A K&C test tooling and method for testing vehicles equipped with hot melt tires

Abstract

The present application discloses a K&C test tooling and method for testing a vehicle equipped with hot-melt tires, relating to the technical field of K&C tests. It includes blowing air into the heat-insulating tire cover to heat the air inside the heat-insulating tire cover, blowing air into the second ventilation hole until the temperatures of the air inside the heat-insulating tire cover and the lower friction disc reach their respective preset temperatures, and then conducting the K&C test. Stop heating the air inside the heat-insulating tire cover. When the temperature of the air inside the heat-insulating tire cover drops to the first low-temperature threshold, stop blowing air into the heat-insulating tire cover. When the temperature of the air inside the heat-insulating tire cover continues to drop to the second low-temperature threshold, stop blowing air into the second ventilation hole. The present application can accurately simulate the K&C characteristics of a vehicle loaded with hot-melt tires when driving on an actual road, facilitate the dynamic performance simulation, analysis and optimization of such vehicles, and can avoid the influence of high-temperature heat sources on the precision of devices, improving the accuracy of test data.

Description

Technical Field

[0001] This application relates to the technical field of K&C test, and particularly to a K&C test tooling and method for testing vehicles equipped with hot melt tires. Background Art

[0002] If classified by operating temperature, there are currently three types of automobile tires: normal temperature tires, semi-hot melt tires, and hot melt tires. The vast majority of non-aggressive driving vehicles are equipped with normal temperature tires, while semi-hot melt tires and hot melt tires are used for aggressive driving. Ordinary cars are basically equipped with normal temperature tires.

[0003] A hot melt tire refers to a tire whose tread temperature rises during use and causes the tire to melt into a gel state when rubbing against the road surface. In this state, the hot melt tire can provide excellent grip for the vehicle. However, its disadvantage is also obvious. In the melted state, the tire wears very quickly. Due to the characteristics of hot melt tires, such tires are not used on ordinary vehicles because they are not suitable for driving on ordinary roads. Hot melt tires are mostly used in situations where high grip is required and cost is not a major consideration, such as in track racing.

[0004] A tire that is in a melted or gel state on the surface at a certain temperature is a hot melt tire. When an automobile tire rubs against the ground, heat will definitely be generated. However, due to the different material formulations of each brand and model of tire, their melting temperatures are also different. The melting temperature of a hot melt tire is relatively low. After a slightly aggressive driving, the tread will melt due to heat, resulting in a phenomenon commonly known as delamination.

[0005] The melting temperature of semi-hot melt tires is higher than that of full-hot melt tires. The melting temperature of full-hot melt tires is generally between 80°C and 90°C, usually not exceeding 100°C. The melting temperature of semi-hot melt tires is generally between 100°C and 140°C. Generally speaking, it is related to the wear resistance index of the tire. The higher the wear resistance index, the higher the melting temperature. Generally, tires with a wear resistance index below 100 are full-hot melt tires, and their corresponding melting temperatures are below 100°C. The wear resistance index of semi-hot melt tires is between 100 and 240, and their corresponding melting temperatures are between 100°C and 140°C.

[0006] The so-called semi-slick tires actually refer to products that are more sporty than ordinary tires and have the characteristic that the tread of a slick tire softens when it reaches the working temperature, generating a very high viscosity, thereby improving the grip. The lower self-weight and aspect ratio of semi-slick tires can improve the wheel sensitivity and the tire contact area with the ground. The harder tire sidewalls can ensure less deformation of the tires during intense driving, while more tread blocks and fewer drainage grooves directly increase the tire contact area with the ground. Such tires incorporate high-tech materials such as Kevlar (the main material of modern bulletproof vests) during manufacturing, strengthening the tire sidewall hardness while reducing the self-weight and improving the tire supportiveness. The more advanced tread design compared to ordinary tires can reduce the tread pattern, achieving a drainage effect similar to that of ordinary tires. Larger tread blocks increase the actual contact area between the tread and the road surface during driving, reducing the deformation of the tread during driving. Coupled with harder tire sidewalls and a lower aspect ratio, the driver can obtain road surface information more directly and quickly, making the handling feel more refined.

[0007] As the demand for the sports characteristics of cars among more and more users increases, a small number of sports enthusiasts in the market have begun to install semi-slick tires on sports cars. Through the friction between the semi-slick tires and the road surface during driving, the temperature of the tread increases, causing the tire to melt into a gel state, generating a very high viscosity, thereby improving the grip.

