JP2990563B2 - Engine test run method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine test run method in which an assembled engine can be directly carried into a test run apparatus main body via an assembling table without using a pallet. Directly or indirectly toward the central female spline, while rotating and moving a flexible shock-absorbing joint connected to a dynamometer or a drive motor, and after fitting a spline shaft disposed on the joint side to the female spline. The present invention relates to an engine test run method for performing a test run of an engine.

[0002]

2. Description of the Related Art Conventionally, in order to supply a user with a high-quality and highly reliable engine in an engine production line, engine trials have been performed on all engines especially in a diesel engine. In this type of test run device, the engine after assembly is transferred and set on a pallet using a crane, etc., and the piping and
After performing the wiring work, it is transported to the test run device main body side.

However, the pallet method has to rely on manual connection between the engine and the pallet, requires special piping equipment for the pallet itself, and requires a large number of pallets, which is proportional to the size of the engine. As a result, the size of the pallet increases, and if the pallet is used for a large truck-type diesel engine, the size of the pallet increases. Further, basically, in a system using a pallet, it is necessary to provide a transfer device for pallet circulation, which leads to an increase in equipment cost and an increase in installation area.

[0004] In order to solve such a drawback, the present applicant has effectively utilized a front mount and a rear mount provided on an engine mounting portion in Japanese Utility Model Laid-Open No. 1-168845, and used a test apparatus main body side. Is provided with a mount receiving portion for supporting the mount, an engine positioned on the assembly table is positioned and installed on the mount receiving portion via a crane, and then a space between the engine and a dynamometer for measuring engine performance is installed. It is composed.

[0005] First, the structure of the dynamometer 2 will be described with reference to FIG.
With the spline of the connecting shaft 9 ′ of the flexible shock-absorbing joint 7 shifted toward the dynamometer 2, the engine is transported from the engine transport trolley, and the front and rear mounting parts of the front and rear parts are mounted. When the movable bearing 6 is shifted along the guide rail 5 toward the flywheel 51 after being fixed on the receiving portion, the tip of the connecting shaft 9 ′ is
A turning gear 50A that is inserted into a spline attached to one side and is slowly rotated by a starter motor 50
The spline on the flywheel 51 and the spline on the side of the flywheel 51 can be smoothly fitted together with the rotation of the engine, and the test operation of the engine is performed by performing the starter rotation while continuously turning the turning gear 50A.

[0006]

Since it is impossible to connect the splines together in a state where the irregularities of the teeth are completely coincident, one of the splines is driven by a motor as described above. Take a configuration to fit while rotating slowly, at this time, because the splines are configured so that female teeth and male teeth can be fitted exactly, if the fitting is not performed smoothly, An overload is applied to the motor, and the motor is easily burned. Conversely, even when the fitting is smooth, even after the fitting, since the rotation of the motor continues, it is not possible to obtain a sufficient torque force if the coupling portion is small in the initial stage of the fitting, Again, an overload is applied to the motor, and the motor tends to burn. Further, in the configuration using the motor, even when the spline shaft is incompletely fitted to the female spline, a rotational force is applied, so that galling or the like is likely to occur. Also, since the motor is also used as a starter motor, the rotation must be adjusted to such an extent that the starter operation of the engine can be performed. For this reason, it is necessary to reduce the number of rotations to a value required for fitting the spline smoothly. It can be difficult.

[0007] Further, in the above-mentioned apparatus, a flexible buffer joint is provided between the spline shaft and the power system to increase flexibility with respect to misalignment and runout between the engine and the spline shaft. Conventionally, rubber couplings have been widely used for this joint.However, with rubber couplings, the degree of freedom in selecting torque characteristics is restricted, hunting occurs at low speed rotation, measurement becomes difficult, and torque vibration under high load causes In this case, the present applicant has previously proposed a flexible shock-absorbing joint in which a plurality of pairs of coil springs are effectively combined.

