Asphalt mixture and tire interactive loading type rolling resistance test apparatus and method

Abstract

The application discloses an asphalt mixture and tire interactive loading type rolling resistance test equipment and method, and relates to the road test technical field.The main frame body is vertically arranged, the loading assembly is arranged on the top of the main frame body, the bracket is arranged on the bottom of the main frame body, the top of the bracket is provided with an asphalt mixture test piece, the test tire is vertically arranged in the main frame body, the test tire is located between the loading assembly and the asphalt mixture test piece, one side of the test tire is matched with the torque control assembly, the torque control assembly is connected with the test tire, the bottom of the loading assembly is connected with the test tire, and the test tire is driven by the loading assembly and the torque control assembly to make a downward extrusion action towards the asphalt mixture test piece or an upward separation action away from the asphalt mixture test piece in a rotating state.

Description

Technical Field

[0001] This invention relates to the field of road testing technology, and in particular to a rolling resistance testing device and method for asphalt mixture and tire interactive loading. Background Technology

[0002] The most basic function of a tire is to provide grip for a vehicle. Tire grip testing is typically divided into two phases: "laboratory analysis testing" and "vehicle road testing." Laboratory analysis testing requires specialized equipment such as drums and professional test vehicles, and represents a simulated road test within the laboratory phase. This type of testing precisely controls the tire's operating environment and condition, obtaining data close to ideal conditions. This phase of testing requires investment in relevant testing equipment and complex calculation programs.

[0003] Obtaining tire rolling resistance is a good way to evaluate tire grip performance. The resistance a vehicle experiences while driving on a road surface is categorized into air resistance, rolling resistance, acceleration resistance, and gradient resistance. Reducing vehicle rolling resistance can decrease fuel consumption, which is an important measure for pollution reduction and carbon reduction in the transportation sector. Rolling resistance, generated by the contact between the wheel and the road surface, is one of the main components of vehicle rolling resistance. It can be reduced by studying the interaction between tires and road materials. Asphalt pavement is a widely used type of road surface, constructed by paving and compacting asphalt mixtures. Low rolling resistance pavement requires laboratory research using low rolling resistance asphalt mixtures; therefore, laboratory testing of tire-asphalt mixture rolling resistance is fundamental to experimental research on reducing tire-road rolling resistance.

[0004] Currently, in the field of rolling resistance testing, there is a rolling resistance testing machine for automobile tires, which uses a steel drum to rotate relative to the tire. However, research can only reflect the magnitude of rolling resistance from the tire's perspective, not from the road's perspective. There is currently a lack of testing equipment to evaluate the rolling resistance generated by the interaction between asphalt mixture and tire in indoor environments. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by proposing a rolling resistance testing device and method for asphalt mixture and tire interactive loading.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A rolling resistance testing device for asphalt mixture and tire interactive loading is characterized by comprising a main frame, a loading component, a torque control component, a bracket, an asphalt mixture specimen, and a test tire. The main frame is vertically arranged, the loading component is located at the top of the main frame, the bracket is located at the bottom of the main frame, the asphalt mixture specimen is placed at the top of the bracket, the test tire is vertically arranged within the main frame, and the test tire is positioned between the loading component and the asphalt mixture specimen. A torque control component is connected to one side of the test tire, and the bottom of the loading component is connected to the test tire. Under the drive of the loading component and the torque control component, the test tire rotates and performs a squeezing action towards the asphalt mixture specimen or an upward movement away from the asphalt mixture specimen.

[0008] As a preferred embodiment: the main frame includes a top plate, a bottom plate and four supporting guide columns. The top plate and the bottom plate are arranged horizontally side by side from top to bottom, and the four supporting guide columns are arranged vertically side by side between the top plate and the bottom plate. The upper end of each supporting guide column is fixedly connected to the top plate, and the lower end of each supporting guide column is fixedly connected to the bottom plate.

[0009] As a preferred embodiment: the loading assembly includes a loading screw, a loading nut, a loading pressure plate, a gravity sensor, and multiple loading connecting posts. The loading pressure plate is located directly below the top plate. The loading screw is vertically positioned between the top plate and the loading pressure plate. A loading nut is provided on the top surface of the top plate. The upper end of the loading screw passes through the top plate and connects to the loading nut. The lower end of the loading screw is connected to the loading pressure plate through the gravity sensor. Multiple loading connecting posts are vertically arranged side by side on the loading pressure plate. The top end of each loading connecting post is fixedly connected to the loading pressure plate, and the bottom end of each loading connecting post is connected to the test tire.

[0010] As a preferred embodiment: the test tire is equipped with a sliding support frame, which includes a slide plate, a U-shaped connecting plate, and multiple guide sleeves. The slide plate is horizontally positioned below the loading pressure plate, and the multiple guide sleeves are positioned on the slide plate. Each guide sleeve is correspondingly positioned with a support guide post, and each guide sleeve is fitted onto its corresponding support guide post. The bottom end of each loading connecting post is fixedly connected to the top surface of the slide plate. A U-shaped connecting plate is positioned on the bottom surface of the slide plate, and the top of the U-shaped connecting plate is fixedly connected to the bottom surface of the slide plate. The test tire is clamped inside the U-shaped connecting plate, and the torque control component passes through the U-shaped connecting plate and is connected to the test tire.

[0011] As a preferred option, the asphalt mixture specimen is a cylindrical specimen, and the radial direction of the asphalt mixture specimen is in the same direction as the height direction of the test tire.

[0012] As a preferred embodiment: the torque control component includes a torque sensor and a motor. The motor is located on one side of the test tire, and the output shaft of the motor is connected to the test tire. The test tire rotates under the drive of the motor, and the rolling surface of the test tire is pressed against the outer wall of the asphalt mixture specimen.

[0013] As a preferred option: the bracket can be a fixed bracket, a support bracket, or an arc-shaped bracket. When the bracket is a fixed bracket, the asphalt mixture specimen is fixedly connected to the bracket; when the bracket is a support bracket, the asphalt mixture specimen is hinged to the bracket; when the bracket is an arc-shaped bracket, the asphalt mixture specimen moves back and forth along the length of the arc-shaped bracket.

