Wheel pressure test sensor structure

Abstract

The application discloses a wheel pressure test sensor structure and relates to the technical field of detection equipment. The wheel pressure test sensor structure comprises a cushion block assembly and an elastic assembly. The cushion block assembly is provided with a placing groove on a first surface thereof, and the first surface is a contact surface of the cushion block assembly and a wheel. The elastic assembly is arranged in the placing groove, and a middle part of the elastic assembly is suspended and formed with a suspended surface opposite to a bottom wall of the placing groove. A resistance strain gauge is arranged on the suspended surface. The application is characterized in that the elastic assembly is designed in a bridge type, so that when a wheel rolls over the test sensor for testing, a test curve of the test sensor is a parabola with a smooth and slow rising and falling, which is different from the data with a steep rising and falling generated by a collision type test. The test data accuracy is better, and the bridge type design ensures that the wheel pressure can be fully loaded on the elastic assembly, so that the test is more accurate.

Description

Technical Field

[0001] This invention relates to the field of testing equipment technology, specifically to a wheel pressure testing sensor structure. Background Technology

[0002] Some large special equipment requires wheel pressure testing during design or production. Low wheel pressure can easily lead to rollover accidents. For example, cranes used for handling goods at docks pose a significant risk during use if their wheel pressure is too low during design. While there are various wheel pressure testing methods on the market, most have large errors. Patent publication number CN109323741A, entitled "A Wheel Pressure Testing Method for a Crane," discloses a wheel pressure testing device. Specifically, it uses spoke-type sensors on a pad, testing wheel pressure by the wheel rolling over the spoke-type sensors. This testing method results in a collision-type contact between the wheel and the spoke-type sensors (i.e., during the test, the force received by the spoke-type sensors increases and decreases sharply when the wheel rolls over them), increasing testing errors. Therefore, a wheel pressure testing sensor structure is proposed. Summary of the Invention

[0003] The purpose of this invention is to provide a wheel pressure test sensor structure to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a wheel pressure test sensor structure, comprising: a pad assembly and an elastic assembly; the pad assembly has a placement groove with an opening on its first surface, the first surface being the contact surface between the pad assembly and the wheel; the elastic assembly is mounted in the placement groove, and the middle part of the elastic assembly is suspended, forming a suspended surface opposite to the bottom wall of the placement groove, and a resistance strain gauge is disposed on the suspended surface; the surface of the elastic assembly opposite to the suspended surface is a bearing surface, and the length of the bearing surface along a first direction is sufficient to fully bear the wheel, the first direction being parallel to the forward direction of the wheel.

[0005] In a preferred embodiment of this technical solution, the pad assembly includes: a support portion, which is elongated and has a placement groove disposed on it; the top surface of the support portion is at the same height as the support surface along a second direction, the second direction being perpendicular to the first direction and perpendicular to the support surface.

[0006] In a preferred embodiment of this technical solution, the placement groove has steps formed on both sides along the third direction, the two ends of the elastic component are respectively placed on the steps, the bottom surface of the elastic component opposite to the top surface is provided with a protruding part, the resistance strain gauge is disposed on the protruding part, and multiple resistance strain gauges are provided, each of the resistance strain gauges is parallel to the first direction, and the third direction is perpendicular to the first direction and the second direction respectively.

[0007] In a preferred embodiment of this technical solution, the supporting part is provided with transition structures at both ends along the first direction. Each transition structure gradually increases in height from the first end to the second end along the first direction, wherein the first end of the transition structure is far away from the supporting part, and the second end is close to the supporting part.

[0008] In a preferred embodiment of this technical solution, the transition structure includes an arcuate portion and an inclined portion, wherein the arcuate portion, the inclined portion, and the bearing portion are integrally formed; the top surface of the arcuate portion along the second direction is an arcuate surface, the top surface of the inclined portion along the second direction is an inclined surface, and the top surface of the bearing portion along the second direction is a horizontal surface, wherein the arcuate surface is tangent to the inclined surface and the horizontal surface, respectively.

[0009] In a preferred embodiment of this technical solution, a limiting structure is further provided between the pad assembly and the elastic component, the limiting structure being able to prevent relative displacement between the pad assembly and the elastic component along the first direction.

[0010] In a preferred embodiment of this technical solution, the limiting structure includes: a limiting part disposed at the first end of the elastic component; a limiting groove formed on one of the steps, the limiting groove being adapted to the limiting part; the limiting part having a cylindrical structure, the axis of the limiting part extending along a third direction.