The structure of such a flexible shock-absorbing joint will be described. Referring to FIGS. 8 to 10, a flange 124 fitted to the shaft end of the connecting shaft 9 'is provided with a radial clearance a and an outer peripheral portion of the flange 122. A rim 125 having an L-shaped cross section that surrounds with an axial clearance b is fixed coaxially,
A plurality of pairs of, for example, four spring insertion holes 129 having an oval cross-section bored at equal intervals in the flanges 122 and 124 and the rim 125 in the axial direction are provided with semi-cylindrical spring seats 128 and 128 shown in FIG. 'Through the coil spring 127a,
127a, 127b, and 127b are inserted. The coil springs 127a, 127a are of a relatively small linear spring constant with a slight preload.
As shown in FIG. 9, b and 127b are inserted into a pair of spring insertion holes 129 and 129 having an axially symmetric relationship, respectively, with a relatively large linear spring constant and a slight play. Here, both sides of the flange 122 near the outer periphery are slightly tapered, and the thickness thereof is gradually reduced in the outer peripheral radial direction.
Induction hardening is applied to a portion indicated by hatching on a surface facing the central portion of No. 2.

When the flexible shock-absorbing joint having the above construction is incorporated in the above-mentioned apparatus, the axis of the engine is supported by the dynamometer when the engine is supported on the front mount receiving portion and the rear mount receiving portion during engine test operation. On the other hand, misalignment and misalignment are present with considerable variation.However, the shock-absorbing joint must allow the following effects and transmit the wide range of torque and speed of the engine to the dynamometer with the required spring characteristics. Can be. That is, as described above, the flange 122 and the flange 124
And the rim 125, there is a radial clearance a and an axial clearance b.
The flange 122 can be inclined with respect to the flange 124 until the tapered surface of the flange 22 contacts the opposite surface of the flange 124. At this time, the central portions of the flanges 122 and 124 abut each other, but the central surface of the flange 124 is hardened. However, since the opposed surfaces of the flange 122 are not quenched, they can transmit power without galling with each other. In this shock-absorbing joint, two coil springs having relatively small diameters are arranged in parallel. Since it is inserted into each of the insertion holes, its durability is increased, and the above-mentioned disadvantage is eliminated.

However, such a device still has the following disadvantages. That is, of the four pairs of coil springs arranged in the circumferential direction, the spring constants ka = 2 to 10K of the coil springs 127a and 127a arranged in parallel with the central axis interposed therebetween.
By setting gf / mm and the spring constants kb of the other coil springs 127b and 127b to 10 to 30Kgf / mm, it is possible to obtain a maximum transmission power of 500ps / 3500rpm, and thereby test-run a large engine such as a truck. Although it is described that the device can be used as a device and is preferable, the present applicant has found that as a result of further experiments, there are still many problems in regulating the spring constant.

That is, the force applied to the joint is not a linear force in the axial direction of the spring, but a torque force in the circumferential direction around the center hole. For this reason, it is not possible to sufficiently cope with the torque fluctuation in the case of a large engine such as the truck by only specifying the spring constant in the linear direction (spring axis direction). Further, as described above, the flexible shock-absorbing joint rotates with the engine side in a state in which misalignment and center run-out occur with the engine side, so that the biasing direction applied to the coil spring by the rotation is Obviously, it is not possible to achieve the initial purpose only by defining the spring constant in the spring axis direction.

SUMMARY OF THE INVENTION In view of the above-mentioned drawbacks of the prior art, an object of the present invention is to provide an engine test run method capable of smoothly fitting the spline shaft to the engine. It is another object of the present invention to provide an engine test run method capable of sufficiently coping with torque fluctuation even in the case of a large engine such as the truck.