[0014] As a preferred embodiment: when the bracket is a support bracket or an arc-shaped bracket, the bracket is equipped with a co-drive adjustment control device, which includes a connecting rod, a positioning frame, a transmission wheel, and a connecting shaft. The positioning frame is set on the base plate, the connecting rod passes through the positioning frame, the top of the connecting rod is connected to the bottom surface of the slide plate, and the bottom of the connecting rod is machined with multiple teeth. The transmission wheel is vertically set on the side of the positioning frame facing the test tire. The transmission wheel is a gear, and it meshes with the connecting rod. The transmission wheel is connected to the asphalt mixture specimen through the connecting shaft, and the asphalt mixture specimen rotates under the drive of the transmission wheel.

[0015] As a preferred embodiment: when the bracket is an arc-shaped bracket, the positioning frame is equipped with a first slider, the base plate is provided with a first groove that slides with the first slider, the bottom surface of the slide plate is provided with a second groove, and the top of the connecting rod slides with the second groove.

[0016] A method for testing the interactive loading of asphalt mixture and tire, implemented using an interactive loading rolling resistance testing device for asphalt mixture and tire as described in embodiments one, two, three, four, five, six, seven, eight, or nine, is characterized in that: the interactive loading testing method for asphalt mixture and tire involves determining the load of the corresponding loading component and the rotational speed of the torque control component according to the test requirements; simultaneously selecting the corresponding type of asphalt mixture specimen and test tire according to the test requirements; activating the loading component and / or torque control component to ensure that the rolling surface of the test tire is in close contact with the asphalt mixture specimen; acquiring image data and test data of the asphalt mixture specimen and test tire after the test; and then calculating the rolling resistance.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] I. The asphalt mixture-tire interactive loading rolling resistance testing equipment of this invention, through the cooperation of the main frame, loading components, torque control components, and brackets, enables the testing of the contact process between the tire and asphalt mixture specimen under vertical multi-loading conditions within a confined space. This facilitates the accurate acquisition of relevant data for calculating rolling resistance under multiple loading conditions, and the acquisition method is direct and reliable. This invention, capable of objectively evaluating the indoor asphalt mixture-tire interaction-generated rolling resistance testing equipment, is of great significance for the research of low rolling resistance pavements.

[0019] II. The asphalt mixture and tire interactive loading rolling resistance testing equipment of the present invention has a reasonable overall structure. Through the cooperation between the main frame, loading component, torque control component, bracket and test tire, it can test the error caused by additional losses such as internal mechanical friction and air resistance, thereby improving the accuracy of test data.

[0020] Third, the road surface and tire interactive loading rolling resistance test method in this invention can be quickly switched according to different test requirements, and can test different asphalt mixture specimens, thereby selecting the mixture specimen with the lowest rolling resistance coefficient. It can also replace different test tires and adjust tire speed and tire pressure according to test requirements. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the main structure of the asphalt mixture and tire interactive loading test equipment of the present invention, in which the asphalt mixture specimen and the test tire are in contact.

[0022] Figure 2 This is a schematic diagram of the main structure of the asphalt mixture and tire interactive loading test equipment of the present invention. In the figure, the asphalt mixture specimen and the test tire are in a separated state.

[0023] Figure 3 This is a side view of the asphalt mixture and tire interactive loading test equipment of the present invention, in which the asphalt mixture specimen and the test tire are in contact.

[0024] Figure 4 A schematic diagram of the main structure supporting the guide pillars;

[0025] Figure 5 This is a schematic diagram of the main view structure when the asphalt mixture and tire interactive loading test equipment is equipped with a co-drive adjustment control.

[0026] Figure 6 This is a side view of the structure when the asphalt mixture and tire interactive loading test equipment is equipped with a co-drive adjustment control.

[0027] Figure 7 This is a schematic diagram of the main view structure of the same drive control;

[0028] Figure 8 This is a schematic diagram of the skateboard's structure viewed from below.

[0029] Figure 9 This is a top view of the base plate structure.

[0030] Figure 10 This is a schematic diagram of the three-dimensional structure of the positioning frame;

[0031] Figure 11 This is a three-dimensional structural diagram of the connecting rod.

[0032] In the diagram: 1-Main frame; 1-1-Top plate; 1-2-Bottom plate; 1-3-Support guide column; 2-Loading assembly; 2-1-Loading screw; 2-2-Loading nut; 2-3-Loading pressure plate; 2-4-Loading connecting column; 2-5-Gravity sensor; 3-Torque control assembly; 3-1-Torque sensor; 3-2-Motor; 3-3-Motor connecting sleeve; 3-4-Sensor outer sleeve; 3-5-Bearing cover plate; 3-6-Bearing cap; 4-Bracket; 5-Asphalt mixture specimen; 6-Test tire; 6-1-Tire body; 6- 2-Tire axle; 6-3-Tire axle sleeve; 7-Sliding support frame; 7-1-Slide plate; 7-2-Guide sleeve; 7-3-U-shaped connecting plate; 8-Same drive adjustment control; 8-1-Connecting rod; 8-2-Positioning frame; 8-2-1-Main support plate; 8-2-2-Base; 8-2-3-Secondary support plate; 8-2-4-Through hole; 8-2-5-Circular groove; 8-3-Transmission wheel; 8-4-Connecting shaft; 8-5-Tooth; 9-First slider; 10-First slide groove; 11-Second slide groove; 12-Arc-shaped outer sleeve; 13-Bearing rod. Detailed Implementation

[0033] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0034] Specific implementation method one: Combining Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 and Figure 11As shown, the asphalt mixture and tire interactive loading testing equipment in this embodiment includes a main frame 1, a loading component 2, a torque control component 3, a bracket 4, an asphalt mixture specimen 5, and a test tire 6. The main frame 1 is vertically arranged, the loading component 2 is located at the top of the main frame 1, the bracket 4 is located at the bottom of the main frame 1, and the asphalt mixture specimen 5 is placed on the top of the bracket 4. The test tire 6 is vertically arranged inside the main frame 1, between the loading component 2 and the asphalt mixture specimen 5. The torque control component 3 is provided on one side of the test tire 6. The loading component 3 is connected to the test tire 6, and the bottom of the loading component 2 is connected to the test tire 6. The test tire 6 is driven by the loading component 2 to provide a downward loading force. The test tire 6 rotates under the drive of the torque control component 3. The rotation speed is determined by the specific test requirements. The test tire 6 rotates downward under the combined action of the loading component 2 and the torque control component 3, and squeezes the asphalt mixture specimen 5 to obtain relevant direct data for calculating rolling resistance. After the test is completed, it moves upward away from the asphalt mixture specimen 5.