[0008] For racing cars equipped with slick tires, they need to drive on the track before the official race. Through the friction between the tires and the road surface, the temperature of the tread increases, causing the tire to melt into a gel state, and then the official race can be carried out.

[0009] Whether it is semi-slick tires or slick tires, after driving on the road surface, the tires need to generate heat through friction with the road surface to enter the working state.

[0010] The K&C test bench, as an essential tool for chassis development, has provided great help for chassis development, but it mainly focuses on the development of civilian vehicles and is used to test the K&C characteristics of vehicles. Among them, the K characteristic refers to the suspension geometric kinematics characteristics (kinematics), and the C characteristic refers to the suspension elastic kinematics characteristics (compliance). Civilian vehicles are equipped with normal-temperature tires and do not require heating by driving on the road surface. Therefore, the design of the K&C test bench is to clamp the vehicle on the conventional friction disc of the test bench main body. The vehicle tires contact the conventional friction disc, the vehicle does not move (the wheels do not rotate), and the test bench moves (the road surface moves), while the actual situation of the vehicle is that the road surface does not move and the vehicle moves. The K&C test bench simulates the motion and force conditions of a real vehicle on the road surface. Since the wheels do not rotate, the test bench cannot rotate around the wheels either, so there is no action of grinding the tires to increase the temperature, and thus the K&C characteristic test of the slick tires during operation cannot be carried out. Summary of the Invention

[0011] Aiming at the defects existing in the prior art, the purpose of this application is to provide a K&C test tooling and method for testing vehicles equipped with hot-melt tires, which can perform K&C characteristic tests on hot-melt tires.

[0012] To achieve the above object, the technical solution adopted is:

[0013] A K&C test tooling for testing vehicles equipped with hot-melt tires, including a K&C test tooling for testing vehicles equipped with hot-melt tires, on which a friction disc mounting position is provided; the K&C test tooling further includes:

[0014] An upper friction disc, which is arranged at the friction disc mounting position, the upper surface of the upper friction disc is provided with patterns with a preset friction coefficient, and the inside of the upper friction disc is provided with first ventilation holes communicating with the inside of the heat insulation tire cover;

[0015] A heat insulation tire cover, both sides of which are respectively provided with connectors for connecting the outer side of the rim, and both ends of which are respectively connected to both sides of the upper friction disc;

[0016] A heating control component, which is arranged inside the heat insulation tire cover and is used to control the air circulation and air heating inside the heat insulation tire cover to adjust the air temperature inside the heat insulation tire cover;

[0017] A lower friction disc, which is arranged at the friction disc mounting position and is located below the upper friction disc, and the inside of the lower friction disc is provided with second ventilation holes;

[0018] A cooling ventilation component, which is used to control the air circulation inside the second ventilation holes to adjust the temperature of the lower friction disc.

[0019] In some embodiments, the K&C test tooling further includes:

[0020] A heat insulation pad, which is arranged between the upper friction disc and the lower friction disc.

[0021] In some embodiments, the upper friction disc is made of an aluminum-magnesium alloy metal disc;

[0022] The upper surface of the upper friction disc has patterns with various friction coefficients.

[0023] In some embodiments, the heat insulation tire cover includes a fireproof asbestos layer, an aluminum foil layer, a high-temperature resistant foam, and a nylon cloth from the inside out;

[0024] The thickness of the fireproof asbestos layer is 2 mm, the thickness of the aluminum foil layer is 0.05 mm, the thickness of the high-temperature resistant foam is 2 mm, and the thickness of the nylon cloth is 1 mm.

[0025] In some embodiments, the first ventilation holes in the upper friction disc are horizontally arranged and the number is multiple;

[0026] The second ventilation holes in the lower friction disc are horizontally arranged and there are multiple of them;

[0027] The air inlet direction of the first ventilation hole is opposite to that of the second ventilation hole.

[0028] In some embodiments, the heating control assembly includes:

[0029] A first temperature sensor, which is arranged on the inner wall of the heat-insulating tire cover and is used to detect the air temperature inside the heat-insulating tire cover; the number of the temperature sensors is four, and they are evenly distributed on the inner wall of the heat-insulating tire cover;

[0030] A heating wire, which is arranged on the inner wall of the heat-insulating tire cover and is used to heat the air inside the heat-insulating tire cover; the number of the heating wires is four, and they are evenly distributed on the inner wall of the heat-insulating tire cover;

[0031] A first blower, whose air inlet and outlet are communicated with the inside of the heat-insulating tire cover, and whose air inlet and outlet face the first ventilation hole, and is used to blow air into and suck air out of the inside of the heat-insulating tire cover;

[0032] A first controller, which is respectively connected to the temperature sensor, the heating wire, and the first blower, and is used to control the opening and closing of the heating wire and the air inlet and outlet volume of the first blower according to the first temperature data collected by the temperature sensor, so as to control the heating of the air inside the heat-insulating tire cover and keep it at a corresponding preset temperature.