[0013]

According to the first aspect of the present invention, in order to smoothly fit the spline to the engine side, the female spline is not rotated while a driving force is transmitted by a motor or the like. A rotational inertia force is applied to the spline shaft before fitting into the spline shaft, but after the rotation is applied, the free rotational movement is maintained, and at least until the spline shaft comes into contact with the female spline, the free rotational movement only by the inertial force is maintained. The spline shaft is fitted to the female spline while the rotation is being performed.

According to a second aspect of the present invention, a first flange connected to the dynamometer or the drive motor is connected to the flexible shock-absorbing joint and a second flange connected to the spline shaft.
Between the flanges at each symmetrical position around the joint center hole,
When a plurality of pairs of coil springs are arranged in the tangential direction and a joint is used that connects the flanges through the coil spring group, the spring constant is not determined in relation to each coil spring, and requests the appropriate value in relation to the total of all of the coil spring group located around the joint center hole, as described in detail in the below effects, the combined torsion spring coefficient k _2, k ₂ = 100~ It is characterized by being set to 900 kgf · m / rad. In this case, by setting the linear spring coefficient between the coil spring pair located symmetrically with respect to the joint center hole and the adjacent coil spring pair to be different from each other, more preferable spring setting is possible.

[0015]

According to the first aspect of the present invention, since the spline shaft after the inertial force is applied is completely free, the spline shaft contacts the end of the female spline while gradually reducing the rotational force. Due to the resistance at the time of the contact, the rotational speed is rapidly reduced, and only a slight rotational movement is left. Then, due to the remaining slight rotation, the male teeth of the spline shaft in the incompletely matched state are smoothly fitted to the female teeth in the female spline, and immediately after the fitting, the rotational motion is caused by the load torque on the engine side. Is stopped, and smooth insertion is achieved. Therefore, according to the present invention, since the female spline end can be fitted with a small number of rotations at the time of contact and immediately after fitting with the rotation stopped, extremely smooth fitting is possible.

According to the second aspect of the present invention, the following operation is performed. That is, the definition of the spring constant according to the conventional technique is a specification of each spring composed of a load and a deflection amount, and the specification is a linear biasing force in a spring axis direction, in other words, a tangential direction of the joint. However, the urging force of the torque generated when the joint rotates is a curved urging force in the circumferential direction around the joint center hole. Further, the coil spring applied to the joint does not absorb the torque fluctuation individually, but absorbs the torque fluctuation in the entire coil spring group arranged on the circumference around the center hole.

Here, considering a vibration system including an engine and a dynamometer, a model diagram as shown in FIG. 12 is obtained. The natural frequency f (c · c) in the vibration system between the engine and the dynamometer
p · S) is, from the general formula,

(Equation 1) f: the natural frequency (c · p · s) K 2: synthetic torsion spring constant (kgf · m / rad) I 1: engine-side inertia moment (kgf · m ·
s ² ) I ₂ : Momentum side moment of inertia (kgfm
s ² ). Further, the resonance point N ₁ (rpm) is

(Equation 2) n: Number of engine cylinders.

If a natural frequency exists in the engine normal rotation region, the engine and the dynamometer will resonate during the test, and there is a risk that the test apparatus may be destroyed. Therefore, it is necessary to remove the resonance point from the engine regular rotation area, in order to avoid the resonance point, usually to reduce the K ₂ torsion spring constant of the equation is set equal to or less than the engine idle speed. The composite torsion spring constant K ₂ of the joint is as follows: K ₂ = R ² × K ₁ × N × 10 ⁻³ kgf · m / rad T = p × N × R × 10 ⁻³ kgf · m K ₁ = P / s kgf / mm T: torque kgf · m K ₁ : continuous spring constant kgf / mm K ₂ : torsion spring constant kgf · m / rad R: spring mounting radius mm N: spring mounting number s: spring mounting Since there is a relationship of deflection mmp: load kgf, R, K ₁ , and N are determined by determining the numerical value of the torsion spring constant K ₂ .

