A wheel rim temperature detection method and device simulating road working conditions

Abstract

The application relates to a detection method and device for simulating wheel rim temperature under road working conditions, which comprises the following steps: acquiring brake data under various working conditions and converting the brake data into bench simulation parameters; assembling a brake assembly, a brake drum, a wheel rim and a tire on a brake inertia test bench and installing a temperature sensor; based on the bench simulation parameters, performing a simulation test on the brake inertia test bench and detecting the temperature value of the position where the wheel rim contacts the tire bead by using the temperature sensor. Since the brake inertia test bench is used to simulate actual braking conditions according to the bench simulation parameters, the consistency of the bench simulation test and the road working conditions is ensured, the bench test replaces the whole vehicle test, the test cost is reduced, the accuracy of the test data is improved, the optimization matching of different wheel assembly design schemes in the development stage is facilitated, and the brake inertia test bench has a new function in addition to the original function.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile part test, in particular to a wheel rim temperature detection method and device for simulating road working conditions. BACKGROUND

[0002] Currently, when commercial vehicles frequently use brakes under harsh working conditions, the temperature of the wheel rim exceeds the temperature tolerance of the wheel tire, which can easily cause the wheel to burst. Therefore, it is necessary to test the performance of the wheel rim on the wheel tire.

[0003] In some related technologies, the detection method is to test the vehicle on the road, specifically to drive frequently under field working conditions, and then detect the temperature of the wheel rim by using an infrared temperature gun or a wireless remote sensing temperature device. However, the following disadvantages exist:

[0004] The test method on the vehicle is not easy to control due to factors such as personnel operation, weather, road conditions, and measurement methods, which makes the test results inaccurate and is not conducive to effective comparison of different design schemes of the vehicle. In addition, the vehicle test period is long and the cost is high. SUMMARY

[0005] The present application provides a wheel rim temperature detection method and device for simulating road working conditions to solve the problem of inaccurate test results caused by factors such as personnel operation, weather, road conditions, and measurement methods in related technologies.

[0006] In a first aspect, a wheel rim temperature detection method for simulating road working conditions is provided, which includes the following steps:

[0007] Obtain braking data under multiple working conditions and convert them into bench simulation parameters;

[0008] Assemble the brake assembly, brake drum, rim, and tire on the brake inertia test bench and install temperature sensors;

[0009] Based on the bench simulation parameters, perform a simulation test on the brake inertia test bench, and use temperature sensors to detect the temperature value of the contact position of the rim and the tire bead.

[0010] The brake data under different working conditions is obtained, and is converted into bench simulation parameters, and then the actual braking condition is simulated by using the brake inertia test bench, a temperature sensor is installed on the brake inertia test bench, and the temperature test of the commercial vehicle wheel rim is performed, so that the consistency of the bench simulation test and the road working condition is ensured, the bench test is used to replace the vehicle to test the rim, the test cost is reduced, the accuracy of the test data is improved, the optimization matching of different wheel assembly design schemes in the development stage is facilitated, and the brake inertia test bench has a new function in addition to the original function.

[0011] The test method on the vehicle is avoided, the test conditions are not easy to control due to factors such as personnel operation, weather, road conditions, and measurement methods, the accuracy of the test results is poor, the effective comparison of different design schemes of the vehicle is not facilitated, and the vehicle test period is long and the cost is high.

[0012] In some embodiments, the brake data under each working condition and the corresponding temperature value are combined to obtain wheel test data.

[0013] In some embodiments, the working conditions include driving working conditions in rainy and snowy weather, driving working conditions in sunny weather, driving working conditions on muddy roads, and driving working conditions on cement asphalt roads.

[0014] The brake data includes vehicle speed change data during driving, brake chamber pressure threshold change data during driving, brake temperature change data during driving, driving mileage, driving time, and slope data of the road corresponding to the driving mileage.

[0015] Converting the brake data into bench simulation parameters includes the following steps:

[0016] Based on the brake chamber pressure threshold change data and the driving time, the number of brake intervals, the brake interval time, and the brake time corresponding to each brake interval are obtained.

[0017] Based on the plurality of brake intervals, the vehicle speed change data, the brake temperature change data, and the slope data, the brake initial speed, the brake final speed, the brake initial temperature, the brake final temperature, and the slope corresponding to each brake interval are obtained.