[0033] In some embodiments, the cooling and ventilation assembly includes:

[0034] A second temperature sensor, which is used to detect the temperature of the lower friction disc;

[0035] A second blower, which is used to blow air into the second ventilation holes of the lower friction disc;

[0036] A second controller, which is connected to the second temperature sensor and the second blower, and is used to control the air inlet and outlet volume of the second blower according to the second temperature data collected by the second temperature sensor, so as to control the lower friction disc to keep at a corresponding preset temperature.

[0037] In some embodiments, the K&C test tooling further includes:

[0038] A normal temperature air source, which is arranged below the K&C test tooling and is used to blow air from below the tire to above the tire and to the outside of the tire.

[0039] A K&C test method for testing a vehicle equipped with hot melt tires, based on the K&C test tooling for testing a vehicle equipped with hot melt tires, the K&C test method includes:

[0040] Blow air into the heat-insulating tire cover to heat the air inside the heat-insulating tire cover, blow air into the second vent hole until the temperatures of the air inside the heat-insulating tire cover and the lower friction disc reach their respective preset temperatures, and perform a K&C test;

[0041] Stop heating the air inside the insulated tire cover. When the air temperature inside the insulated tire cover drops to a first low temperature threshold, stop blowing air into the insulated tire cover. When the air temperature inside the insulated tire cover continues to drop to a second low temperature threshold, stop blowing air into the second vent.

[0042] In some embodiments, when the air inside the heat-insulating tire cover is heated, the heating rate of the air inside the heat-insulating tire cover is controlled at a rate of 10° C. per minute, and the air temperature difference at various locations inside the heat-insulating tire cover is controlled to be less than 5° C.

[0043] The beneficial effects brought about by the technical solution provided in the present application include: the upper friction disc and the heat-insulating tire cover form a sealed space, which can accommodate different hot-melt tires. The air inside the heat-insulating tire cover is heated by the heating control component, and then the hot-melt tire is heated. After that, the K&C test can be carried out to accurately simulate the K&C characteristics of a vehicle loaded with hot-melt tires when driving on an actual road, which is convenient for the simulation, analysis and optimization of the dynamic performance of such vehicles, and is beneficial to the later design and development of the vehicle.

[0044] The lower friction disc is cooled by the cooling ventilation assembly to prevent the heat of the upper friction disc from being transferred to other precision parts of the K&C test fixture, thus avoiding affecting the precision of the device and improving the accuracy of the test data. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 The figure is a schematic diagram of the structure of the K&C test tooling used for testing vehicles equipped with hot melt tires in an embodiment of the present invention.

[0046] Figure 2 1 is a cross-sectional view of a heat-insulating tire cover and a tire in an embodiment of the present invention.

[0047] Reference numerals:

[0048] 1-upper friction disc; 2-lower friction disc; 3-heat-insulating tire cover; 4-wheel rim; 5-first air vent; 6-second air vent; 7-heating wire; 8-first blower; 9-second blower; 10-zipper. DETAILED DESCRIPTION

[0049] The present application is further described in detail below with reference to the accompanying drawings and embodiments.

[0050] like Figure 1As shown in the figure, an embodiment of the present invention provides a K&C test tooling for testing a vehicle equipped with hot melt tires. The existing main body of the K&C test tooling is adopted, and a friction disc mounting position is provided on the main body. A lower friction disc 2 and an upper friction disc 1 are mounted on the friction disc mounting position from bottom to top. Among them, a second ventilation hole 6 is provided inside the lower friction disc 2. The cooling ventilation assembly controls the air circulation inside the second ventilation hole 6, and the temperature of the lower friction disc 2 can be adjusted by blowing air on the lower friction disc 2 and the second ventilation hole 6. The upper surface of the upper friction disc 1 is provided with patterns with a preset friction coefficient for contacting the hot melt tire. A first ventilation hole 5 communicating with the inside of the heat insulation tire cover 3 is provided inside the upper friction disc 1. Connecting pieces for connecting the outside of the wheel rim 4 are respectively provided on both sides of the heat insulation tire cover 3, and both ends thereof are respectively connected to both sides of the upper friction disc 1. The heat insulation tire cover 3, the tire wheel rim 4, and the upper friction disc 1 form a sealed space. The heating control assembly is arranged inside the heat insulation tire cover 3 and is used to control the air circulation and air heating inside the heat insulation tire cover 3 to adjust the air temperature inside the heat insulation tire cover 3.

