An adaptive tire simulation test bench

Abstract

The present invention discloses an adaptive tire simulation stand, comprising a base, a lifting cylinder and a connector for connecting a wheel hub bolt, the lifting cylinder is erected on the base, the piston rod of the lifting cylinder faces upward and is fixedly connected to the connector, the lifting cylinder is provided with a cylinder regulator for adjusting the air pressure in the lifting cylinder, the cylinder regulator comprises a cylinder body, a first piston, a second piston, a spring and an adjusting rod, the cylinder body is connected to the air cavity of the lifting cylinder, the first piston and the second piston are both slidably arranged in the cylinder body, the first piston is located on the side of the cylinder body close to the lifting cylinder, the second piston is located on the side of the cylinder body away from the lifting cylinder, the spring is arranged between the first piston and the second piston, the adjusting rod is threadedly connected to the end of the cylinder body away from the lifting cylinder and its end abuts on the second piston. By adopting the present invention, the change of the tire load radius can be simulated, so that the chassis posture reaches the required state for measurement, which can effectively avoid the tire blocking and accurately measure the associated points.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile bench testing, and in particular relates to an adaptive tire simulation bench. Background Art

[0002] During the process of automobile R&D and trial production, the measurement of the vehicle chassis is an essential task for R&D data verification. The chassis posture is measured in three states: empty, half-loaded, and fully loaded. The quality of R&D and the direction of improvement are obtained through comparative analysis, which is the guarantee of R&D quality. During the chassis posture measurement process, some points of concern are enveloped or blocked by tires (tires are also one of the concerns). To make the measurement comprehensive and accurate, the tires need to be removed and replaced with rigid brackets; however, rigid brackets do not have the characteristics of tires, which will cause the points associated with the tires to be missing or cause inaccurate measurement data, making it impossible to effectively monitor and improve the quality of R&D. This is also a technical problem in the industry. Summary of the invention

[0003] The problem to be solved by the present invention is to provide an adaptive tire simulation bench, which has the characteristic of tire load change, can simulate the change of tire load radius, make the chassis posture reach the required state for measurement, can effectively avoid tire obstruction and accurately measure related points.

[0004] In order to solve the above technical problems, an embodiment of the present invention provides an adaptive tire simulation test bench, which includes a base, a lifting cylinder and a connector for connecting wheel hub bolts, the lifting cylinder is upright on the base, the piston rod of the lifting cylinder faces upward and is fixedly connected to the connector, the lifting cylinder is provided with a cylinder regulator for adjusting the air pressure in the lifting cylinder, the cylinder regulator includes a cylinder body, a first piston, a second piston, a spring and an adjusting rod, the cylinder body is connected to the air cavity of the lifting cylinder, the first piston and the second piston are both slidably arranged in the cylinder body, the first piston is located on a side of the cylinder body close to the lifting cylinder, the second piston is located on a side of the cylinder body away from the lifting cylinder, the spring is arranged between the first piston and the second piston, the adjusting rod is threadedly connected to the end of the cylinder body away from the lifting cylinder, and the end of the adjusting rod abuts on the second piston.

[0005] As a preferred embodiment of the present invention, the connector comprises a connecting plate fixedly connected to the piston rod of the lifting cylinder, and the connecting plate has a plurality of first connecting holes for connecting hub bolts evenly distributed along its circumferential direction.

[0006] As a preferred embodiment of the present invention, the connector also includes an adjustment disk rotatably connected to the connecting disk, and the adjustment disk is provided with a plurality of second connecting holes for connecting hub bolts evenly distributed along its circumferential direction, and the plurality of first connecting holes are connected to the plurality of second connecting holes in a one-to-one correspondence.

[0007] As a preferred solution of the present invention, the first connecting hole is a waist-shaped hole, which extends radially along the connecting disk; the second connecting hole is an involute hole, which gradually bends or extends straightly along the radial and circumferential directions of the adjusting disk.

[0008] Furthermore, among two adjacent first connection holes, the outer end hole position of one first connection hole is opposite to the outer end hole position of the second connection hole, and the inner end hole position of the other first connection hole is opposite to the inner end hole position of the same second connection hole.

[0009] As a preferred solution of the present invention, the first connecting hole is an involute hole, which gradually bends or extends in a straight line along the radial and circumferential directions of the connecting disk; the second connecting hole is a waist-shaped hole, which extends along the radial direction of the adjusting disk.