[0035] In this invention, the location and material composition of the asphalt mixture specimen 5 are designed to simulate the location and composition of existing road surfaces. By studying the contact relationship between the asphalt mixture specimen 5 and the test tire 6, effective and accurate data information can be provided for the rolling resistance between the actual road surface and the tire.

[0036] This invention can simulate the interaction between the main components of vehicle rolling resistance, allowing the test tire 6 and the asphalt mixture specimen 5 to come into contact and form the actual rolling resistance process generated by the tire and road surface. By studying the tire and road surface materials, the aim is to reduce the rolling resistance of the vehicle. This reduction in rolling resistance can decrease fuel consumption and provide valuable data for related research on pollution reduction and carbon reduction in the transportation sector.

[0037] This invention achieves the testing of the rolling resistance coefficient of the tire and the simulated asphalt mixture pavement by testing the tire 6 and the asphalt mixture specimen 5 together. The material parameters of the asphalt mixture specimen 5 can be adjusted according to the tested rolling resistance coefficient to reduce the rolling resistance of the paved asphalt pavement to the vehicle tire.

[0038] This invention enables the adjustment of material composition parameters in asphalt mixture specimen 5 under the condition of fixed rolling resistance coefficient, which is beneficial for qualitative and quantitative guidance in the actual asphalt pavement laying process, so that the actual asphalt pavement has more complete and comprehensive road performance.

[0039] This invention enables the acquisition of rolling resistance of different tires under the same road surface material conditions, and also enables the acquisition of rolling resistance of the same tire under different road surface materials. It realizes the testing process of rolling resistance coefficient without limiting the road surface material, and can also obtain quantitative comparative data of the service life of different tires, which is beneficial for subsequent comparative research.

[0040] Specific Implementation Method Two: This implementation method further defines Specific Implementation Method One. In this method, the main frame 1 is a vertically arranged rectangular frame, whose structure is suitable for confined spaces. All components involved in the entire testing process are completed within the rectangular frame, thereby enhancing the adaptability of this equipment for testing in confined spaces and ensuring that the testing process has low requirements for site space. Figure 1 , Figure 2 and Figure 4 As shown, the main frame 1 includes a top plate 1-1, a bottom plate 1-2, and four support guide columns 1-3. The length direction of the support guide columns 1-3 is in the same direction as the thickness direction of the top plate 1-1 and the bottom plate 1-2. The top plate 1-1 and the bottom plate 1-2 are arranged horizontally side by side from top to bottom. The four support guide columns 1-3 are arranged vertically side by side between the top plate 1-1 and the bottom plate 1-2. The upper end of each support guide column 1-3 is fixedly connected to the top plate 1-1, and the lower end of each support guide column 1-3 is fixedly connected to the bottom plate 1-2. The support guide columns 1-3 provide a standard sliding track for the reciprocating sliding motion of the loading component 2.

[0041] Furthermore, the length of the support guide post 1-3 is 2 to 3 times the outer diameter of the test tire 6. The length of the support guide post 1-3 is 6 to 8 times the outer diameter of the asphalt mixture specimen 5, thereby ensuring that the dimensional relationship between the support guide post 1-3, the test tire 6, and the asphalt mixture specimen 5 is more adapted to the dimensional fit between the actual road surface and the tire.

[0042] Specific Implementation Method 3: This implementation method is a further limitation of Specific Implementation Method 1 or 2. In this implementation method, the loading component 2 includes a loading screw 2-1, a loading nut 2-2, a loading pressure plate 2-3, a gravity sensor 2-5, and multiple loading connecting posts 2-4. The loading pressure plate 2-3 is located directly below the top plate 1-1. The loading screw 2-1 is vertically arranged between the top plate 1-1 and the loading pressure plate 2-3. The loading nut 2-2 is provided on the top surface of the top plate 1-1. The upper end of the loading screw 2-1 passes through the top plate 1-1 and is connected to the loading nut 2-2. The lower end of the loading screw 2-1 is connected to the loading pressure plate 2-3 through the gravity sensor 2-5. Multiple loading connecting posts 2-4 are vertically arranged side by side on the loading pressure plate 2-3. The top end of each loading connecting post 2-4 is fixedly connected to the loading pressure plate 2-3, and the bottom end of each loading connecting post 2-4 is connected to the test tire 6.

[0043] In this embodiment, the gravity sensor 2-5 is an existing gravity sensor, and its working principle is the same as that of existing gravity sensors. The gravity sensor 2-5 is equipped with a controller to control the opening and closing of the gravity sensor 2-5 and the gravity signal acquisition process. The working principle between the gravity sensor 2-5 and the controller is the same as that between existing gravity sensors and controllers.

[0044] Furthermore, a drive motor is fitted to the top of the loading screw 2-1.

[0045] The working principle of loading component 2 in this embodiment is as follows:

[0046] According to the specific loading requirements, the specific load value of the loading component 2 is limited, and the threshold is preset in the controller of the gravity sensor 2-5. The loading component 2 is started, driving the loading screw 2-1 to move down and simultaneously driving the loading plate 2-3 to move down. During the downward movement of the loading plate 2-3, the test tire 6 is driven to make a vertical downward movement through the four loading connecting columns 2-4 and is squeezed onto the asphalt mixture specimen 5 until the load value collected by the gravity sensor 2-5 reaches the threshold and the downward movement stops.