[0018] Based on the brake initial speed, the brake final speed, and the slope of each brake interval, the brake mode corresponding to each brake interval is obtained.

[0019] According to the obtained brake mode, the corresponding brake torque is obtained.

[0020] The number of braking intervals, the braking interval time, the braking time corresponding to each braking interval, the braking torque, the initial braking speed, the final braking speed, the initial braking temperature, and the final braking temperature are taken as the bench simulation parameters.

[0021] In some embodiments, the braking mode corresponding to each braking interval is determined based on the initial braking speed, the final braking speed, and the slope of each braking interval, including the following steps:

[0022] The difference between the initial braking speed and the final braking speed of each braking interval is obtained, and the difference is compared with a set value to determine;

[0023] If the difference is less than the set value, the braking interval is a drag brake mode;

[0024] Otherwise, the braking interval is a deceleration brake mode.

[0025] In some embodiments, when the braking mode of the braking interval is the drag brake mode, the corresponding braking torque is obtained, including the following steps:

[0026] The drag brake deceleration is obtained based on the slope of the braking interval;

[0027] The wheel load and the wheel rolling radius are obtained, and the corresponding braking torque is obtained based on the drag brake deceleration.

[0028] In some embodiments, when the braking mode of the braking interval is the deceleration brake mode, the corresponding braking torque is obtained, including the following steps:

[0029] The deceleration brake deceleration is obtained based on the initial braking speed in the braking interval, the final braking speed in the braking interval, and the drag brake deceleration;

[0030] The wheel load and the wheel rolling radius are obtained, and the corresponding braking torque is obtained based on the deceleration brake deceleration.

[0031] In some embodiments, the method further includes the following steps:

[0032] A plurality of test cycles are performed, and the test cycles are stopped when the end condition is met; the wheel test data of each test cycle is recorded after each test cycle is completed;

[0033] Each of the test cycles includes one simulation test for all braking intervals; the end condition is that the test cycles are ended when the maximum value of the temperature detected by the temperature sensor no longer increases.

[0034] In some embodiments, after completing the current test cycle and before performing the next test cycle, the following steps are included:

[0035] Cooling the brake assembly, brake drum, wheel rim and tire to make the brake temperature lower than a design threshold.

[0036] In a second aspect, a detection device for simulating wheel rim temperature under road working conditions is provided, comprising:

[0037] a data acquisition module for acquiring brake data under various working conditions and converting the brake data into bench simulation parameters;

[0038] a brake inertia test bench for mounting the brake assembly, brake drum, wheel rim and tire thereon;

[0039] a temperature sensor for detecting the temperature at the position where the wheel rim contacts the tire bead and the brake temperature;

[0040] a control device for controlling the brake inertia test bench to perform simulation tests according to the data acquisition module and recording the temperature values of the temperature sensor.

[0041] In some embodiments, the detection device further comprises a data storage device for combining the brake data under each working condition and the corresponding temperature values to obtain wheel test data.

[0042] The technical solutions provided by the present application have the following beneficial effects:

[0043] The wheel rim temperature detection method and device for simulating road working conditions provided by the embodiments of the present application have the following advantages: the brake data under different working conditions are acquired and converted into bench simulation parameters, then the brake inertia test bench is used to simulate the actual braking condition according to the bench simulation parameters, a temperature sensor is mounted on the brake inertia test bench to test the wheel rim temperature of the commercial vehicle, the consistency of the bench simulation test and the road working condition is ensured, the bench test replaces the whole vehicle test, the test cost is reduced, the accuracy of the test data is improved, the optimization and matching of different wheel assembly design schemes in the development stage are facilitated, and the brake inertia test bench has a new function in addition to the original function. BRIEF DESCRIPTION OF DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort.

[0045] Figure 1 The detection method for simulating wheel rim temperature under road working conditions provided by the embodiments of the present application is shown in the following flowchart. DETAILED DESCRIPTION

[0046] The technical solutions and advantages of the embodiments of the present application will be more apparent from the following description of the embodiments of the present application in conjunction with the accompanying drawings. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of the present application.

[0047] The embodiments of the present application provide a wheel rim temperature detection method and device for simulating road working conditions, so as to solve the problem of poor test result accuracy caused by uncontrollable test conditions due to factors such as personnel operation, weather, road conditions, and measurement methods in related technologies.