[0011] In a preferred embodiment of this technical solution, the second end of the elastic component is formed with an extension, and a measuring gap along the first direction is formed between the extension and the limiting groove.

[0012] In this preferred embodiment, the extension portion and the limiting portion have equal lengths along the first direction, and the length ratio of the extension portion to the suspended portion of the elastic component along the first direction is 1:6 to 1:2.

[0013] In a preferred embodiment of this technical solution, the pad assembly has bearing grooves on both sides of the placement groove parallel to the first direction. The highest height of the bottom surface of the bearing groove is lower than the height of the top surface of the elastic component, and the bearing groove covers the resistance strain gauge along the length of the first direction.

[0014] Compared with the prior art, the beneficial effects of the present invention are:

[0015] The wheel pressure test sensor structure, through the bridging design of the elastic component, makes the test curve a smooth and slow parabola rising and falling when the wheel runs over the test sensor. This is different from the data of sudden increase and decrease in force produced by collision test. Its test data is more accurate. Moreover, the bridging design ensures that the wheel pressure can be fully applied to the elastic component, making the test more accurate.

[0016] The design of the inclined and curved sections allows the wheel to travel smoothly along the inclined and curved surfaces to the top of the test sensor to complete the test. The arc-shaped design of the top surface of the curved section reduces the impact on the test sensor during the wheel's movement, thus improving measurement accuracy.

[0017] The design of the limiting structure can relatively fix the elastic component, ensuring that the elastic component will not move left or right during the wheel's movement (i.e., relative displacement with the pad block component along the first direction). Furthermore, the independent design of the elastic component forms a special cantilever structure, which ensures the linearity of the elastic component and improves the accuracy of pressure measurement.

[0018] Multiple resistance strain gauges at the bottom of the elastic component allow for the generation of multiple test data during testing. These data can be verified and compared with each other before the measured strain is converted into wheel pressure, ensuring more accurate and reliable test results.

[0019] By using a simply supported beam design for the elastic component, combined with the measurement gap, the elastic component can have some elongation space when subjected to wheel pressure, thereby reducing the impact on the test results caused by the contact between the two ends of the elastic component and the pad assembly. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a test performed using the wheel pressure test sensor structure provided by the present invention;

[0021] Figure 2 This is a perspective view of the present invention;

[0022] Figure 3 This is a cross-sectional view of the present invention;

[0023] Figure 4 This is a perspective view of the pad assembly proposed in this invention;

[0024] Figure 5 This is a cross-sectional view of the pad assembly proposed in this invention;

[0025] Figure 6 This is a perspective view of the elastic component proposed in this invention;

[0026] Figure 7 This is a bottom view of the elastic component proposed in this invention;

[0027] Figure 8 This is a side view of the elastic component proposed in this invention.

[0028] In the diagram: 1. Track; 2. Test sensor; 21. Pad assembly; 211. Bearing part; 212. Curved part; 213. Inclined part; 214. Limiting groove; 215. Bearing groove; 216. Curved surface; 217. Inclined surface; 22. Placement groove; 23. Elastic component; 231. Protrusion; 232. Extension; 233. Limiting part; 24. Measurement gap; 25. Resistance strain gauge; 3. Wheel. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] It should be noted that in the description of this invention, the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0031] Furthermore, it should be understood that, for ease of description, the dimensions of the various components shown in the accompanying drawings are not drawn to actual scale; for example, the thickness or width of some layers may be exaggerated relative to other layers.

[0032] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined or described in one figure, it will not need to be discussed or described in detail in the description of the subsequent figures.

[0033] like Figure 2As shown, the present invention provides a technical solution: a wheel pressure test sensor structure, comprising: a pad assembly 21 and an elastic assembly 23. The pad assembly 21 has an opening in a placement groove 22 on a first surface, which is the contact surface between the pad assembly 21 and the wheel 3. The elastic assembly 23 is mounted in the placement groove 22, and the middle part of the elastic assembly 23 is suspended, forming a suspended surface opposite to the bottom wall of the placement groove 22. A resistance strain gauge 25 is provided on the suspended surface. The surface of the elastic assembly 23 opposite to the suspended surface is a bearing surface. The length of the bearing surface along the first direction can fully support the wheel 3. The main function of the bearing surface is to support the wheel 3 during testing. Preferably, multiple resistance strain gauges 25 are provided, and the multiple resistance strain gauges 25 are arranged along a third direction. Each resistance strain gauge 25 is parallel to the first direction, which is parallel to the forward direction of the wheel 3. The third direction is perpendicular to the first direction and parallel to the bearing surface.