[0010] Furthermore, among two adjacent second connection holes, the outer end hole position of one second connection hole is opposite to the outer end hole position of the first connection hole, and the inner end hole position of the other second connection hole is opposite to the inner end hole position of the same first connection hole.

[0011] As a preferred solution of the present invention, a boss is provided at the center of the connecting disk, and a through hole rotatably matched with the boss is provided at the center of the adjusting disk.

[0012] As a preferred solution of the present invention, the connecting disk and the adjusting disk are fixed by a locking device.

[0013] As a preferred embodiment of the present invention, the lock includes a locking seat, a locking rod and locking teeth formed on the outer periphery of the adjusting disk, the locking seat is fixed to the outer periphery of the connecting disk, the locking rod is threadedly connected to the locking seat, and the end of the locking rod is clamped on the locking teeth.

[0014] Compared with the prior art, the adaptive tire simulation test bench of the present invention has the following beneficial effects:

[0015] Before using the above-mentioned adaptive tire simulation bench to measure the chassis posture, the adaptive tire simulation bench needs to be calibrated and adjusted. During calibration and adjustment, according to the tire model, two different states of pressure are applied to the piston rod of the lifting cylinder in turn, first applying the pressure of the tire bearing the whole vehicle in the unloaded state, and then applying the pressure of the tire bearing the whole vehicle in the fully loaded state; repeatedly operate the adjustment rod to adjust the elastic force of the spring so that the expansion and contraction changes of the piston rod of the lifting cylinder under the two different states of pressure are consistent with or close to the changes in the tire bearing radius; finally, mark the position of the adjustment rod to complete the calibration. When chassis posture measurement is required, the tire simulation bench can be installed on the chassis suspension through the wheel hub bolts to replace the tire. Therefore, the whole vehicle with the tire replaced by the tire simulation bench is placed on the chassis posture measurement platform, and the whole vehicle is loaded (empty, half-loaded or fully loaded); at this time, the tire simulation bench has the characteristics of tire load changes, and can simulate the changes in tire load radius, so that the chassis posture reaches the required state for measurement, which can effectively avoid tire obstruction and accurately measure related points, thereby realizing effective monitoring and improving the quality of automobile research and development and trial production. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solution of the embodiment of the present invention, the drawings of the embodiment are briefly introduced below.

[0017] Figure 1 is a schematic structural diagram of an adaptive tire simulation test bench provided by an embodiment of the present invention;

[0018] Figure 2 It is a structural diagram of a cylinder regulator;

[0019] Figure 3 It is a structural schematic diagram of the connection disk;

[0020] Figure 4 It is a schematic diagram of the structure of the adjustment disk;

[0021] Figure 5 It is a schematic diagram of the structure of the lock;

[0022] Markings in the figure:

[0023] 1. Base;

[0024] 2. Lifting cylinder;

[0025] 3. Connector, 31. Connecting plate, 32. Adjusting plate, 311. First connecting hole, 312. Boss, 321. Second connecting hole, 322. Through hole;

[0026] 4. Cylinder regulator, 41. Cylinder body, 42. First piston, 43. Second piston, 44. Spring, 45. Adjusting rod;

[0027] 5. Locking device, 51. Locking seat, 52. Locking rod, 53. Locking tooth. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like used in the present invention to indicate the orientation or position relationship is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0030] like Figures 1 to 5 As shown, in a preferred embodiment of the present invention, an adaptive tire simulation bench comprises a base 1, a lifting cylinder 2 and a connector 3 for connecting a wheel hub bolt, the lifting cylinder 2 is vertically arranged on the base 1, the piston rod of the lifting cylinder 2 faces upward and is fixedly connected to the connector 3, the lifting cylinder 2 is provided with a cylinder regulator 4 for adjusting the air pressure in the lifting cylinder 2, the cylinder regulator 4 comprises a cylinder 41, a first piston 42, a second piston 43, a spring 44 and an adjusting rod 45, the cylinder 41 is communicated with the air cavity of the lifting cylinder 2, the first piston 42 and the second piston 43 are both slidably arranged in the cylinder 41, the first piston 42 is located on a side of the cylinder 41 close to the lifting cylinder 2, the second piston 43 is located on a side of the cylinder 41 away from the lifting cylinder 2, the spring 44 is arranged between the first piston 42 and the second piston 43, the adjusting rod 45 is threadedly connected to the end of the cylinder 41 away from the lifting cylinder 2, and the end of the adjusting rod 45 abuts on the second piston 43.