[0048] Please refer to Figure 1 A wheel rim temperature detection method for simulating road working conditions, comprising the following steps:

[0049] S01, obtaining brake data under various working conditions and converting the brake data into bench simulation parameters;

[0050] S02, assembling the brake assembly, brake drum, rim, and tire on the corresponding tooling of the brake inertia test bench, and installing a temperature sensor;

[0051] S03, performing a simulation test on the brake inertia test bench based on the bench simulation parameters, and detecting the temperature value of the position where the rim contacts the tire bead using the temperature sensor. The running-in is performed according to 7.1.3 in “QC / T 239 Commercial Vehicle Running Brake Technical Requirements and Bench Test Method”; the test cooling air speed Vair=0.33V0, and the test inertia is calculated based on the actual vehicle total mass in principle.

[0052] Since the brake data under different working conditions are obtained and converted into bench simulation parameters, the actual braking conditions are simulated using the brake inertia test bench according to the bench simulation parameters, the temperature sensor is installed on the brake inertia test bench, and the commercial vehicle wheel rim temperature is tested, which ensures the consistency of the bench simulation test and the road working conditions, pioneers the bench test to replace the whole vehicle to test the rim, reduces the test cost, improves the accuracy of the test data, is beneficial to the optimization and matching of different wheel assembly design schemes in the development stage, and also enables the brake inertia test bench to have new functions while having the original functions.

[0053] In some preferred embodiments, step S04 is further included, which is to combine the braking data under each working condition and the corresponding temperature value to obtain wheel test data. The wheel test data thus obtained is more in line with actual data and more accurately reflects its performance.

[0054] In some preferred embodiments, the test is performed by using a brake inertia test bench. The most important thing is how to obtain braking data under multiple working conditions and convert them into bench simulation parameters. The following describes step S01 in detail:

[0055] The braking data include vehicle speed change data during driving, brake chamber pressure threshold change data during driving, braking temperature change data during driving, driving mileage, driving time, and slope data of the road corresponding to the driving mileage. The multiple working conditions include driving working conditions in rainy and snowy weather, driving working conditions in sunny weather, driving working conditions on muddy roads, and driving working conditions on cement asphalt roads. Each working condition corresponds to a set of braking data.

[0056] Converting the braking data into bench simulation parameters includes the following steps:

[0057] S011, based on the brake chamber pressure threshold change data and the driving time, obtaining the number of braking intervals, the braking interval time, and the braking time corresponding to each braking interval;

[0058] S012, based on the multiple braking intervals and the vehicle speed change data, the braking temperature change data, and the slope data, obtaining the braking initial speed, the braking final speed, the braking initial temperature, the braking final temperature, and the slope corresponding to each braking interval;

[0059] S013, based on the braking initial speed, the braking final speed, and the slope of each braking interval, obtaining the braking mode corresponding to each braking interval;

[0060] S014, obtaining the corresponding braking torque according to the obtained braking mode;

[0061] S015, taking the number of braking intervals, the braking interval time, the braking time corresponding to each braking interval, the braking torque, the braking initial speed, the braking final speed, the braking initial temperature, and the braking final temperature as the bench simulation parameters.

[0062] Further, in step S013 above, based on the braking initial speed, the braking final speed, and the slope of each braking interval, the braking mode corresponding to each braking interval is determined, including the following steps:

[0063] The braking initial speed of each braking interval is subtracted from the braking final speed to obtain a difference value, and the difference value is compared with a set value to determine;

[0064] If the difference is less than a set value, the braking section is in the drag brake mode;

[0065] Otherwise, the braking section is in the deceleration brake mode.

[0066] Further, in the step S014, when the braking mode of the braking section is the drag brake mode, the corresponding braking torque is obtained, including the following steps: obtaining the drag brake deceleration based on the slope of the braking section; obtaining the wheel load and the wheel rolling radius, and obtaining the corresponding braking torque based on the drag brake deceleration.

[0067] In the step S014, when the braking mode of the braking section is the deceleration brake mode, the corresponding braking torque is obtained, including the following steps: obtaining the deceleration brake deceleration based on the initial braking speed in the braking section, the final braking speed in the braking section, and the drag brake deceleration; obtaining the wheel load and the wheel rolling radius, and obtaining the corresponding braking torque based on the deceleration brake deceleration.