According to the experiment of the inventor, the torsion spring coefficient of the coil spring group is set to 100 to 100 in the joint having the above configuration.
It has been confirmed that the setting of 900 kgf · m / rad can be applied to the test operation of an engine having a maximum output of 50 to 500 PS / 3500 rpm without causing a resonance problem. In this case, by setting the linear spring coefficient between the coil spring pair located at a symmetrical position with respect to the joint center hole and the adjacent coil spring pair to be different from each other, it is possible to set a more preferable spring setting than in the related art. it is obvious.

[0020]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; However, unless otherwise specified, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention, but are merely illustrative examples. Not just. FIG.
And FIG. 2 shows an engine test operation system for performing a hot test or a lapping test in the engine test operation system according to the embodiment of the present invention, and a dynamometer 2 mounted on a fixed bed 1 from the right side in the figure, The starter gear 3 and the inertia-rotating sprocket 4 fitted on the rotating shaft 2a of the total 2 are mounted on a horizontal guide rail 5, and are slidably movable along the guide rail 5 in the axial direction. The rotating shaft 2 a of the dynamometer 2 is provided on the input side of the movable bearing 6.
And a female spline 6b fitted to the male spline 6a in the movable bearing 6 is attached to the output shaft 2a side of the male spline 6a.
The male spline 6a enters the female spline 6b by the advancing / retreating operation, and the male spline 6a expands and contracts. Reference numeral 7 denotes a flexible buffer joint, one end of which is fitted to the female spline 6b, and the other end of which is provided with an adapter 8 having a center hole 7a in which a female spline 23a is engraved on the axis of the end face on the engine 10 side. The center hole 7a of the adapter 8
The spline shaft 9 which can be fitted to the female spline 23a
Is fitted. The movable bearing 6 is configured to be able to move forward and backward by a pneumatic or hydraulic cylinder 11. Further, the starter gear 3 is configured to be rotatable and driven by a starter motor 50 as in the prior art.

On the other hand, on the installation side of the engine 10, a first fixed drive roller conveyor 12 that draws the engine 10 from the engine carrier D and a second drive roller conveyor 13 that can be lifted down by a pneumatic or hydraulic cylinder 14.
And the front and rear mount receiving portions 15, 1 supporting the engine 10 via the mounting portion 10a of the engine 10 by lifting down the drive roller conveyor 13.
6. Engine 10 in the direction of movement of drive roller conveyor 13
17 that regulates the position of the mounting, mount receiving part 1
A clamping device 18 for clamping the engine 10 placed on the top 5 and 16 from above, a hydraulic outlet pipe of the engine 10,
Various piping systems 6 respectively connected to the supply / drain pipe and the exhaust pipe
0, and each of the piping systems is a hydraulic outlet,
Cylinder mechanisms 61 to 63 which are displaceable in a three-dimensional direction so as to be detachable from the drain pipe and the exhaust pipe and displaceable in accordance with the engine model are attached. Also, the stopper 17 is not fixed, and a pneumatic or hydraulic cylinder capable of displacing the regulation position in accordance with the engine model can be attached.

FIG. 3 shows a detailed configuration of the inertial force applying means.
A pneumatic or hydraulic cylinder 40 is erected vertically on the side of the turning sprocket 4, and the cylinder piston 41
When the piston 41 rises, the sprocket 4
Claw 42 that engages with the tooth 4a of the second member. Since the pawl 42 is held in position by the stopper 43, the sprocket 4 is rotated while being pushed up, so that an inertia force can be applied. The lower side of the claw 42 is a flank 42a.
Of the sprocket 4 when the piston 41 descends, and the teeth 4a of the sprocket 4
Abuts against the elastic force of the coil spring 44 biased in the direction in which the claw 42 protrudes, the claw 42 escapes from the teeth 4a of the sprocket 4 while retreating, and the sprocket 4 is rotated without rotating. To the position.