[0034] Before understanding the structure of the wheel pressure test sensor provided by this invention, it is necessary to understand that, as Figure 1 As shown, the test sensor 2 provided by this invention needs to be fixed on the track 1 before use. When testing the wheel pressure of the wheel 3 on the special equipment, it is only necessary to control the special equipment to roll over the test sensor structure 2 along the track 1 via the wheel 3. The testing principle is that the elastic component 23 can generate different strains under different pressures, and the resistance strain gauge 25 can convert the strain change into a resistance change. Therefore, the wheel pressure of the wheel 3 can be calculated by the resistance change on the resistance strain gauge 25. This invention designs the elastic component 23 as a bridge type, so that its middle part can be suspended. The resistance strain gauge 25 is set on the suspended surface of the elastic component 23. Therefore, when the wheel 3 rolls over the elastic component... When component 23 is in motion, the elastic component 23 begins to deform, and the pressure can be detected by the resistance strain gauge 25. At this time, as the wheel 3 moves forward, the pressure on the elastic component 23 increases. When the wheel 3 is directly above the suspended part of the elastic component 23, the wheel pressure is at its maximum. Similarly, after the wheel 3 passes directly above the suspended part of the elastic component 23, the pressure on the elastic component 23 gradually decreases. Therefore, when using this test sensor 2 to test the wheel pressure of the wheel 3, the obtained wheel pressure mechanical curve is a parabola, and the pressure at the vertex of the parabola is the wheel pressure of the wheel 3. This is different from the abrupt measurement in the prior art. The measurement results of the wheel pressure test sensor structure of the present invention are more accurate and stable.

[0035] It should also be noted that, in this invention, such as Figure 7As shown, there are multiple resistance strain gauges 25, preferably four. The main purpose is to obtain multiple wheel pressure detection data of the wheels 3 during testing through multiple resistance strain gauges 25. Therefore, in subsequent calculations, the wheel pressure detection data of multiple wheels 3 can be intelligently processed and compared, thereby making the detection results more accurate.

[0036] At the same time, such as Figure 3 , Figure 6 and Figure 7 As shown, the present invention provides a specific bridging structure. The placement groove 22 has steps on both sides along the third direction, which are perpendicular to the first and second directions respectively. The two ends of the elastic component 23 are respectively placed on the steps. The bottom surface of the elastic component 23 opposite to its top surface is provided with a protruding protrusion 231. The resistance strain gauge 25 is placed on the protrusion 231. This design makes the thickness of the two ends of the elastic component 23 less than the thickness of the middle part, thus forming a bridge. Of course, in another embodiment of the present invention, the steps can be omitted in the placement groove 22, and the elastic component 23 can be designed as a bridge, so that the thickness of the middle part is less than the thickness of the two ends. Then the middle part of the elastic component 23 is still suspended, which can also achieve the testing purpose.

[0037] It should be noted that, in order to further improve the measurement accuracy of the test sensor 2 in this invention, a limiting structure is also provided between the pad assembly 21 and the elastic component 23. This limiting structure can prevent relative displacement between the pad assembly 21 and the elastic component 23 along the first direction, thereby preventing the position of the elastic component 23 from changing when the wheel 3 passes over it, thus preventing any impact on the detection results. Specifically, for example... Figure 5 and Figure 6 As shown, the limiting structure includes a limiting part 233 and a limiting groove 214. The limiting part 233 is disposed at the first end of the elastic component 23, and the limiting groove 214 is formed in the bottom wall of the placement groove 22. The limiting groove 214 is adapted to the limiting part 233. In use, the limiting part 233 on the elastic component 23 is engaged in the limiting groove 214 on the pad assembly 21, thus ensuring that no relative displacement in the first direction occurs between the pad assembly 21 and the elastic component 23. As another embodiment of the present invention, the limiting part 233 has a cylindrical structure, and the axis of the limiting part 233 extends along a third direction, i.e. Figure 3 As shown, during use, the elastic component 23 can rotate around the axis of the limiting part 233, so that the elastic component 23 forms a cantilever structure, thereby ensuring the linearity of the elastic component 23 and improving the measurement accuracy during testing.