[0068] In some preferred embodiments, in order to improve the accuracy of the test, multiple rounds of tests are performed to obtain multiple wheel test data, specifically:

[0069] Multiple test cycles are performed, and the test cycles are stopped after meeting the ending condition; the wheel test data of each test cycle is recorded after each test cycle is completed; wherein one test cycle includes one simulation test for all braking sections; the ending condition is that the test is ended when the maximum value of the temperature value detected by the temperature sensor no longer rises. And before the next test, the brake assembly, brake drum, rim and tire need to be cooled to make the brake temperature lower than the design threshold.

[0070] The application also provides a device for detecting the temperature of the wheel rim under simulated road conditions, which comprises a data acquisition module, a temperature sensor, a control device and a brake inertia test bench.

[0071] The data acquisition module is used to acquire brake data under multiple working conditions and convert them into bench simulation parameters;

[0072] The brake inertia test bench is used to install the brake assembly, brake drum, rim and tire;

[0073] The temperature sensor is used to detect the temperature of the contact position between the rim and the tire bead, as well as the brake temperature; the temperature sensor uses a thermocouple or other temperature sensor

[0074] The control device is used to control the brake inertia test bench to perform simulation tests according to the data acquisition module, and record the temperature value of the temperature sensor.

[0075] Further, the detection device further comprises a data storage device, which is used to combine the braking data in each working condition and the corresponding temperature value to obtain wheel test data, and then store the wheel test data.

[0076] The application further gives a specific embodiment as follows in the following.

[0077] The braking data of the whole vehicle under harsh working conditions of users are collected by a data acquisition system and various sensors, and the working conditions include driving working conditions under rainy and snowy weather, driving working conditions under sunny weather, driving working conditions on muddy roads, driving working conditions on cement asphalt roads, and driving working conditions at different altitudes; the braking data include vehicle speed change data in the driving process, brake chamber pressure threshold change data in the driving process, brake temperature change data in the driving process, driving mileage, driving time and slope data of the road corresponding to the driving mileage.

[0078] (1) A collection curve of a certain engineering vehicle on Qingdao urban roads:

[0079] The user operates the whole vehicle on Qingdao urban roads (Dongwangbu-Lushang Blue Coast New City in Liangang District) according to normal driving habits for 25 km, and the data are processed according to the following braking working condition processing method after the data are collected.

[0080] (2) Data processing method:

[0081] The braking data corresponding to the working conditions are imported into Excel;

[0082] According to the brake chamber pressure threshold change data and the driving time, and by using the countif, indirect and offset functions in Excel, the data are processed to determine that there are 114 braking intervals, and the braking interval time and the braking time corresponding to each braking interval;

[0083] Based on the multiple braking intervals and the vehicle speed change data, the brake temperature change data and the slope data, the braking initial speed, the braking final speed, the braking initial temperature, the braking final temperature and the slope corresponding to each braking interval are obtained;

[0084] According to the comparison of the braking initial speed and the braking final speed in the braking interval, the braking mode of the whole vehicle in the driving process is judged, and the braking interval with a difference between the initial speed and the final speed less than 3 km / h is determined as the drag grinding braking mode, otherwise as the deceleration braking mode;

[0085] The drag grinding deceleration a1 of each drag grinding braking is calculated according to the formula a1=g*sinα (α is the slope in the braking interval);

[0086] The deceleration of each deceleration braking is calculated according to the formula a2=a1+(Vinitial-Vfinal) / t (Vinitial is the initial braking speed, Vfinal is the final braking speed, and t is the braking time);

[0087] e. The braking torque of each braking is calculated according to the formula M=G*r*a (G, r, and a are wheel load, wheel rolling radius, and deceleration, respectively).

[0088] (3) After processing the braking data, the data is converted into bench simulation parameters, including the number of braking intervals, braking interval time, braking time corresponding to each braking interval, braking torque, initial braking speed, final braking speed, initial braking temperature, and final braking temperature.

[0089]

[0090] Note: The number of braking intervals 1-114 is equivalent to braking of the whole vehicle during 25km driving on Qingdao urban roads.