FIGS. 4 and 5 are cross-sectional views showing the coupling state of the adapter 8 and the spline shaft 9 which are the main components of the present invention. The flexible buffer joint 7 has the insertion tube 8a of the adapter 8 inserted exactly. It has a possible center hole 7a and a keyway 7b provided on an end face orthogonal to the center hole 7a. The keyway 7b
Are formed to extend radially outward from the center hole 7a. The adapter 8 is provided with the insertion tube 8a, a flange 8c surface provided on a base side of the insertion tube 8a, and connectable to the end surface,
It has a key groove provided at a position corresponding to the key groove 7b. After the key grooves 7b are aligned with each other, the key 21 is inserted, and the bolt 22 is screwed into the flange 8c to connect the two. . On the other hand, on the spline mounting side of the adapter 8, a sleeve body 23 having a cylindrical central hole 8d recessed and a female spline 23a engraved in the central hole 8d.
And are integrally connected by screws 24. Reference numeral 25 denotes a piston for applying a biasing force by a coil spring 26 from the rear end face of the spline shaft 9 to facilitate replacement of the spline shaft 9 fitted to the female spline 23a.

The spline shaft 9 is made of stainless steel, and as shown in FIG. 5, a shaft portion 9A fitted to the female spline 23a on the adapter 8 side and a female member of the clutch disk 52 mounted on the engine 10 side. Spline 52
and a shaft portion 9B fitted to the shaft portion 9a. In this case, the shaft diameter on the adapter 8 side is always constant, but a plurality of shaft diameters on the engine 10 which are different for each engine 10 are prepared. At the tip of the spline shaft 9, there is provided a support portion 91 having substantially the same diameter as the diameter of the bearing 51a of the flywheel 51 and capable of fitting into the hole of the bearing 51a. The spline shaft 9 is configured to be allowable. The spline shaft 9 is not formed in a rectangular cross section as in the case of the female spline 52a, but is formed so as to become thinner so as to gradually decrease in width toward the top.
2a to have a clearance. Further, each tooth end 92 of the spline shaft 9 is formed in a substantially wedge shape so as to gradually become narrower toward the fitting side, and the position between adjacent tooth ends 92 is shifted in the axial direction back and forth. I do. A ball plunger 93 urged by a coil spring 94 for elasticity is attached to the bottom of the tooth surface of the spline shaft 9 at a position where the female spline 52a of the clutch disc 52 is fitted.

Next, the test procedure of this embodiment will be described.
FIG. 6 shows an entire system of the engine test running system of the present invention. The system is opposed to an engine carrier D that moves on a rail A, and a plurality of cold test devices C and a plurality of lappings are arranged in a direction orthogonal to the rail A. A test device R and a plurality of hot test devices H are provided. The cold test apparatus C is almost the same as the apparatus shown in FIG. 1 except that a starting motor and a starter gear 3 are not provided and a drive motor is used instead of a dynamometer. Each of the lapping test device R and the hot test device H has the configuration shown in FIG. 1, and surrounds the engine installation part and the dynamometer 2 with a soundproof room B provided with an opening / closing door on the engine carrier trolley D side. ing. Then, in the assembly line, after the clutch disk 52 is attached to the engine 10 after assembly with the flywheel 51, a spline shaft corresponding to the clutch disk 52 on the engine side is inserted into the clutch disk 52 in advance. The engine transport trolley D can carry two engines 10, and travels unmannedly on a rail A facing the cold test device C and the lapping test device R.
The reason why two engines can be mounted is to replace the engine before the test with the engine after the test, and one engine is mounted when moving between the test devices.

Then, after the engine 10 located on the engine carrier D is randomly introduced into the cold test device C and the lapping test device R sequentially and a predetermined test is completed, the two tests are completed. After returning to the engine delivery trolley D side, it is sent to the transfer line A1 and waits for the hot test apparatus H to become empty. When the hot test device H is empty, the hot test device H is mounted on the engine carrier D on the side of the hot test device H, and is conveyed to the hot test device in the same manner.