[0051] In this embodiment, after starting the K&C test tooling, it is first judged whether heating operation is required. The judgment criterion can be collecting the air temperature inside the heat insulation tire cover 3. If it is judged that heating operation is required, the order of starting the heating operation is to start the first blower 8, start the heating wire 7, and start the second blower 9. During this process, the air temperature is monitored in real time through the first temperature sensor. The air temperature is the same as the tire temperature. If it is overheated, air can be extracted from the inside of the heat insulation tire cover 3 to the external environment through the first blower 8, that is, the air volume of the first blower 8 is increased. When the air temperature inside the heat insulation tire cover 3 reaches the temperature required for the K&C test, maintain this temperature and conduct the K&C test to obtain the K&C test data.

[0052] If it is judged that the heating operation needs to be turned off, the judgment criterion can be the end of the K&C test. If it is judged that the heating operation needs to be turned off, the order of turning off the heating operation is to turn off the heating wire 7, turn off the first blower 8, and turn off the second blower 9.

[0053] The upper friction disc 1 and the heat insulation tire cover 3 form a sealed space, and different hot melt tires can be accommodated inside. The air inside the heat insulation tire cover 3 is heated through the heating control assembly, and then the hot melt tire is heated. After that, the K&C test is carried out, and the K&C characteristics of the vehicle loaded with hot melt tires when driving on the actual road can be accurately simulated, which is convenient for the dynamic performance simulation, analysis and optimization of such vehicles and is beneficial to the later design and development of the vehicle.

[0054] The lower friction disc 2 is cooled through the cooling ventilation assembly, thereby preventing the heat of the upper friction disc 1 from being conducted to other precision components of the K&C test tooling, avoiding affecting the precision of the device, and improving the accuracy of the test data.

[0055] Using the above K&C test tooling can truly simulate and measure the K&C test of a sports vehicle (racing car) equipped with hot-melt tires, and obtain K&C test data. The K&C characteristic data of the suspension is used to provide accurate data input for the establishment of a vehicle dynamics model (such as simulation software specifically for vehicle dynamics), so as to conduct dynamic performance simulation, analysis and optimization, provide data reference for chassis (tire) problems, provide data support for chassis tuning, accumulate a sufficient K&C characteristic database, be able to find the law of how K&C characteristics affect chassis performance, and facilitate the rapid development of new sports vehicles (racing cars).

[0056] Using the above K&C test tooling can provide the ability to undertake external racing car K&C tests. It can measure and compare the K&C characteristics of two or more vehicles, and find the answer to the cause of performance differences. It can refer to the K&C characteristics of competing cars to provide a basis and guidance for the suspension design and performance optimization of new cars.

[0057] Furthermore, as Figure 2 shown, the upper arc is the cross-section of the heat-insulating tire cover 3, and the lower arc is the cross-section of the tire. The A and B squares are soft rubber magnet strips. The two magnet strips A and B attract each other, so that the two magnetic strips A and B of the heat-insulating tire cover 3 are adsorbed on the outermost edge of the wheel rim 4 (the intersection of the upper and lower arcs). At this time, the moon-shaped area formed by the upper and lower arcs is the cross-sectional view of a relatively airtight heating cycle area. The above-mentioned wheel cover size should meet the general requirements for installing common different models of tires.

[0058] The heat-insulating tire cover 3 is composed of two tire covers. The joint is joined together by a zipper 10 for the left and right soft wheel covers. The two tire covers are connected to the upper friction disc 1 by bolts, so that the upper friction disc 1 and the heat-insulating tire cover 3 form an integral body.

[0059] In a preferred embodiment, the above K&C test tooling further includes a heat-insulating pad, which is arranged between the upper friction disc 1 and the lower friction disc 2.

[0060] In this embodiment, since the existing K&C test tooling cannot conduct the K&C test when the hot-melt tire is working, it is necessary to solve the problem of heating the hot-melt tire on the K&C test bench so that its temperature is the same as the real temperature. In addition, generally, a K&C test takes several days to complete. Therefore, not only does the modified K&C test tooling need to be able to heat, but also be able to maintain a constant temperature for a long time. Finally, it is also necessary to avoid and eliminate the influence of the high-temperature heat source after heating the tire on the surrounding equipment and vehicles. Because the K&C angle platform in contact with the tire is filled with countless high-precision force, torque, displacement and other sensors. High temperature will cause fatal damage to its accuracy and life.