[0091] According to 7.1.3 in QC / T 239 Commercial Vehicle Running Brake Technical Requirements and Bench Test Method, the running-in is performed; the test cooling air speed Vair=0.33V0, and the test inertia is calculated according to the total mass of the actual vehicle in principle. On the brake inertia test bench, the whole vehicle brake assembly, brake drum, and wheel assembly (rim+tire) are assembled on the corresponding tooling of the brake inertia test bench, and a temperature sensor is installed on the wheel rim (at the position contacting the tire bead), which is tested by the wireless remote sensing test device on the brake inertia test bench.

[0092] The 114 times of braking according to the above table are one test cycle, and each time a test cycle ends, the initial braking temperature is controlled to drop to 40℃ before starting the next cycle. The test cycle is performed for at least 5 cycles until the maximum temperature of each measuring point does not increase significantly (within 5℃).

[0093] Principles of the present application:

[0094] Since the braking data under different working conditions is obtained and converted into bench simulation parameters, and then the actual braking conditions are simulated on the brake inertia test bench according to the bench simulation parameters, a temperature sensor is installed on the brake inertia test bench to test the temperature of the commercial vehicle wheel rim, which ensures the consistency of the bench simulation test and the road working condition, and the bench test replaces the whole vehicle to test the rim, reduces the test cost, improves the accuracy of the test data, is beneficial to the optimization and matching of different wheel assembly design schemes in the development stage, and also makes the brake inertia test bench have a new function while having the original function.

[0095] The test mode on the whole vehicle is avoided, and the test conditions are not easy to control due to factors such as personnel operation, weather, road conditions, and measurement modes, so that the test result accuracy is poor, and the effective comparison of different design schemes of the whole vehicle is not conducive, and the whole vehicle test period is long and the cost is high.

[0096] In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise expressly specified and limited, the terms "mounting", "connection", and "connection" should be broadly understood, for example, can be fixed connection, can also be detachable connection, or integral connection; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, and can be the communication between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0097] Those skilled in the art will appreciate that embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage, etc.) containing computer-usable program code.

[0098] The present application is described with reference to flowcharts and / or block diagrams according to the method, equipment (system), and computer program product of the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, and the combination of the flows and / or blocks in the flowchart and / or block diagram can be realized by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing equipment to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing equipment produce a means for implementing the functions specified in the flow Figure 1 The functions specified in one flow or multiple flows and / or blocks Figure 1 The device for implementing the functions specified in one flow or multiple flows and / or blocks.

[0099] These computer program instructions can also be stored in a computer-readable storage medium that can guide the computer or other programmable data processing equipment to work in a specific way, so that the instructions stored in the computer-readable storage medium produce a product including instruction devices, which implement the functions specified in the flow Figure 1one or more processes and / or blocks Figure 1 the function(s) specified in the block or blocks.

[0100] These computer program instructions can also be loaded into computer or other programmable data processing devices to cause a series of operational steps to be performed on the computer or other programmable devices to produce a computer implemented process such that the instructions which execute on the computer or other programmable devices provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more processes and / or blocks Figure 1 the function(s) specified in the block or blocks. In one typical configuration, the computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory. The memory can include non-persistent memory and / or volatile memory, e.g., random access memory (RAM), static random access memory (SRAM), and / or flash, etc., in the form of computer-readable media. The memory is an example of computer-readable media.

[0101] Computer-readable media includes permanent and non-permanent, removable and non-removable media implemented in any method or technology for storage of information such as computer-readable instructions, data structures, program modules, or other data.

[0102] Examples of computer-readable media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile discs (DVDs) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. According to the definition provided herein, computer-readable media does not include transitory media, such as modulated data signals and carrier waves. It is further noted that the term "comprising" or "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that processes, methods, articles, or apparatuses that comprise a list of elements are not limited to those elements, but can include other elements not expressly listed or inherent to such processes, methods, articles, or apparatuses. Without limitation, an element preceded by "comprises a" does not, without more constraints, foreclose the existence of additional identical elements in the processes, methods, articles, or apparatuses that comprise the element.

[0103] It should be noted that, in the present application, the relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0104] The foregoing is merely illustrative of the principles of the application and various modifications can be made by those skilled in the art without departing from the spirit and scope of the application. The above embodiments are illustrative, and not restrictive, of the scope of the application.