[0038] It should be clear that, based on the above embodiments, in order to further improve the measurement accuracy of the test sensor 2 in this invention, such as... Figure 2 , Figure 3 and Figure 6 As shown, the second end of the elastic component 23 has an extension 232, and a measuring gap 24 along the first direction is formed between the extension 232 and the limiting groove 214. So when the wheel 3 runs over the elastic component 23, the elastic component 23 deforms and has a certain elongation margin, preventing both ends of the elastic component 23 along the first direction from colliding with the placement groove 22 and affecting the detection results.

[0039] To prevent the wheel pressure data measured by the aforementioned test sensor 2 from increasing or decreasing sharply, it is necessary to ensure that the extension 232 and the limiting part 233 have a certain length along the first direction (parallel to the forward direction of the wheel 3). In specific design, the lengths of the extension 232 and the limiting part 233 can be designed to be inconsistent. As a preferred design, the lengths of the extension 232 and the limiting part 233 along the first direction are set to be equal, and the length ratio of the extension 232 to the suspended part of the elastic component 23 along the first direction is 1:2 to 1:6. It can be any ratio among 1:2, 1:3, 1:4, 1:5 and 1:6, or any ratio between two adjacent ratios.

[0040] Meanwhile, in order to ensure that the wheel 3 can smoothly roll over the elastic component 23 without impact during testing, the middle part of the pad assembly 21 is designed as a long strip-shaped support portion 211, and the placement groove 22 is formed on the support portion 211, such as... Figure 4 As shown, the top surface of the bearing part 211 (i.e., the contact surface with the wheel 3) is parallel to the horizontal plane (i.e., the top surface of the bearing part 211 is parallel to the first direction and the third direction, and perpendicular to the second direction). In order to enable the wheel 3 to smoothly reach the top surface of the bearing part 211 to crush the elastic component 23, and to smoothly drive away after crushing the elastic component 23, a transition structure is provided at both ends of the bearing part 211 along the first direction. The transition structure is along the first direction, pointing from the first end to the second end, and its height gradually increases. The first end of the transition structure is far away from the bearing part 211, and its second end is close to the bearing part 211. Thus, the wheel 3 can drive into and out of the bearing part 211 through the transition structure.

[0041] Specifically, such as Figure 4 and Figure 5 As shown, to prevent the wheel 3 from impacting the load-bearing part 211 or the elastic component 23 when entering and leaving the load-bearing part 211, the transition structure includes: a curved part 212 and an inclined part 213. The curved part 212, the inclined part 213, and the load-bearing part 211 are integrally formed. The top surface of the curved part 212 is an arc-shaped surface 216 (along the second direction, i.e., Figure 5In the vertical direction of the section, the top surface of the inclined part 213 is the inclined surface 217, the top surface of the bearing part 211 is the horizontal surface, and the arc surface 216 is tangent to the inclined surface 217 and the horizontal surface respectively. When the wheel 3 enters the bearing part 211 through the transition structure, it first rises through the inclined part 213, and then reaches the bearing part 211 through the arc part 212. Since the top surface of the arc part 212 is tangent to the top surfaces of the inclined part 213 and the bearing part 211 respectively, there are no steps at the contact point between the surfaces, so that the wheel can smoothly reach the top of the bearing part 211 without any impact. The same is true when the wheel 3 leaves the bearing part 211 through the transition structure.

[0042] It needs to be clear that, by Figure 5 It can be seen that the angle formed by the arcuate edge of the cross-section of the curved portion 212 is angle A, and the angle formed by the top surface of the inclined portion 213 and the horizontal plane is angle B. The larger the angle A, the longer the length of the curved portion 212 along the first direction, and the smoother the transition. Conversely, the smaller the angle A, the shorter the length of the curved portion 212 along the first direction, and the worse the transition effect. The larger the angle B, the more inclined the top surface of the inclined portion 213, and the worse the transition effect. The smaller the angle B, the longer the length of the inclined portion 213 along the first direction, and the smoother the transition effect. The smoother the transition, the better. Therefore, in order to reasonably control the transition effect and length of the inclined part 213 and the curved part 212, the range of angle A in the design is 10-16°. It can be any degree of 10°, 11°, 12°, 13°, 14°, 15° and 16°, or any degree between the above adjacent degrees. The range of angle B is also 10-16°. It can be any degree of 10°, 11°, 12°, 13°, 14°, 15° and 16°, or any degree between the above adjacent degrees.