[0061] Since it is necessary to heat the upper friction disc 1 and the hot melt tire to be tested, the high-temperature heat source may affect the surrounding equipment and vehicles. Especially to avoid the high temperature from being transmitted to other precision components of the K&C test fixture, one measure is to set an insulating pad between the upper friction disc 1 and the lower friction disc 2, so as to prevent the lower friction disc 2 from heating up beyond its corresponding preset temperature. Another measure is not to set an insulating pad, but to increase the cooling power of the cooling ventilation component on the lower friction disc 2 or additionally install other cooling devices, so as to prevent the lower friction disc 2 from heating up beyond its corresponding preset temperature.

[0062] In a preferred embodiment, the above-mentioned upper friction disc 1 is made of an aluminum-magnesium alloy metal disc. The upper surface of the above-mentioned upper friction disc 1 has patterns with various friction coefficients.

[0063] In this embodiment, the top layer of the upper friction disc 1 is an aluminum-magnesium alloy metal disc with special patterns. The function of the special patterns is to simulate the rough racing track surface and ensure that its friction coefficient is 1.2. A first ventilation hole 5 is designed on the lower layer of the upper friction disc 1. The first ventilation hole 5 is characterized by ensuring sufficient air volume, uniform heat conduction, and sufficient and uniform stiffness, while also considering reducing the noise caused by the wind speed.

[0064] In a preferred embodiment, the above-mentioned heat-insulating tire cover 3 includes a fireproof asbestos layer, an aluminum foil layer, a high-temperature resistant foam, and a nylon cloth from the inside out. The thickness of the above-mentioned fireproof asbestos layer is 2 mm, the thickness of the above-mentioned aluminum foil layer is 0.05 mm, the thickness of the above-mentioned high-temperature resistant foam is 2 mm, and the thickness of the above-mentioned nylon cloth is 1 mm.

[0065] In this embodiment, the outermost layer of the heat-insulating tire cover 3 uses a 1-mm-thick nylon cloth as the base material. A 2-mm-thick high-temperature resistant foam is coated on the inner layer of the nylon cloth base material as the second layer. A 0.05-mm-thick aluminum foil is coated on the foam as the third layer. The nylon cloth is soft, strong, and airtight. The high-temperature resistant foam plays a role in isolating heat transfer and heat preservation. The aluminum foil plays a role in heat insulation and heat reflection. A 2-mm-thick fireproof asbestos layer is covered on the aluminum foil layer, and the following electric heating wire 7 is arranged on the fireproof asbestos layer.

[0066] In a preferred embodiment, the first ventilation holes 5 in the above-mentioned upper friction disc are horizontally arranged and the number is multiple.

[0067] The second ventilation holes 6 in the above-mentioned lower friction disc are horizontally arranged and the number is multiple.

[0068] The air inlet direction of the above-mentioned first ventilation holes 5 is opposite to the air inlet direction of the above-mentioned second ventilation holes 6.

[0069] In this embodiment, the first ventilation hole 5 and the second ventilation hole 6 are horizontally arranged, which is conducive to air circulation. The number of the first ventilation hole 5 and the second ventilation hole 6 can be determined according to the air volume requirement, heat conduction, and stiffness requirement. The following first blower 8 and the following second blower 9 are respectively arranged on both sides of the two ventilation holes to increase the air circulation rate near the upper friction disc 1 and the lower friction disc 2 and improve the temperature control efficiency.

[0070] In a preferred embodiment, the heating control assembly includes a first temperature sensor, a heating wire 7, a first blower 8, and a first controller. The first controller is respectively connected to the temperature sensor, the heating wire 7, and the first blower 8. The first temperature sensor is arranged on the inner wall of the heat-insulating tire cover 3 for detecting the air temperature inside the heat-insulating tire cover 3. The heating wire 7 is arranged on the inner wall of the heat-insulating tire cover 3 for heating the air inside the heat-insulating tire cover 3. The air inlet and outlet of the first blower 8 are communicated with the inside of the heat-insulating tire cover 3, and its air inlet and outlet face the first ventilation hole for blowing air into and sucking air out of the heat-insulating tire cover 3. The first controller is used to control the opening and closing of the heating wire 7 and the air inflow and outflow volume of the first blower 8 according to the first temperature data collected by the temperature sensor, so as to control the heating of the air inside the heat-insulating tire cover 3 and keep it at a corresponding preset temperature.

