A cantilever beam tire turning mechanical characteristics testing device and method

Abstract

The present invention discloses a cantilever beam type tire turning mechanical characteristic testing device and method, belonging to the field of tire characteristic testing technology, comprising a cantilever assembly, wherein a cantilever rotating assembly and a side slip angle rotating assembly are respectively arranged near both ends at the bottom of the cantilever assembly, wherein the cantilever rotating assembly is arranged at the top of the vertical load loading assembly, and the side slip angle rotating assembly is arranged at the top of the roll assembly, and a tire shaft system assembly is rotatably arranged at the lower end of the roll assembly. The present invention provides a cantilever beam type tire turning mechanical characteristic testing device and method, wherein the side slip angle rotating assembly, the cantilever rotating assembly, the vertical load loading assembly and the top of the roll assembly are controlled by a controller, and the mechanical characteristic test of the tire with a low speed and a large turning radius is performed while ensuring that the vertical load, the side slip angle and the roll angle are input simultaneously, and the side slip angle, the roll angle and the turning radius can be precisely controlled, and the device is easy to disassemble and assemble, has a simple structure, occupies a small area and space, and has low difficulty and cost in construction.

Description

Technical Field

[0001] The invention discloses a cantilever beam type tire turning deflection mechanical property testing device and method, belonging to the technical field of tire property testing. Background Art

[0002] The tire turning mechanical characteristics refer to the relationship between the ratio of the tire's yaw angular velocity to the tire's rolling linear velocity and the lateral force, self-aligning torque, and overturning torque generated by the tire in the contact patch area. The acquisition of tire turning mechanical characteristics is of great value in studying the vehicle's low-speed and large steering angle driving conditions. With the improvement of vehicle intelligence, automatic parking, on-the-spot U-turns, and other automatic driving scenarios completed with the help of driving assistance systems all have tire turning and combined turning conditions. Accurate testing of tire turning and combined turning conditions tire mechanical characteristics plays a decisive role in building a high-precision tire model that includes tire turning mechanical characteristics, which can be applied to the simulation and virtual tuning of vehicle driving scenarios containing tire turning conditions, helping to shorten the vehicle development and verification cycle.

[0003] The mainstream A-shaped tire test bench currently used by OEMs and tire suppliers cannot achieve the test conditions of low-speed tires with constant yaw angles. Other domestic tire mechanical property test benches also do not have the ability to control the tire turning rate constant input tire turning rate mechanical property test. For example, patents CN 101975666A, CN 102279111 A, CN102323069 A; Patent CN 104406802 B provide a tire turning rate and turning rate composite conditions tire mechanical property test scheme, but the turning rate adjustment is limited by the diameter of the circular road panel of the test bench, and the tire turning rate mechanical property test cannot be performed under small turning rate conditions. The mechanical characteristic curve stiffness area and lateral force peak value of the tire turning rate and the return moment are all in the small turning rate area. Therefore, the mechanical characteristics of the tire under small turning rate, including the roll angle and the sideslip angle, change quickly and complexly, which is the difficulty in determining the tire turning rate mechanical characteristics. How to realize pure working condition and coupled working condition testing under small tire turning rate conditions is the key to optimizing existing tire testing equipment and solving the blind spots in tire turning mechanical characteristics testing. Summary of the invention

[0004] The purpose of the present invention is to solve the problem that the mechanical properties of the existing tires, including the roll angle and the sideslip angle, change quickly and complexly under the condition of small turning rate, and to propose a cantilever beam tire turning mechanical property testing device and method.

[0005] The problem to be solved by the present invention is achieved by the following technical solutions:

[0006] A cantilever beam type tire turning mechanical characteristics testing device comprises a cantilever assembly, wherein a cantilever rotating assembly and a sideslip angle rotating assembly are respectively arranged near both ends of the bottom of the cantilever assembly, the cantilever rotating assembly is arranged on the top of the vertical load loading assembly, the sideslip angle rotating assembly is arranged on the top of the roll assembly, and a tire shaft system assembly is rotatably arranged at the lower end of the roll assembly.

[0007] Preferably, the vertical load loading assembly includes a loading base, a first lift is vertically fixed to the bottom inner portion of the loading base, an input shaft of the first lift is connected to the main shaft of the first motor, the first motor is fixed to the first lift, an execution end of the first lift is connected to the inner side of a middle recess of the U-shaped cover, and a first rotating connecting disc connected to the base of the cantilever rotating assembly is fixed to the outer side of the middle recess of the U-shaped cover.

[0008] Preferably, vertical load dovetail grooves are respectively provided on two opposite inner sides of the U-shaped cover, and vertical load dovetail columns cooperating with the vertical load dovetail grooves are symmetrically provided on the outer side of the loading base.

[0009] Preferably, the cantilever assembly includes a cantilever beam, a second rotating connecting disk connected to the execution end of the cantilever rotating assembly is fixed at one end of the bottom of the cantilever beam, a plurality of evenly arranged mounting holes are provided at the bottom of the cantilever beam, and the plurality of mounting holes can be respectively connected to the turning radius disk to adjust the turning radius of the tested tire, and the turning radius disk is connected to the execution end of the side slip angle rotating assembly.