[0043] It is important to know that, during the design process, in order to make the test results more accurate, the top surface of the elastic component 23 can be designed to be slightly higher than the top surface of the bearing portion 211 along the second direction. In this way, the wheel 3 will not come into contact with the bearing portion 211 during the test, making the test results more accurate. At the same time, the cylindrical limiting portion 233 design can reduce the impact caused by the wheel 3 driving into the elastic component 23. Of course, as a preferred embodiment, the top surface of the elastic component 23 is designed to be flush with the top surface of the bearing portion 211. In order to reduce the fact that the bearing portion 211 will not share some of the pressure when the wheel 3 runs over the elastic component 23, which would make the test results inaccurate, the pad assembly 21 needs to be provided with bearing grooves 215 on both sides of the pad assembly 21 located on the placement groove 22 parallel to the first direction (i.e., both sides of the bearing portion 211). The highest height of the bottom surface of the bearing groove 215 is lower than the height of the top surface of the elastic component 23, and the bearing groove 215 covers the resistance strain gauge 25 along the length of the first direction.

[0044] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A wheel pressure testing sensor structure, characterized in that, include: Pad assembly (21) and elastic assembly (23); The pad assembly (21) is provided with a placement groove (22) with an opening on its first surface, the first surface being the contact surface between the pad assembly (21) and the wheel (3); The elastic component (23) is mounted in the placement groove (22), and the middle part of the elastic component (23) is suspended and forms a suspended surface opposite to the bottom wall of the placement groove (22). A resistance strain gauge (25) is provided on the suspended surface. The surface of the elastic component (23) opposite to the suspended surface is the bearing surface. The length of the bearing surface along the first direction can fully bear the wheel (3). The first direction is parallel to the forward direction of the wheel (3). The pad assembly (21) includes a support part (211), which is elongated, and the placement groove (22) is disposed on the support part (211). The top surface of the support part (211) is at the same height as the support surface along a second direction, which is perpendicular to the first direction and perpendicular to the support surface. The placement groove (22) has steps on both sides along the third direction, and the two ends of the elastic component (23) are respectively placed on the steps, and the third direction is perpendicular to the first direction and the second direction respectively; A limiting structure is also provided between the pad assembly (21) and the elastic component (23). The limiting structure can prevent relative displacement between the pad assembly (21) and the elastic component (23) along the first direction. The limiting structure includes a limiting part (233) and a limiting groove (214) opened on one of the steps. The limiting part (233) is provided at the first end of the elastic component (23), and the limiting groove (214) is adapted to the limiting part (233). The second end of the elastic component (23) has an extension (232), and a measuring gap (24) along the first direction is formed between the extension (232) and the limiting groove (214).

2. The wheel pressure testing sensor structure according to claim 1, characterized in that, The elastic component (23) has a protruding protrusion (231) on its bottom surface opposite to the top surface. The resistance strain gauge (25) is disposed on the protrusion (231), and there are multiple resistance strain gauges (25), each of which is parallel to the first direction.

3. The wheel pressure testing sensor structure according to claim 1, characterized in that, The support portion (211) is provided with transition structures at both ends along the first direction. Each transition structure is arranged along the first direction, pointing from the first end to the second end, with its height gradually increasing. The first end of the transition structure is far away from the support portion (211), and its second end is close to the support portion (211).

4. The wheel pressure testing sensor structure according to claim 3, characterized in that, The transition structure includes an arcuate portion (212) and an inclined portion (213), wherein the arcuate portion (212), the inclined portion (213), and the supporting portion (211) are integrally formed. The top surface of the arcuate portion (212) along the second direction is an arcuate surface (216), the top surface of the inclined portion (213) along the second direction is an inclined surface (217), the top surface of the bearing portion (211) along the second direction is a horizontal surface, and the arcuate surface (216) is tangent to the inclined surface (217) and the horizontal surface respectively.

5. The wheel pressure test sensor structure according to claim 1, characterized in that, The limiting part (233) has a cylindrical structure, and the axis of the limiting part (233) extends in a third direction.

6. The wheel pressure test sensor structure according to claim 1, characterized in that, The extension (232) and the limiting part (233) are of equal length along the first direction, and the length ratio of the extension (232) to the suspended part of the elastic component (23) along the first direction is 1:6 to 1:

2.

7. A wheel pressure testing sensor structure according to any one of claims 1 to 5, characterized in that, The pad assembly (21) has bearing grooves (215) on both sides of the placement groove (22) parallel to the first direction. The highest height of the bottom surface of the bearing groove (215) is lower than the height of the top surface of the elastic component (23), and the bearing groove (215) covers the resistance strain gauge (25) along the length of the first direction.

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