[0071] In this embodiment, the heating wire 7 is laid on the fireproof asbestos layer. The heating wire 7 is controlled by the first controller and adjusted according to the first temperature data detected by the first temperature sensor laid in the system. The heating wire 7 is preferably a flexible heating tape.

[0072] Furthermore, the uniformly distributed heating wires 7 are divided into more than 4 places to form separate circuits alone, and the heating wires 7 can be adjusted separately by zones. Each heating wire 7 is controlled by a Variac, and the Variac is adjusted to provide a temperature increase of 10 °C per minute. The power of the heating wire 7 can adjust the temperature range inside the heat-insulating tire cover 3 from 0 to 150 °C.

[0073] The first blower 8 is used for the air circulation on the tire surface to make the tire heat more evenly. At the same time, when it is detected that the temperature is too high, the first blower 8 opens the valve to the outside, and the first blower 8 blows in the external cold air to cool the tire. When the temperature drops to the required temperature, the valve to the outside is closed. The air inflow volume of the first blower 8 can inflate the heat-insulating tire cover 3 to form a cavity between the heat-insulating tire cover 3 and the tire. In this way, there is a uniform gap between the heating wire 7 and the tire, and the air in the cavity can flow and circulate to avoid local overheating and make the tire heat evenly.

[0074] The first temperature sensors inside the tire cover are distributed directly above the tire, directly in front of the tire, directly behind the tire, at the exact center of the upper friction disc 1, and at four positions 5 cm in front, behind, left, and right of the exact center of the upper friction disc 1. The temperatures collected by the eight first temperature sensors vary by less than 5 °C. If the difference exceeds the limit, the first controller will give a prompt.

[0075] In a preferred embodiment, the above cooling and ventilation assembly includes a second temperature sensor, a second blower 9, and a second controller. The second controller is connected to the second temperature sensor and the second blower 9. The second temperature sensor is used to detect the temperature of the lower friction disc 2. The second blower 9 is used to blow air into the second air vent holes of the lower friction disc 2. The second controller is used to control the air inflow and outflow of the second blower 9 according to the second temperature data collected by the second temperature sensor, so as to control the lower friction disc 2 to maintain at a corresponding preset temperature.

[0076] In this embodiment, the upper friction disc 1 and the lower friction disc 2 are connected by bolts evenly distributed around the circumference. The overall thickness of the upper friction disc 1 and the lower friction disc 2 after connection is within 2 cm. Remove the original conventional friction disc on the corner platform of the K&C test bench, and install the overall friction disc after connecting the upper friction disc 1 and the lower friction disc 2 on the corner platform of the K&C test bench.

[0077] Furthermore, the diameter and mounting hole positions of the overall friction disc after connecting the upper friction disc 1 and the lower friction disc 2 are the same as those of the original friction disc. The first difference is that the surface texture of the upper friction disc 1 is different and has a greater friction coefficient. The second difference is that it is divided into an upper and a lower disc. The third difference is that there is a heat insulation layer in the middle. The fourth difference is that both friction discs are provided with air vent holes.

[0078] The first controller and the second controller can be integrally designed into a comprehensive controller, which can pre-store the preset temperatures of the upper friction disc 1 and the lower friction disc 2 respectively and other temperature control parameters involved in the adjustment. For example, it can be set according to different racetracks, different races, and different tire models, and can be directly called when conducting the same working condition test next time.

[0079] Furthermore, because the road surfaces of racetracks are different, the surface texture of the upper friction disc 1 related to this parameter can also be associated and bound with the temperature control parameters.

[0080] In a preferred embodiment, the above K&C test tooling further includes a normal temperature air source, which is arranged below the K&C test tooling and is used to blow air from below the tire to above the tire and to the outside of the tire.

[0081] In this embodiment, to avoid the problem of poor sealing of the heat insulation tire cover 3, resulting in leakage of a small amount of high-temperature heat sources, a normal temperature air source is placed under the vehicle to blow from the inner side and the lower part of the tire under the vehicle to the outside and the upper part of the tire, taking away the leaked high-temperature heat sources.

[0082] An embodiment of the present invention also provides a K&C test method for testing a vehicle equipped with hot-melt tires, including:

[0083] Blow air into the heat-insulating tire cover 3 to heat the air inside the heat-insulating tire cover 3, and blow air into the second ventilation hole 6 until the temperatures of the air inside the heat-insulating tire cover 3 and the lower friction disc 2 reach their respective preset temperatures, and then conduct the K&C test.