[0047] The upward movement of the loading plate 2-3 is the reverse of the above process.

[0048] Specific Implementation Method Four: This implementation method is a further limitation of Specific Implementation Methods One, Two, or Three. The test tire 6 is equipped with a sliding support frame 7, which is a sliding component located between the loading assembly 2 and the test tire 6. The test tire 6 is equipped with the sliding support frame 7, which includes a sliding plate 7-1, a U-shaped connecting plate 7-3, and multiple guide sleeves 7-2. The sliding plate 7-1 is horizontally positioned below the loading pressure plate 2-3, and the multiple guide sleeves 7-2 are positioned on the sliding plate 7-1. The guide sleeve 7-2 and the support guide post 1-3 are set one-to-one. Each guide sleeve 7-2 is fitted on its corresponding support guide post 1-3. The bottom end of each loading connecting post 2-4 is fixedly connected to the top surface of the slide plate 7-1. A U-shaped connecting plate 7-3 is set on the bottom surface of the slide plate 7-1. The top of the U-shaped connecting plate 7-3 is fixedly connected to the bottom surface of the slide plate 7-1. The test tire 6 is clamped in the U-shaped connecting plate 7-3. The torque control component 3 passes through the U-shaped connecting plate 7-3 and is connected to the test tire 6.

[0049] In this embodiment, guide sleeve 7-2 is a linear bearing sleeve.

[0050] In this embodiment, the slide plate 7-1 is a square plate, and a guide sleeve 7-2 is provided at each corner of the square plate.

[0051] The working principle of the interaction between the loading component 2, the sliding support frame 7, and the test tire 6 in this embodiment is as follows:

[0052] According to the starting loading component 2, the driving loading screw 2-1 moves down and simultaneously drives the loading pressure plate 2-3 to move down. During the downward movement of the loading pressure plate 2-3, the sliding plate 7-1 is driven down through the four loading connecting columns 2-4. During the downward movement of the sliding plate 7-1, multiple guide sleeves 7-2 are simultaneously driven to move downward along the length direction of their respective supporting guide columns 1-3. At the same time as the sliding plate 7-1 moves down, the U-shaped connecting plate 7-3 moves down. The downward movement of the U-shaped connecting plate 7-3 drives the test tire 6 to make a vertical downward movement in sync.

[0053] The upward movement achieved through the cooperation between the loading component 2, the sliding support frame 7, and the test tire 6 is the reverse of the above process.

[0054] Specific Implementation Method 5: This implementation method is a further limitation of Specific Implementation Method 1. The asphalt mixture specimen 5 is a cylindrical specimen. The radial direction of the asphalt mixture specimen 5 is in the same direction as the height direction of the test tire 6. That is, the radial direction of the asphalt mixture specimen 5 is in the same direction as the radial direction of the test tire 6, ensuring that the central axis of the radial direction of the two is on the same vertical line, and ensuring the accuracy of the test.

[0055] Specific Implementation Method Six: This implementation method is a further limitation of Specific Implementation Method One. The torque control component 3 includes a torque sensor 3-1 and a motor 3-2. The motor 3-2 is located on one side of the test tire 6. The output shaft of the motor 3-2 is connected to the test tire 6. The test tire 6 rotates under the drive of the motor 3-2. The rolling surface of the test tire 6 is rolled and fitted with the outer wall of the asphalt mixture specimen 5.

[0056] Furthermore, the test tire 6 includes a tire body 6-1 and a tire axle 6-2, with the tire body 6-1 mounted on the tire axle 6-2. A tire axle sleeve 6-3 is also provided between the tire body 6-1 and the tire axle 6-2.

[0057] Furthermore, the torque control assembly 3 also includes a motor connecting sleeve 3-3, a sensor outer sleeve 3-4, a bearing cover plate 3-5, and a bearing pressure cap 3-6. The bearing cover plate 3-5 and the bearing pressure cap 3-6 are respectively disposed at both ends of the tire axle 6-2. The sensor outer sleeve 3-4 is a cylindrical shell with one open end. The sensor outer sleeve 3-4 is fastened to the bearing cover plate 3-5. The sensor outer sleeve 3-4 and the bearing cover plate 3-5 enclose a first mounting cavity for the torque sensor 3-1. The other end of the sensor outer sleeve 3-4 is provided with the motor connecting sleeve 3-3. The other end of the sensor outer sleeve 3-4 and the motor connecting sleeve 3-3 enclose a second mounting cavity. The output shaft of the motor 3-2 passes through the motor connecting sleeve 3-3 and is disposed in the second mounting cavity. The other end of the sensor outer sleeve 3-4 is machined with a through hole along its thickness direction. The torque sensor 3-1 passes through the through hole and is connected to the output shaft of the motor 3-2 located in the second mounting cavity.

[0058] Specific Implementation Method Seven: This implementation method is a further limitation of Specific Implementation Method One. Its characteristic is that the bracket 4 is used to support the asphalt mixture specimen 5. With the cooperation of the bracket 4, the asphalt mixture specimen 5 can be arranged in different postures and movement states to adapt to different test conditions and requirements. Specifically:

[0059] The bracket 4 can be a fixed bracket, a support bracket, or an arc-shaped bracket. When the bracket 4 is a fixed bracket, the asphalt mixture specimen 5 is fixedly connected to the bracket 4. At this time, the asphalt mixture specimen 5 is a fixed asphalt mixture specimen 5, which is subjected to dynamic and static contact friction related tests with the vertically descending test tire 6.

[0060] When the bracket 4 is a support bracket, the asphalt mixture specimen 5 is hinged on the bracket 4. The asphalt mixture specimen 5 can rotate and is in the original position of rotation state, and conducts a dual dynamic phase contact friction correlation test with the vertically descending test tire 6.

[0061] When the bracket 4 is an arc-shaped bracket, the asphalt mixture specimen 5 moves back and forth along the length of the arc-shaped bracket to conduct another dual dynamic phase contact friction correlation test with the vertically descending test tire 6.