[0031] Before using the above-mentioned adaptive tire simulation bench to measure the chassis posture, the adaptive tire simulation bench needs to be calibrated and adjusted. During calibration and adjustment, according to the tire model, two different states of pressure are applied to the piston rod of the lifting cylinder 2 in turn, first applying the pressure of the tire bearing the whole vehicle in an unloaded state, and then applying the pressure of the tire bearing the whole vehicle in a fully loaded state; repeatedly operate the adjustment rod 45 to adjust the elastic force of the spring 44 so that the expansion and contraction changes of the piston rod of the lifting cylinder 2 under two different states of pressure are consistent with or close to the changes in the tire bearing radius; finally, mark the position of the adjustment rod 45 to complete the calibration. When chassis posture measurement is required, the tire simulation bench can be installed on the chassis suspension through the wheel hub bolts to replace the tire. Therefore, the whole vehicle with the tire replaced by the tire simulation bench is placed on the chassis posture measurement platform, and the whole vehicle is loaded (empty, half-loaded or fully loaded); at this time, the tire simulation bench has the characteristics of tire load changes, and can simulate the changes in tire load radius, so that the chassis posture reaches the required state for measurement, which can effectively avoid tire obstruction and accurately measure related points, thereby realizing effective monitoring and improving the quality of automobile research and development and trial production.

[0032] Exemplarily, the connector 3 includes a connection plate 31 fixedly connected to the piston rod of the lifting cylinder 2, and the connection plate 31 is evenly distributed along its circumferential direction with a plurality of first connection holes 311 for connecting the hub bolts. Thus, by utilizing the positional pairing relationship between the first connection holes 311 and the hub bolts on the chassis suspension, the tire simulation rig can be quickly installed on the chassis suspension. Furthermore, in order to enable the first connection hole 311 to be able to adapt to the positional installation of the hub bolts of tires of various sizes, the first connection hole 311 can be designed as a waist-shaped hole, which extends radially along the connection plate 31.

[0033] Exemplarily, there is a clearance fit between the hub bolt and the first connection hole 311, so the existence of the clearance causes the hub bolt to be displaced after the vehicle is loaded, affecting the measurement accuracy. Therefore, in order to control the clearance, the connector 3 also includes an adjustment disk 32 rotatably connected to the connection disk 31, and the adjustment disk 32 is provided with a plurality of second connection holes 321 for connecting the hub bolts evenly distributed along its circumferential direction, and the plurality of first connection holes 311 and the plurality of second connection holes 321 are in one-to-one correspondence. Among them, the second connection hole 321 is an involute hole, and the involute hole is gradually curved or extends in a straight line along the radial and circumferential directions of the adjustment disk 32. Thus, by rotating the adjustment disk 32, a junction hole is formed between the first connection hole 311 and the second connection hole 321. On the one hand, the junction hole can be installed in a position adaptive to various sizes of tire hub bolts, and on the other hand, it can control the matching clearance between it and the hub bolt, so that the connection structure of the hub bolt of the connector 3 is more reliable, and the measurement accuracy is further improved.

[0034] For example, among two adjacent first connection holes 311, the outer end hole position of one first connection hole 311 is opposite to the outer end hole position of the second connection hole 321, and the inner end hole position of the other first connection hole 311 is opposite to the inner end hole position of the same second connection hole 321. Such a design can connect two points with one hole, and has a wider range of applications.

[0035] Of course, in other optional embodiments, the first connecting hole 311 can be a gradually opening hole, which gradually bends or extends in a straight line along the radial and circumferential directions of the connecting disk 31; the second connecting hole 321 can be a waist-shaped hole, which extends along the radial direction of the adjusting disk 32; among two adjacent second connecting holes 321, the outer end hole position of one second connecting hole 321 is opposite to the outer end hole position of the first connecting hole 311, and the inner end hole position of the other second connecting hole 321 is opposite to the inner end hole position of the same first connecting hole 311.

[0036] Exemplarily, in order to ensure that the intersection holes formed between the first connection hole 311 and the second connection hole 321 are evenly distributed, the adjustment disk 32 is coaxially connected to the connection disk 31. In specific implementation, a boss 312 is provided at the center of the connection disk 31, and a through hole 322 rotatably matched with the boss 312 is provided at the center of the adjustment disk 32.