Next, the operation of loading and connecting the engine 10 in each of the test lines, particularly in the hot test apparatus H, will be described in detail. First, when the engine 10 after the cold test is called according to the instruction of the operator of the hot test apparatus, the engine carrier D carrying the one engine 10 arrives at the facing position, and then the door of the soundproof room B is opened. . Then, after the engine 10 after the lapping test is transferred to the engine carrier D, the carrier D is shifted and the engine 10 before the lapping test is introduced into the test apparatus by using the drive roller conveyor 12, and the soundproofing is performed. Close the door of room B. Next, the first drive roller conveyor 1
When the pneumatic or hydraulic cylinder 14 is lowered at the stage where the position is regulated by the stopper 17 from the second drive roller conveyor 13 to the second drive roller conveyor 13, the second drive roller conveyor 13 is lifted down and the engine 10 The mount 10a is placed on the front and rear mount receivers 15 and 16 supporting the engine 10, and then the clamp device 18 is lowered to clamp the engine 10 from above.

Next, after the stopper 19 of the movable bearing 6 is switched according to the type of engine, the pneumatic pressure of the inertial force applying means or the piston 41 of the hydraulic cylinder 40 is raised. The sprocket 4 is rotated while engaging with the teeth 4a. At the same time, when the movable bearing 6 is advanced by the pneumatic or hydraulic cylinder 11, the spline shaft 9 after the inertial force is applied becomes completely free motion. The spline shaft 9 is smoothly inserted into the female spline 52a on the engine 10 side in order to come into contact with the end of the spline 52a, rapidly reduce the rotation speed due to the resistance at the time of contact, and reduce the rotation speed.

Immediately after the engagement, the rotational movement is stopped by the load torque on the engine 10 side, and the spline shaft 9 is made thinner in tooth cross-section, so that a clearance is provided between the spline shaft 9 and the female spline 52a in the circumferential direction. Therefore, a smooth insertion can be achieved even if there is misalignment or runout between the engine 10 and the spline shaft 9. When the support portion 91 at the tip of the spline shaft 9 reaches the inside of the bearing 51a of the flywheel 51, the stopper 1
The forward movement of the movable bearing 6 is regulated by 9 and the pneumatic or hydraulic cylinder 11 is stopped.

After the connection with the engine 10 is completed, each of the above-mentioned piping systems is connected to a hydraulic outlet pipe, a supply / drain pipe, and an exhaust pipe of the engine 10 using a hydraulic cylinder or the like.
A predetermined refueling / water or the like is performed, and furthermore, the starter motor is driven to drive the engine 10 at a low speed.
Start up. After the test operation and adjustment of the engine 10, the movable bearing 6 is retracted, and the clamp device 18 is moved.
The engine 10 is exchanged by performing operations reverse to those described above, such as releasing the clamp of the engine 10 due to the rise of the engine, lifting up the drive roller conveyor 13, and so on, and thereafter repeating the above operation.

Next, the durability of the joint 7 was examined using the above apparatus. The joint 7 to be used is constructed by inserting one coil spring 27a, 27b through the spring seat 28, 28, respectively, without inserting two coil springs in each insertion hole side by side as in the above-mentioned conventional technology. 8 and 9 except for the point described above.
It is shown in FIG. (Accordingly, the plan view of the joint shown in this embodiment is shown in FIG.
Is the same as In the above embodiment, the radius R from the center hole to the spring arrangement position is 10 mm, the number N of the coil springs: four joints are used, and the spring constants of the respective coil springs are appropriately set to obtain a torsional spring constant k _2. 183.9
kgf · m / rad (first embodiment), k ₂ : 189 kg
f · m / rad (second embodiment), k ₂ : 768 kgf ·
Three types of joints having different torsional spring constants of m / rad (third embodiment) were prepared, and the maximum output was 80 to 155 PS / 35 respectively.
The first engine having a maximum torque of 18 to 35 Kgm and a maximum output of 140 to 245 PS / 2700 rpm;
A second engine with a maximum torque of 34 to 65 Kgm, a maximum output of 225 to 440 PS / 2200 rpm, and a maximum torque of 7
A hot test operation of the third engine of 8 to 160 Kgm was performed for each of 100 units. All of them can smoothly transmit a high-load fluctuating torque, do not cause hunting even at a low speed rotation, and after the test operation, It was confirmed that there was no spring set or the like, and the durability was favorable.

