque sensors; Axle system test of a vehicle equipped with a load drum that applies a load, and a pressure roller that contacts the tire at a position opposite to the load drum and presses the tire against the load drum with a biasing force that corresponds to the sharing ratio of vehicle weight. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56024557A JPS57137838A (en) | 1981-02-20 | 1981-02-20 | Tester for axle system of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56024557A JPS57137838A (en) | 1981-02-20 | 1981-02-20 | Tester for axle system of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57137838A JPS57137838A (en) | 1982-08-25 |
| JPS6319808B2 true JPS6319808B2 (en) | 1988-04-25 |
Family
ID=12141455
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56024557A Granted JPS57137838A (en) | 1981-02-20 | 1981-02-20 | Tester for axle system of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57137838A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0394512U (en) * | 1990-01-12 | 1991-09-26 |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100536408B1 (en) * | 2003-12-18 | 2005-12-14 | 한국철도기술연구원 | Vertical load tester jig of wheel-set for railway vehicle |
| CN103954455B (en) * | 2014-05-15 | 2016-04-13 | 莱芜市东岳永盛车桥有限公司 | Axletree band air suspension assembly monitor station |
| JP7103903B2 (en) * | 2018-09-21 | 2022-07-20 | 東洋電機製造株式会社 | Load motor for chassis dynamometer |
-
1981
- 1981-02-20 JP JP56024557A patent/JPS57137838A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0394512U (en) * | 1990-01-12 | 1991-09-26 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57137838A (en) | 1982-08-25 |
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