[0037] Exemplarily, the connection disk 31 and the adjustment disk 32 are fixed by a locker 5. In specific implementation, the locker 5 includes a locking seat 51, a locking rod 52 and a locking tooth 53 formed on the outer periphery of the adjustment disk 32, the locking seat 51 is fixed on the outer periphery of the connection disk 31, the locking rod 52 is threadedly connected to the locking seat 51, and the end of the locking rod 52 is clamped on the locking tooth 53. Therefore, when the intersection hole formed by the first connection hole 311 and the second connection hole 321 is matched with the wheel hub bolt, the connection disk 31 and the adjustment disk 32 are fixed as a whole by the locker 5, that is, the state of the current intersection hole is locked, which effectively prevents the wheel hub bolt from being displaced after the whole vehicle is loaded and affects the measurement accuracy.

[0038] In the description of the present invention, it should be understood that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" used in the present invention should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0039] The above disclosure is only a preferred embodiment of the present invention, which certainly cannot be used to limit the scope of rights of the present invention. Therefore, equivalent changes made according to the scope of the patent application of the present invention are still within the scope covered by the present invention.

Claims

1. An adaptive tire simulation test bench, characterized in that: The invention comprises a base, a lifting cylinder and a connector for connecting a wheel hub bolt, wherein the lifting cylinder is vertically arranged on the base, the piston rod of the lifting cylinder faces upward and is fixedly connected to the connector, the lifting cylinder is provided with a cylinder regulator for adjusting the air pressure in the lifting cylinder, the cylinder regulator comprises a cylinder body, a first piston, a second piston, a spring and an adjusting rod, the cylinder body is communicated with the air cavity of the lifting cylinder, the first piston and the second piston are both slidably arranged in the cylinder body, the first piston is located on a side of the cylinder body close to the lifting cylinder, the second piston is located on a side of the cylinder body away from the lifting cylinder, the spring is arranged between the first piston and the second piston, the adjusting rod is threadedly connected to an end of the cylinder body away from the lifting cylinder, and the end of the adjusting rod abuts against the second piston; the adjusting rod is used to adjust the elastic force of the spring so that the expansion and contraction variation of the piston rod of the lifting cylinder in the tire pressure of the whole vehicle in the unloaded state and the tire pressure of the whole vehicle in the fully loaded state corresponds to the variation of the tire load radius.

2. The adaptive tire simulation test bench according to claim 1, characterized in that: The connector comprises a connection plate fixedly connected to the piston rod of the lifting cylinder, and a plurality of first connection holes for connecting wheel hub bolts are evenly distributed along the circumferential direction of the connection plate.

3. The adaptive tire simulation test bench according to claim 2, characterized in that: The connector also includes an adjusting disk rotatably connected to the connecting disk, and the adjusting disk is provided with a plurality of second connecting holes for connecting hub bolts evenly distributed along its circumferential direction, and the plurality of first connecting holes are connected to the plurality of second connecting holes in a one-to-one correspondence.

4. The adaptive tire simulation test bench according to claim 3, characterized in that: The first connecting hole is a waist-shaped hole, and the waist-shaped hole extends along the radial direction of the connecting disk; the second connecting hole is an involute hole, and the involute hole gradually bends or extends in a straight line along the radial direction and circumferential direction of the adjusting disk.

5. The adaptive tire simulation test bench according to claim 4, characterized in that: Among two adjacent first connection holes, the outer end hole position of one first connection hole is opposite to the outer end hole position of the second connection hole, and the inner end hole position of the other first connection hole is opposite to the inner end hole position of the same second connection hole.

6. The adaptive tire simulation test bench according to claim 3, characterized in that: The first connecting hole is an involute hole, which is gradually curved or extends in a straight line along the radial direction and circumferential direction of the connecting disk; the second connecting hole is a waist-shaped hole, which extends along the radial direction of the adjusting disk.

7. The adaptive tire simulation test bench according to claim 6, characterized in that: Among two adjacent second connection holes, the outer end hole position of one second connection hole is opposite to the outer end hole position of the first connection hole, and the inner end hole position of the other second connection hole is opposite to the inner end hole position of the same first connection hole.

8. The adaptive tire simulation test bench according to claim 3, characterized in that: A boss is provided at the center of the connecting disk, and a through hole rotatably matched with the boss is provided at the center of the adjusting disk.

9. The adaptive tire simulation test bench according to any one of claims 3 to 8, characterized in that: The connecting disk and the adjusting disk are fixed via a lock.

10. The adaptive tire simulation test bench according to claim 9, characterized in that: The locker includes a locking seat, a locking rod and a locking tooth formed on the outer periphery of the adjusting disk, the locking seat is fixed to the outer periphery of the connecting disk, the locking rod is threadedly connected to the locking seat, and the end of the locking rod is clamped on the locking tooth.

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