[0062] Specific Implementation Method Eight: This implementation method is a further limitation of Specific Implementation Method One. When the bracket 4 is a support bracket or an arc-shaped bracket, the bracket 4 is equipped with a co-drive adjustment control 8. The function of the co-drive adjustment control 8 is to use the downward or upward movement trend of the loading component 2 as power to drive the asphalt mixture specimen 5 to perform related movements. The same-drive adjustment control 8 includes a connecting rod 8-1, a positioning frame 8-2, a transmission wheel 8-3, and a connecting shaft 8-4. The positioning frame 8-2 is set on the base plate 1-2, and the connecting rod 8-1 passes through the positioning frame 8-2. The top of the connecting rod 8-1 is connected to the bottom surface of the slide plate 7-1, and the bottom of the connecting rod 8-1 is machined with multiple teeth 8-5. The transmission wheel 8-3 is vertically set on the side of the positioning frame 8-2 facing the test tire 6. The transmission wheel 8-3 is a gear and meshes with the connecting rod 8-1. The transmission wheel 8-3 is connected to the asphalt mixture specimen 5 through the connecting shaft 8-4. The asphalt mixture specimen 5 rotates under the drive of the transmission wheel 8-3.

[0063] Furthermore, the positioning frame 8-2 includes a main support plate 8-2-1, a base 8-2-2, and multiple sub-support plates 8-2-3. The base 8-2-2 is horizontally arranged, and the main support plate 8-2-1 is vertically arranged on the base 8-2-2. The multiple sub-support plates 8-2-3 are arranged sequentially from top to bottom on one side of the main support plate 8-2-1 along its length direction. Each sub-support plate 8-2-3 has a through hole 8-2-4 machined along its thickness direction. The multiple through holes 8-2-4 are coaxially arranged and are used to accommodate the insertion of the connecting rod 8-1, providing a lifting channel for the lifting and lowering of the connecting rod 8-1. The base 8-2-2 has a circular groove 8-2-5 machined on it, which is coaxially fitted with the through hole 8-2-4, to limit the lowest limit position of the connecting rod 8-1 and ensure that the length and position of the downward movement path of the connecting rod 8-1 are within a controllable and regulated range.

[0064] The working process of the same drive control 8 in this embodiment is as follows:

[0065] When the loading component 2 moves down, the sliding plate 7-1 moves down and presses down the connecting rod 8-1. During the downward movement of the connecting rod 8-1, multiple teeth 8-5 at its bottom mesh with the transmission wheel 8-3, driving the transmission wheel 8-3 to rotate. The rotation of the transmission wheel 8-3 drives the asphalt mixture specimen 5 to rotate through the connecting shaft 8-4, thereby realizing that the asphalt mixture specimen 5 is in a state of rotation.

[0066] Specific Implementation Method Nine: This implementation method is a further limitation of Specific Implementation Method One. When the bracket 4 is an arc-shaped bracket, the bottom of the positioning frame 8-2 is provided with a first slider 9, the bottom plate 1-2 is provided with a first sliding groove 10 that slides with the first slider 9, the bottom surface of the slide plate 7-1 is provided with a second sliding groove 11, and the top of the connecting rod 8-1 slides with the second sliding groove 11.

[0067] Correspondingly, the top surface of the arc bracket is a rounded top surface that is low in the middle and high at both ends. The top surface of the arc bracket can also be machined with multiple first limiting teeth. The asphalt mixture specimen 5 is fixedly fitted with an arc-shaped outer sleeve 12. Multiple second limiting teeth are integrally connected to the arc-shaped outer sleeve 12. The multiple first limiting teeth and multiple second limiting teeth mesh with each other, so that the asphalt mixture specimen 5 can stay at any angle position as needed, in conjunction with the downward pressure of the test tire 6.

[0068] When the asphalt mixture specimen 5 is positioned at the middle of the top surface of the arc-shaped bracket, it can be used to test and obtain the rolling resistance process under vertical extrusion.

[0069] When the asphalt mixture specimen 5 is moving from the middle position of the top surface of the arc bracket to the end, it can be used to test and obtain the rolling resistance of the test tire 6 when it is on an uphill slope.

[0070] When the asphalt mixture specimen 5 is moving from the end of the top surface of the arc-shaped bracket to the middle position, it can be used to test and obtain the rolling resistance of the test tire 6 in a downhill state.

[0071] Based on the theory of hybrid resistance testing, the device of this invention is mainly divided into three parts: loading part, motor and connection part, and base part.

[0072] Loading section: Rotating the loading screw nut 2-2 adjusts the force applied to the test tire 6 from top to bottom, which is transmitted to the gravity sensor 2-5 via the loading screw 2-1 to obtain the magnitude of the force.

[0073] Motor and connecting components: Motor 3-2 is connected to torque sensor 3-1 via motor connecting sleeve 3-3 to obtain the test speed and torque. Tire body 6-1 is fixed via tire axle 6-2 and tire axle sleeve 6-3. Torque control component 3 controls the rotation of the test tire, and the speed of test tire 6 is adjusted accordingly according to the test requirements.

[0074] Base section: The base consists of a bracket 4 and a bearing rod 13. Before testing, an asphalt mixture needs to be prepared in advance as the asphalt mixture specimen 5 used in the final test, and placed between the base and the test tire 6. The structure of the base can support the relative rolling of the test tire 6 and the asphalt mixture specimen 5.