Claims

1. A method of detecting the temperature of a wheel rim under simulated road conditions, characterized in that, It comprises the following steps: Obtain braking data under various working conditions and convert it into bench simulation parameters; The working conditions include driving under rainy and snowy weather, driving under sunny weather, driving on muddy roads, and driving on cement asphalt roads; The braking data includes vehicle speed change data during driving, brake chamber pressure threshold change data during driving, brake temperature change data during driving, driving distance, driving time, and slope data of the road corresponding to the driving distance; Converting the braking data into bench simulation parameters comprises the following steps: Based on the brake chamber pressure threshold change data and the driving time, obtain the number of braking intervals, the braking interval time, and the braking time corresponding to each braking interval; Based on the plurality of braking intervals, the vehicle speed change data, the brake temperature change data, and the slope data, obtain the braking initial speed, the braking final speed, the braking initial temperature, the braking final temperature, and the slope corresponding to each braking interval; Based on the braking initial speed, the braking final speed, and the slope of each braking interval, obtain the braking mode corresponding to each braking interval; According to the obtained braking mode, obtain the corresponding braking torque; The number of braking intervals, the braking interval time, the braking time corresponding to each braking interval, the braking torque, the braking initial speed, the braking final speed, the braking initial temperature, and the braking final temperature are taken as the bench simulation parameters; Assemble the brake assembly, the brake drum, the rim, and the tire on the brake inertia test bench and install a temperature sensor; Based on the bench simulation parameters, perform a simulation test on the brake inertia test bench and detect the temperature value of the position where the rim contacts the tire bead using the temperature sensor; Combine the braking data under each working condition and the corresponding temperature value to obtain wheel test data.

2. The method of claim 1, wherein the temperature of the wheel rim is simulated by a temperature of a wheel rim of a vehicle. Based on the braking initial speed, the braking final speed, and the slope of each braking interval, determine the braking mode corresponding to each braking interval, comprising the following steps: Subtract the braking initial speed from the braking final speed of each braking interval to obtain a difference value, and compare the difference value with a set value to determine; If the difference value is less than the set value, the braking interval is a drag braking mode; Otherwise, the braking interval is a deceleration braking mode.

3. The method of claim 2, wherein when the braking mode of the braking interval is the drag braking mode, the corresponding braking torque is obtained, comprising the following steps: Based on the slope of the braking interval, obtain the drag braking deceleration; Obtain the wheel load and the wheel rolling radius, and obtain the corresponding braking torque based on the drag braking deceleration.

4. The method of claim 3, wherein when the braking mode of the braking interval is the deceleration braking mode, the corresponding braking torque is obtained, comprising the following steps: Based on the braking initial speed in the braking interval and the braking final speed in the braking interval, and the drag braking deceleration, obtain the deceleration braking deceleration; Obtain the wheel load and the wheel rolling radius, and obtain the corresponding braking torque based on the deceleration braking deceleration. The method further comprises the following steps: ​ 5. The method of claim 1, wherein the temperature of the wheel rim is simulated by a computer program. ​ a plurality of test cycles are performed and stopped after meeting an ending condition; wheel test data of each test cycle is recorded after completion of the test cycle; one of the test cycles comprises a simulation test on all braking sections; the ending condition is that the maximum temperature value detected by the temperature sensor no longer increases.

6. The method of claim 5, wherein: after completion of the current test cycle, before the next test cycle is performed, the method comprises: cooling the brake assembly, the brake drum, the wheel rim and the tire so that the brake temperature is lower than the design threshold.

7. A device for detecting wheel rim temperature under simulated road conditions, characterized in that, which comprises: a data acquisition module for acquiring braking data under various conditions and converting into bench simulation parameters; a brake inertia test bench for mounting the brake assembly, the brake drum, the wheel rim and the tire; a temperature sensor for detecting the temperature of the wheel rim and the tire bead contact position, and the brake temperature; a control device for controlling the brake inertia test bench to perform a simulation test according to the data acquisition module, and recording the temperature value of the temperature sensor.

8. The device of claim 7, wherein: the detection device further comprises a data storage device for combining the braking data under each condition and the corresponding temperature value to obtain wheel test data.

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