[0084] Stop heating the air inside the heat-insulating tire cover 3. When the temperature of the air inside the heat-insulating tire cover 3 drops to the first low-temperature threshold, stop blowing air into the heat-insulating tire cover 3. When the temperature of the air inside the heat-insulating tire cover 3 continues to drop to the second low-temperature threshold, stop blowing air into the second ventilation hole 6.

[0085] In this embodiment, the above K&C test tooling is composed of two circulating systems as a whole. One is a heating and constant-heat closed circulating system composed of the heat-insulating tire cover 3, the first temperature sensor, the heating wire 7, the first blower 8, the upper friction disc 1, the first ventilation hole 5, and the first controller. The other is a cooling circulating system composed of the second temperature sensor, the second blower 9, the lower friction disc 2, the second ventilation hole, and the second controller.

[0086] The heating and constant-heat closed circulation solves the problem of heating the hot-melt tires on the K&C test tooling, making its temperature the same as the real temperature on the road and stable. At the same time, it is necessary to avoid and eliminate the influence of the high-temperature heat source after heating the tires on the surrounding equipment and vehicles. The cooling circulating system avoids and eliminates the influence of the high-temperature heat source after heating the tires on the surrounding equipment and vehicles.

[0087] After starting the K&C test tooling, first judge whether heating operation is required. The judgment criterion can be to collect the temperature of the air inside the heat-insulating tire cover 3. If it is judged that heating operation is required, the order of starting the heating operation is to start the first blower 8, start the heating wire 7, and start the second blower 9. During this process, the air temperature is monitored in real time through the first temperature sensor. The air temperature is the same as the tire temperature. If it is overheated, air can be extracted from the inside of the heat-insulating tire cover 3 to the external environment through the first blower 8, that is, increase the air output of the first blower 8. When the temperature of the air inside the heat-insulating tire cover 3 reaches the temperature required for the K&C test, maintain this temperature and conduct the K&C test to obtain the K&C test data.

[0088] If it is judged that heating operation needs to be closed, the judgment criterion can be the end of the K&C test. If it is judged that heating operation needs to be closed, the order of closing the heating operation is to turn off the heating wire 7, turn off the first blower 8, and turn off the second blower 9.

[0089] Further, in the above control process, if the first blower 8 is not turned on, the heating wire 7 cannot be turned on. After turning off the heating wire 7, the condition for turning off the first blower 8 is that the heating wire 7 is completely turned off and the temperatures of all the first temperature sensors are below 40°C. The condition for turning off the second blower 9 is that the first blower 8 is turned off and the temperature of the first temperature sensor at the upper friction disc 1 is below 23°C.

[0090] In this embodiment, the K&C test method using the above K&C test tooling can truly simulate and measure the K&C test of a sports vehicle (racing car) equipped with hot-melt tires, and obtain K&C test data. The suspension K&C characteristic data is used to provide accurate data input for the establishment of a vehicle dynamics model (such as a simulation software specifically for vehicle dynamics), so as to conduct dynamic performance simulation, analysis and optimization, provide data reference for chassis (tire) problems, provide data support for chassis tuning, accumulate a sufficient K&C characteristic database, be able to find the law of how K&C characteristics affect chassis performance, and facilitate the rapid development of new sports vehicles (racing cars).

[0091] The K&C test method using the above K&C test tooling can provide the ability to undertake external racing car K&C tests. It can measure and compare the K&C characteristics of two or more vehicles, and find the answer to the cause of performance differences. It can refer to the K&C characteristics of competing cars and provide a basis and guidance for the suspension design and performance optimization of new cars.

[0092] This application is not limited to the above embodiments. For those of ordinary skill in the art of this technology, without departing from the principle of this application, several improvements and refinements can be made, and these improvements and refinements are also considered within the protection scope of this application.

Claims

1. A K&C test tooling for testing vehicles equipped with hot melt tires, wherein a friction disc mounting position is provided on the K&C test tooling; characterized in that, The K&C test tooling further includes: An upper friction disc, which is arranged at the friction disc mounting position. The upper surface of the upper friction disc is provided with patterns with a preset friction coefficient, and the inside of the upper friction disc is provided with first ventilation holes communicating with the inside of the heat insulation tire cover; A heat insulation tire cover, with connectors for connecting the outer side of the rim provided on both sides thereof, and both ends thereof are respectively connected to both sides of the upper friction disc; A heating control component, which is arranged inside the heat insulation tire cover and is used to control the air circulation and air heating inside the heat insulation tire cover to adjust the air temperature inside the heat insulation tire cover; A lower friction disc, which is arranged at the friction disc mounting position and is located below the upper friction disc. The inside of the lower friction disc is provided with second ventilation holes; A cooling ventilation component, which is used to control the air circulation inside the second ventilation holes to adjust the temperature of the lower friction disc; A heat insulation pad, which is arranged between the upper friction disc and the lower friction disc.