[0075] The measurement principle of this invention, which involves direct measurement in the vertical direction, is as follows:

[0076] First, start the motor 3-2 in the torque control component 3 to drive the test tire 6 under no-load conditions once. In the no-load test and subsequent formal tests, the speed of the motor 3-2 is kept consistent with the load on the tire body 6-1. At this time, the torque sensor 3-1 reads the torque value T of the test tire 6. t1 The additional loss force F of this equipment can be calculated by dividing the torque value by the radius R of the test tire 6. pl The specific formula is the additional loss force F. pl =T t1 / R. The loading assembly 2 and torque control assembly 3 are activated, causing the test tire 6 to rotate and move downwards. This ensures that the asphalt mixture specimen 5 is in a state of movement from the middle position of the top surface of the arc-shaped bracket to the end, bringing the test tire 6 into contact with the asphalt mixture specimen 5. The contact pressure generated between the test tire 6 and the asphalt mixture specimen 5 is obtained through gravity sensor 2-5. When the pressure value obtained by gravity sensor 2-5 reaches the loading value N, the torque value T of the test tire 6 is obtained through torque sensor 3-1. t2 The torque value is divided by the radius R of the test tire 6, and then the error F caused by additional losses is subtracted. pl The rolling resistance F between the test tire 6 and the mixture specimen 5 can then be obtained. r The final value, specifically the formula for rolling resistance. Rolling resistance F r Dividing by the load N of the test tire 6 yields the rolling resistance coefficient C between the tire and the compound specimen. r The specific formula is the rolling resistance coefficient C. r =F r / N.

[0077] The measurement principle of this invention in the first yaw state is as follows: The measurement principle of this invention in the uphill simulated state is as follows:

[0078] First, start the motor 3-2 in the torque control component 3 to drive the test tire 6 under no-load conditions once. In the no-load test and subsequent formal tests, the speed of the motor 3-2 is kept consistent with the load on the tire body 6-1. At this time, the torque sensor 3-1 reads the torque value T of the test tire 6. t1 The additional loss force F of this equipment can be calculated by dividing the torque value by the radius R of the test tire 6. pl The specific formula is the additional loss force F. pl =T t1Place the asphalt mixture specimen 5 on the bracket 4, activate the loading component 2 and torque control component 3, and move the test tire 6 downwards in a rotating state until the test tire 6 contacts the asphalt mixture specimen 5. During contact, ensure that the asphalt mixture specimen 5 is in a state of movement from the middle position of the top surface of the arc-shaped bracket to the end. The contact pressure generated between the test tire 6 and the asphalt mixture specimen 5 is obtained by the gravity sensor 2-5. When the pressure value obtained by the gravity sensor 2-5 reaches the loading value N1, the torque value T of the test tire 6 is obtained by the torque sensor 3-1. t2 The torque value is divided by the radius R of the test tire 6, and then the error f caused by additional losses is subtracted. pl The rolling resistance F between the test tire 6 and the mixture specimen 5 can then be obtained. r The final value, specifically the formula for rolling resistance. Rolling resistance F r Dividing by the load N1 of the test tire 6 yields the rolling resistance coefficient C between the tire and the compound specimen. r The specific formula is the rolling resistance coefficient C. r =F r / N1.

[0079] The measurement principle of this invention in the second yaw state is as follows: The measurement principle of this invention in the downhill simulated state is as follows:

[0080] First, start the motor 3-2 in the torque control component 3 to drive the test tire 6 under no-load conditions once. In the no-load test and subsequent formal tests, the speed of the motor 3-2 is kept consistent with the load on the tire body 6-1. At this time, the torque sensor 3-1 reads the torque value T of the test tire 6. t1 The additional loss force F of this equipment can be calculated by dividing the torque value by the radius R of the test tire 6. pl The specific formula is the additional loss force F. pl =T t1 Place the asphalt mixture specimen 5 on the bracket 4, activate the loading assembly 2 and torque control assembly 3, and move the test tire 6 downwards in a rotating state until the test tire 6 contacts the asphalt mixture specimen 5. During contact, ensure that the asphalt mixture specimen 5 is in motion from the end of the top surface of the arc-shaped bracket to the middle position. The contact pressure between the test tire 6 and the asphalt mixture specimen 5 is obtained through the gravity sensor 2-5. When the pressure value obtained by the gravity sensor 2-5 reaches the loading value N2, the torque value T of the test tire 6 is obtained through the torque sensor 3-1. t2 The torque value is divided by the radius R of the test tire 6, and then the error F caused by additional losses is subtracted. pl The rolling resistance F between the test tire 6 and the mixture specimen 5 can then be obtained.r The final value, specifically the formula for rolling resistance. Rolling resistance F r Dividing by the load N2 of the test tire 6 yields the rolling resistance coefficient C between the tire and the compound specimen. r The specific formula is the rolling resistance coefficient C. r =F r / N2.

[0081] Specific Implementation Method Ten: Combining Figures 1 to 11 This embodiment describes the asphalt mixture and tire interactive loading test method. The method involves determining the load of the loading component 2 and the rotational speed of the torque control component 3 according to the test requirements. Simultaneously, the corresponding type of asphalt mixture specimen 5 and test tire 6 are selected based on the test requirements. The loading component 2 and / or torque control component 3 are activated to ensure the rolling surface of the test tire 6 is tightly attached to the asphalt mixture specimen 5. After acquiring image data and test data of the asphalt mixture specimen 5 and test tire 6 after the test, the rolling resistance is calculated.

[0082] The asphalt mixture and tire interactive loading testing device in this embodiment includes a main frame 1, a loading component 2, a torque control component 3, a bracket 4, an asphalt mixture specimen 5, and a test tire 6. The main frame 1 is vertically arranged, the loading component 2 is located at the top of the main frame 1, and the bracket 4 is located at the bottom of the main frame 1. The asphalt mixture specimen 5 is placed on the top of the bracket 4. The test tire 6 is vertically arranged inside the main frame 1, between the loading component 2 and the asphalt mixture specimen 5. The torque control component 3 is provided on one side of the test tire 6. The loading component 3 is connected to the test tire 6, and the bottom of the loading component 2 is connected to the test tire 6. The test tire 6 is driven by the loading component 2 to provide a downward loading force. The test tire 6 rotates under the drive of the torque control component 3. The rotation speed is determined by the specific test requirements. The test tire 6 rotates downward under the combined action of the loading component 2 and the torque control component 3, and squeezes the asphalt mixture specimen 5 to obtain relevant direct data for calculating rolling resistance. After the test is completed, it moves upward away from the asphalt mixture specimen 5.