[0032]

As described above, according to the present invention, a male spline connected to a joint on the dynamometer side can be smoothly fitted into a female spline on the engine side, thereby preventing chipping or breakage of the spline. In addition, it is possible to more easily achieve an unmanned engine test operation device. Another object of the present invention is to provide an engine test operation method which can sufficiently cope with a large engine such as the truck and a wide range of torque fluctuation from a high speed load to a low speed load. And so on.

[Brief description of the drawings]

FIG. 1 is an overall front view of an engine test run apparatus according to an embodiment of the present invention.

FIG. 2 is an overall plan view of the engine test run apparatus according to the embodiment of the present invention.

FIG. 3 is an overall configuration diagram of an inertial force applying unit used in FIG. 1;

FIG. 4 is a sectional view of a main part showing a connection state between a joint and an engine.

5A and 5B show the shape of a spline shaft, FIG. 5A is an overall front view, and FIG. 5B is a cross-sectional view showing the configuration of a ball plunger.
(C) is a front view of the main part showing the connected state.

FIG. 6 is an overall schematic diagram of an engine test operation system.

FIG. 7 is an overall view of an engine test run apparatus according to the related art.

FIG. 8 is a longitudinal sectional view of a flexible shock absorbing joint applied to the present invention,

FIG. 9 is a longitudinal sectional view of the flexible shock-absorbing joint shown in FIGS. 7 and 11;

FIG. 10 is a perspective view of a spring receiving seat used for the buffer joint shown in FIGS. 7 and 9;

FIG. 11 is a longitudinal sectional view of a flexible shock-absorbing joint used in the experiment of the present embodiment.

FIG. 12 is a diagram of a vibration system model including an engine and a dynamometer.

DESCRIPTION OF SYMBOLS 10 Engine after completion of assembly 51 Flywheel 52 Clutch disk 52a Female spline on engine side 2 Dynamometer 7 Flexible buffer joint 27a, 27b: Coil spring 122 First flange 124 Second flange 9 Spline shaft

────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Keiichi Agatsuma 1-3-1, Tsujido Shindai, Fujisawa-shi, Kanagawa Kanto Special Steel Co., Ltd. (56) References JP-A-4-219464 (JP, A) (58) Field surveyed (Int.Cl. ⁶ , DB name) G01M 15/00 G01M 13/00-13/04 F16D 1/10 F02N 11/12

Claims (2)

(57) [Claims] 1. A flexible buffer joint, which is directly or indirectly connected to a dynamometer or a drive motor, is moved toward the engine side while directing or indirectly rotating toward a center female spline on the engine side after assembly is completed. An engine test run method in which a spline shaft disposed on the female spline is fitted to the female spline and a test run of the engine is performed, wherein a rotational inertia force is applied to the spline shaft before fitting to the female spline, and at least the spline shaft is provided. An engine test running method, wherein a spline shaft is fitted to the female spline while maintaining free rotation only by the inertial force until the female spline contacts the female spline. 2. A symmetrical position around a joint center hole between a first flange connected to the dynamometer or the drive motor side and a second flange connected to the spline shaft side of the flexible shock-absorbing joint. The engine test run method according to claim 1, wherein a plurality of pairs of coil springs are arranged along a tangential direction, and a joint is used that connects the two flanges through the coil spring group. engine testing method according to claim 1, characterized in that the synthetic torsion spring coefficient k ₂ of all of the coil spring groups were set so that k ₂ = 100~900kgf · m / rad for.