2. The K&C test tooling for testing vehicles equipped with hot melt tires according to claim 1, characterized in that, The upper friction disc is made of an aluminum-magnesium alloy metal disc; The upper surface of the upper friction disc has patterns with various friction coefficients.

3. The K&C test tooling for testing vehicles equipped with hot melt tires according to claim 1, characterized in that, The heat insulation tire cover includes a fireproof asbestos layer, an aluminum foil layer, a high-temperature resistant foam, and a nylon cloth from the inside out; The thickness of the fireproof asbestos layer is 2 mm, the thickness of the aluminum foil layer is 0.05 mm, the thickness of the high-temperature resistant foam is 2 mm, and the thickness of the nylon cloth is 1 mm.

4. The K&C test tooling for testing vehicles equipped with hot melt tires according to claim 1, characterized in that, The first ventilation holes in the upper friction disc are horizontally arranged and are multiple in number; The second ventilation holes in the lower friction disc are horizontally arranged and are multiple in number; The air inlet directions of the first ventilation holes and the second ventilation holes are opposite.

5. The K&C test tooling for testing vehicles equipped with hot melt tires according to claim 1, characterized in that, The heating control component includes: A first temperature sensor, which is arranged on the inner wall of the heat insulation tire cover and is used to detect the air temperature inside the heat insulation tire cover. The number of the temperature sensors is four, and they are evenly distributed on the inner wall of the heat insulation tire cover; Electric heating wires, which are arranged on the inner wall of the heat insulation tire cover and are used to heat the air inside the heat insulation tire cover. The number of the electric heating wires is four, and they are evenly distributed on the inner wall of the heat insulation tire cover; A first blower, whose air inlet and outlet are communicated with the inside of the heat insulation tire cover, and whose air inlet and outlet face the first ventilation holes, and is used to blow air into and suck air out of the heat insulation tire cover; A first controller, which is respectively connected to the temperature sensor, the electric heating wires, and the first blower, and is used to control the opening and closing of the electric heating wires and the air inlet and outlet air volume of the first blower according to the first temperature data collected by the temperature sensor, so as to control the internal air heating of the heat insulation tire cover and keep it at a corresponding preset temperature.

6. The K&C test tooling for testing vehicles equipped with hot melt tires according to claim 1, characterized in that, The cooling ventilation component includes: A second temperature sensor, which is used to detect the temperature of the lower friction disc; A second blower, which is used to blow air into the second ventilation holes of the lower friction disc; A second controller, which is connected to the second temperature sensor and the second blower, and is used to control the air inlet and outlet air volume of the second blower according to the second temperature data collected by the second temperature sensor, so as to control the lower friction disc to maintain at a corresponding preset temperature.

7. The K&C test tooling for testing vehicles equipped with hot melt tires according to claim 1, characterized in that, The K&C test tooling further includes: A normal temperature air source, which is arranged below the K&C test tooling and is used to blow air from below the tire to above the tire and to the outside of the tire.

8. A K&C test method for testing vehicles equipped with hot melt tires, characterized in that, Based on the K&C test tool for testing a vehicle equipped with hot melt tires according to claim 1, the K&C test method comprises: Blow air into the heat-insulating tire cover to heat the air inside the heat-insulating tire cover, blow air into the second vent hole until the temperatures of the air inside the heat-insulating tire cover and the lower friction disc reach their respective preset temperatures, and perform a K&C test; Stop heating the air inside the insulated tire cover. When the air temperature inside the insulated tire cover drops to a first low temperature threshold, stop blowing air into the insulated tire cover. When the air temperature inside the insulated tire cover continues to drop to a second low temperature threshold, stop blowing air into the second vent.

9. The K&C test method for testing a vehicle equipped with hot-melt tires as described in claim 8, wherein When the air inside the heat-insulating tire cover is heated, the temperature rise rate of the air inside the heat-insulating tire cover is controlled at a rate of 10° C. per minute, and the difference in air temperature at various locations inside the heat-insulating tire cover is controlled to be less than 5° C.

Images