[0083] The testing principle of the asphalt mixture and tire interactive loading test equipment in this embodiment is as follows:

[0084] Rolling resistance is the energy loss per unit distance traveled, and the rolling resistance coefficient is the ratio of rolling resistance to the tire test load. This equipment uses a motor to bring the stressed tire into contact with and rotate the asphalt mixture specimen 5. The torque of the measuring tire 6 can be measured by the torque sensor 3-1. Dividing the torque by the radius of the test tire 6 yields the rolling resistance between the test tire 6 and the mixture specimen 5. Dividing the rolling resistance by the tire load yields the rolling resistance coefficient between the tire and the mixture specimen. A no-load test should be performed beforehand to account for additional losses incurred by the testing machinery. Subtracting the error caused by these additional losses gives the final value of the rolling resistance coefficient. Testing different asphalt mixture specimens 5 facilitates the timely and accurate selection of the mixture specimen 5 with the lowest rolling resistance coefficient suitable for different measuring tires 6.

[0085] Structures and connections not mentioned in this embodiment are the same as those in specific embodiments one, two, three, four, five, six, seven, eight, or nine.

Claims

1. A rolling resistance testing device for asphalt mixture and tires under alternating loading, characterized in that, The system includes a main frame (1), a loading component (2), a torque control component (3), a bracket (4), an asphalt mixture specimen (5), and a test tire (6). The main frame (1) is vertically arranged. The loading component (2) is located at the top of the main frame (1), and the bracket (4) is located at the bottom of the main frame (1). The asphalt mixture specimen (5) is located at the top of the bracket (4). The test tire (6) is vertically arranged inside the main frame (1) and is located between the loading component (2) and the asphalt mixture specimen (5). The torque control component (3) is located on one side of the test tire (6) and is connected to the test tire (6). The bottom of the loading component (2) is connected to the test tire (6). The test tire (6) is driven by the loading component (2) and the torque control component (3) to perform a downward squeezing action towards the asphalt mixture specimen (5) or an upward detachment action away from the asphalt mixture specimen (5) while in a rotating state. The main frame (1) includes a top plate (1-1), a bottom plate (1-2), and four support guide columns (1-3). The top plate (1-1) and the bottom plate (1-2) are arranged horizontally side by side from top to bottom. The four support guide columns (1-3) are arranged vertically side by side between the top plate (1-1) and the bottom plate (1-2). The upper end of each support guide column (1-3) is fixedly connected to the top plate (1-1), and the lower end of each support guide column (1-3) is fixedly connected to the bottom plate (1-2). The loading assembly (2) includes a loading screw (2-1), a loading nut (2-2), a loading pressure plate (2-3), a gravity sensor (2-5), and multiple loading connecting posts (2-4). The loading pressure plate (2-3) is located directly below the top plate (1-1). The loading screw (2-1) is vertically positioned between the top plate (1-1) and the loading pressure plate (2-3). The loading nut (2-2) is located on the top surface of the top plate (1-1). The upper end of the loading screw (2-1) passes through the top plate (1-1) and is connected to the loading nut (2-2). The lower end of the loading screw (2-1) is connected to the loading pressure plate (2-3) through the gravity sensor (2-5). Multiple loading connecting posts (2-4) are vertically arranged side by side on the loading pressure plate (2-3). The top end of each loading connecting post (2-4) is fixedly connected to the loading pressure plate (2-3), and the bottom end of each loading connecting post (2-4) is connected to the test tire (6). The test tire (6) is equipped with a sliding support frame (7), which includes a slide plate (7-1), a U-shaped connecting plate (7-3), and multiple guide sleeves (7-2). The slide plate (7-1) is horizontally positioned below the loading pressure plate (2-3), and the multiple guide sleeves (7-2) are positioned on the slide plate (7-1). Each guide sleeve (7-2) corresponds to a support guide post (1-3), and each guide sleeve (7-2) is fitted onto its corresponding support post. On the support column (1-3), the bottom end of each loading connecting column (2-4) is fixedly connected to the top surface of the slide plate (7-1). A U-shaped connecting plate (7-3) is provided on the bottom surface of the slide plate (7-1). The top of the U-shaped connecting plate (7-3) is fixedly connected to the bottom surface of the slide plate (7-1). A test tire (6) is clamped in the U-shaped connecting plate (7-3). The torque control component (3) passes through the U-shaped connecting plate (7-3) and is connected to the test tire (6). According to the specific loading requirements, the specific load value of the loading component (2) is limited, and the threshold is preset in the controller of the gravity sensor (2-5). The loading component (2) is started, driving the loading screw (2-1) to move down and simultaneously driving the loading plate (2-3) to move down. During the downward movement of the loading plate (2-3), the test tire (6) is driven to make a vertical downward movement through the four loading connecting columns (2-4) and squeezed onto the asphalt mixture specimen (5) until the load value collected by the gravity sensor (2-5) reaches the threshold and the downward movement stops. According to the start of the loading component (2-5) 2) Drive the loading screw (2-1) to move down and simultaneously drive the loading pressure plate (2-3) to move down. During the downward movement of the loading pressure plate (2-3), the sliding plate (7-1) is driven down through the four loading connecting columns (2-4). During the downward movement of the sliding plate (7-1), multiple guide sleeves (7-2) are driven down along the length direction of their respective supporting guide columns (1-3). At the same time as the sliding plate (7-1) moves down, the U-shaped connecting plate (7-3) moves down. The U-shaped connecting plate (7-3) moves down and drives the test tire (6) to make a vertical downward movement simultaneously.

2. The asphalt mixture and tire interactive loading rolling resistance testing device according to claim 1, characterized in that, asphalt... The asphalt mixture specimen (5) is a cylindrical specimen, and the radial direction of the asphalt mixture specimen (5) is in the same direction as the height direction of the test tire (6).

3. The asphalt mixture and tire interactive loading rolling resistance testing device according to claim 2, characterized in that, The torque control component (3) includes a torque sensor (3-1) and a motor (3-2). The motor (3-2) is located on one side of the test tire (6). The output shaft of the motor (3-2) is connected to the test tire (6). The test tire (6) rotates under the drive of the motor (3-2). The rolling surface of the test tire (6) is rolled and fitted against the outer wall of the asphalt mixture specimen (5).

4. The asphalt mixture and tire interactive loading rolling resistance testing device according to claim 3, characterized in that, The bracket (4) can be a fixed bracket, a support bracket, or an arc-shaped bracket. When the bracket (4) is a fixed bracket, the asphalt mixture specimen (5) is fixedly connected to the bracket (4); when the bracket (4) is a support bracket, the asphalt mixture specimen (5) is hinged to the bracket (4); when the bracket (4) is an arc-shaped bracket, the asphalt mixture specimen (5) moves back and forth along the length of the arc-shaped bracket.

5. The asphalt mixture and tire interactive loading rolling resistance testing device according to claim 4, characterized in that, When the bracket (4) is a support bracket or an arc-shaped bracket, the bracket (4) is equipped with a drive adjustment control (8). The drive adjustment control (8) includes a connecting rod (8-1), a positioning frame (8-2), a transmission wheel (8-3), and a connecting shaft (8-4). The positioning frame (8-2) is set on the base plate (1-2), and the connecting rod (8-1) passes through the positioning frame (8-2). The top end of the connecting rod (8-1) is connected to the bottom surface of the sliding plate (7-1). The bottom of the connecting rod (8-1) is machined with multiple teeth (8-5). The transmission wheel (8-3) is vertically set on the side of the positioning frame (8-2) facing the test tire (6). The transmission wheel (8-3) is a gear. The transmission wheel (8-3) meshes with the connecting rod (8-1). The transmission wheel (8-3) is connected to the asphalt mixture specimen (5) through the connecting shaft (8-4). The asphalt mixture specimen (5) rotates under the drive of the transmission wheel (8-3).

6. The asphalt mixture and tire interactive loading rolling resistance testing device according to claim 5, characterized in that, When the bracket (4) is an arc-shaped bracket, the positioning frame (8-2) is equipped with a first slider (9), the base plate (1-2) is provided with a first groove (10) that slides with the first slider (9), the bottom surface of the slide plate (7-1) is provided with a second groove (11), and the top of the connecting rod (8-1) slides with the second groove (11).

7. A method for testing the rolling resistance of asphalt mixture and tire under alternating loading, implemented using the asphalt mixture and tire alternating loading rolling resistance testing equipment as described in claims 1, 2, 3, 4, 5, or 6, characterized in that: The method for testing the rolling resistance of asphalt mixture and tire through interactive loading involves determining the loading load of the corresponding loading component (2) and the rotation speed of the torque control component (3) according to the test requirements. At the same time, the corresponding type of asphalt mixture specimen (5) and test tire (6) are selected according to the test requirements. The loading component (2) and / or torque control component (3) are started to ensure that the rolling surface of the test tire (6) is in close contact with the asphalt mixture specimen (5). After obtaining the image data and test data of the asphalt mixture specimen (5) and test tire (6) after the test, the rolling resistance is calculated. The measurement principle under the simulated uphill condition is as follows: First, start the motor (3-2) in the torque control component (3) to drive the test tire (6) under no-load conditions once. The speed of the motor (3-2) in the no-load test and the subsequent formal test are consistent with the load on the tire body (6-1). Read the torque value T of the test tire (6) obtained by the torque sensor (3-1) at this time. t1 The additional loss force F of this equipment can be calculated by dividing the torque value by the radius R of the test tire (6). pl The specific formula is the additional loss force F. pl =T t1 / R, place the asphalt mixture specimen (5) on the bracket (4), start the loading component (2) and torque control component (3), and drive the test tire (6) to move downwards in a rotating state until the test tire (6) contacts the asphalt mixture specimen (5). When contacting, ensure that the asphalt mixture specimen (5) is in a state of movement from the middle position of the top surface of the arc bracket to the end. At this time, the contact pressure generated between the test tire (6) and the asphalt mixture specimen (5) is obtained by the gravity sensor (2-5). When the pressure value obtained by the gravity sensor (2-5) reaches the loading value N1, the torque value T of the test tire (6) is obtained by the torque sensor (3-1). t2 The torque value is divided by the radius R of the test tire (6), and then the error F caused by additional losses is subtracted. pl The rolling resistance F between the test tire (6) and the mixture specimen (5) can then be obtained. r The final value, specifically the formula for rolling resistance. Rolling resistance F r Dividing by the load N1 of the test tire (6) yields the rolling resistance coefficient C between the tire and the compound specimen. r The specific formula is the rolling resistance coefficient C. r =F r / N1; The measurement principle under downhill simulation conditions is as follows: First, start the motor (3-2) in the torque control component (3) to drive the test tire (6) under no-load conditions once. The speed of the motor (3-2) in the no-load test and the subsequent formal test are consistent with the load on the tire body (6-1). Read the torque value T of the test tire (6) obtained by the torque sensor (3-1) at this time. t1 The additional loss force F of this equipment can be calculated by dividing the torque value by the radius R of the test tire (6). pl The specific formula is the additional loss force F. pl =T t1 / R, place the asphalt mixture specimen (5) on the bracket (4), start the loading component (2) and torque control component (3), and drive the test tire (6) to move downwards in a rotating state until the test tire (6) contacts the asphalt mixture specimen (5). When contacting, ensure that the asphalt mixture specimen (5) is in motion from the end of the top surface of the arc bracket to the middle position. At this time, the contact pressure generated between the test tire (6) and the asphalt mixture specimen (5) is obtained by the gravity sensor (2-5). When the pressure value obtained by the gravity sensor (2-5) reaches the loading value N2, the torque value T of the test tire (6) is obtained by the torque sensor (3-1). t2 The torque value is divided by the radius R of the test tire (6), and then the error F caused by additional losses is subtracted. pl The rolling resistance F between the test tire (6) and the mixture specimen (5) can then be obtained. r The final value, specifically the formula for rolling resistance. Rolling resistance F r Dividing by the load N2 of the test tire (6) yields the rolling resistance coefficient C between the tire and the compound specimen. r The specific formula is the rolling resistance coefficient C. r =F r / N2.

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