[0010] Preferably, the tire shaft system assembly includes a tire shaft system frame, a main shaft rotates through the tire shaft system frame, the first outer end cover and the first sleeve flange are matched and respectively sleeved on the main shaft, the first sleeve is connected to the front partition flange of the tire shaft system frame, the main shaft is sleeved with a first tapered roller bearing that matches the inner diameter of the first sleeve, the first tapered roller bearing is limited by the first shoulder and the second sleeve sleeved on the main shaft and the first sleeve flange, the third sleeve and the fourth sleeve flange are matched and respectively sleeved on the main shaft, the fourth sleeve is connected to the middle partition of the tire shaft system frame The main shaft is connected by a flange, a second tapered roller bearing matched with the inner diameter of the fourth sleeve is sleeved on the main shaft, the second tapered roller bearing is limited by a lock nut through an externally threaded threaded connection sleeve on the main shaft and matched with the third sleeve, the fourth sleeve is flange-connected to a fifth sleeve sleeve mounted on the main shaft, two deep groove ball bearings are respectively sleeved on the main shaft in sequence, the two deep groove ball bearings are flange-connected with the rear partition of the tire shaft system frame through a second shaft shoulder and a second outer end cover for limiting, a tire six-component force sensor is provided at the large diameter end of the main shaft, and a measured tire mounting end is provided on the outer side of the tire six-component force sensor.

[0011] Preferably, the roll assembly includes a roll bracket, a horizontal drive support plate is arranged at the end of the roll bracket close to the vertical load loading assembly, a horizontal drive motor support and a bearing support are arranged on the horizontal drive support plate, a horizontal drive motor is fixed to the horizontal drive motor support, an execution end of the horizontal drive motor is connected to one end of a lead screw rotatably arranged inside the bearing support, a threaded sleeve is sleeved on the lead screw, a third rotating connection disk connected to the base of the sideslip angle rotation assembly is fixed on the upper side of the threaded sleeve, and a A horizontal sliding dovetail column, a horizontal sliding dovetail groove body that can cooperate with the horizontal sliding dovetail column is arranged at the bottom of the third rotating connecting disc, the end of the roll bracket away from the vertical load loading assembly is hinged with a push rod support, a second lift is sleeved in the push rod support, the input shaft of the second lift is connected to the main shaft of the second motor, the second motor is fixed on the second lift, the execution end of the second lift is hinged to the top of the tire shaft system frame near the rear partition, and the two ends of the bottom of the roll bracket are respectively connected to the two sides of the tire shaft system frame through the roll rotation mechanism.

[0012] Preferably, the roll rotation mechanism includes a roll shaft fixed by a flange on the side of the tire shaft system frame and a roll positioning seat fixed at the bottom of the roll bracket, the roll shaft is sleeved with an inner end cover, the roll shaft passes through the roll positioning seat, the roll shaft is sleeved with a third tapered roller bearing that cooperates with the roll positioning seat, the third tapered roller bearing cooperates with the roll sleeve through a roll shaft shoulder, the third tapered roller bearing and the roll sleeve are enclosed in the roll positioning seat through the inner end cover and an outer end cover sleeved on the roll shaft, the end of the roll shaft away from the tire shaft system frame is flange-connected with an encoder connecting shaft, the outer side flange of the outer end cover is flange-connected with an encoder positioning seat, an encoder is arranged on the encoder positioning seat, and the main shaft of the encoder is connected to the encoder connecting shaft through a coupling.

[0013] Preferably, the cantilever rotating assembly, the sideslip angle rotating assembly, the encoder, the second motor, the horizontal drive motor, the tire six-component force sensor and the first motor are electrically connected to the controller, respectively, and the cantilever rotating assembly, the sideslip angle rotating assembly, the encoder, the second motor, the horizontal drive motor, the tire six-component force sensor, the first motor and the controller are electrically connected to the power supply, respectively.

[0014] A cantilever beam type tire turning deflection mechanical characteristics testing method, applied to the cantilever beam type tire turning deflection mechanical characteristics testing device, comprising:

[0015] The tested tire is mounted on the tested tire mounting end, the controller respectively obtains the test tire turning rate, the test slip angle, the test roll angle and the vertical load, the controller obtains the side slip angle motor rotation number instruction according to the test slip angle and sends it to the side slip angle rotation assembly, the side slip angle rotation assembly receives the side slip angle motor rotation number instruction and performs corresponding operations;

[0016] The controller obtains a second motor rotation number instruction according to the test roll angle and sends it to the second motor, the second motor receives the second motor rotation number instruction and performs a corresponding operation, the encoder detects the roll angle of the tire shaft system assembly to obtain rotation angle data and feeds it back to the controller, and the controller determines whether the rotation angle data is consistent with the test roll angle:

[0017] Yes, the controller obtains the first motor rotation number instruction according to the vertical load and sends it to the first motor, and the first motor receives the first motor rotation number instruction and performs a corresponding operation;

[0018] No, a rotation number adjustment instruction of the second motor is obtained according to the rotation angle data and sent to the second motor, and the second motor receives the rotation number adjustment instruction of the second motor and performs a corresponding operation;

[0019] The controller obtains a vertical sinking amount according to the test roll angle and the vertical load, obtains a contact patch center offset of the tested tire according to the vertical sinking amount and the test roll angle, obtains a horizontal drive motor rotation number instruction according to the contact patch center offset of the tested tire and sends the instruction to the horizontal drive motor, and the horizontal drive motor receives the second motor rotation number instruction and performs a corresponding operation;

[0020] The controller obtains the command of the number of rotations of the rotary motor and sends it to the cantilever rotating assembly. The cantilever rotating assembly receives the command of the number of rotations of the rotary motor and performs corresponding operations to realize the combined rolling, lateral and lateral deflection motion of the tested tire. The tire six-component force sensor measures all forces and torques on the tested tire and feeds them back to the controller.

[0021] Preferably, obtaining the contact patch center offset of the tested tire according to the vertical sinking amount and the test roll angle comprises:

[0022] According to the vertical sinking amount and the test roll angle, the contact patch center offset of the tested tire is obtained by formulas (1)-(3):

[0023]

[0024] Where: L γ1 L is the horizontal distance of the center of the contact patch of the tested tire after tilting. Zis the distance from the wheel center of the tested tire to the center of the roll bracket bearing, R0 is the radius of the tested tire in the unloaded state, and γ is the test roll angle;

[0025] L γ2 =L R ·tanγ (2)

[0026] Where: L γ2 L is the distance of the center of contact patch of the tested tire including the side tilt angle. R The vertical sinking amount of the tire being tested;

[0027] L γ =L γ1 -L γ2 (3)

[0028] Where: L γ is the center offset of the contact patch of the tire being tested.

[0029] The present invention has the following beneficial effects compared with the prior art:

[0030] The present invention provides a cantilever beam tire turning mechanical characteristics testing device and method, which controls the sideslip angle rotation assembly, the cantilever rotation assembly, the vertical load loading assembly and the top of the roll assembly through a controller, and performs a tire mechanical characteristics test at a low speed and a large turning radius while ensuring that the vertical load, the sideslip angle and the roll angle are input simultaneously, and can ensure precise control of the sideslip angle, the roll angle and the turning radius, and is easy to assemble and disassemble, has a simple structure, occupies a small area and space, and has low difficulty and cost in construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is an overall structural diagram of a cantilever beam type tire turning and deflection mechanical characteristics testing device of the present invention.

[0032] Figure 2 The isometric view of a vertical load loading assembly in a cantilever beam type tire turning and deflection mechanical property testing device of the present invention.

[0033] Figure 3 It is a partial isometric view of a vertical load loading assembly in a cantilever beam type tire turning and deflection mechanical characteristics testing device of the present invention.

[0034] Figure 4 The utility model is an isometric side view of a cantilever assembly in a cantilever beam type tire turning and deflection mechanical characteristic testing device of the present invention.

[0035] Figure 5 The invention discloses an isometric side view of a tire shaft system assembly in a cantilever beam type tire turning and deflection mechanical property testing device.

[0036] Figure 6The present invention is a cross-sectional view of a tire shaft system assembly in a cantilever beam type tire turning and deflection mechanical characteristics testing device.

[0037] Figure 7 The invention discloses an isometric side view of a main shaft in a cantilever beam type tire turning and deflection mechanical property testing device.

[0038] Figure 8 The isometric side view of a roll assembly in a cantilever beam type tire turning mechanical property testing device of the present invention.

[0039] Fig. 9 The invention discloses an isometric side view of a roll rotation mechanism in a cantilever beam type tire deflection mechanical property testing device.

[0040] Fig.10 The invention discloses a cross-sectional view of a roll rotation mechanism in a cantilever beam type tire deflection mechanical property testing device.

[0041] Fig.11 The invention discloses an electrical connection diagram of a cantilever beam type tire turning and deflection mechanical characteristic testing device.

[0042] Fig.12 It is a schematic diagram of a tire contact footprint offset applied by a roll angle in a cantilever beam tire turning mechanical property test method under no-load condition of the present invention;

[0043] Fig.13 It is a schematic diagram of the displacement of the tire contact mark when a load is applied in a cantilever beam type tire turning mechanical property testing method of the present invention;

[0044] Among them, 100-vertical load loading assembly, 200-cantilever rotation assembly, 300-roll assembly, 400-cantilever assembly, 500-side slip angle rotation assembly, 600-tire shaft assembly, 101-loading base, 102-vertical load dovetail column, 103-first motor, 104-first rotating connection disc, 105-vertical load dovetail trough, 106-first lift, 107-U-shaped cover, 301-water Horizontal drive motor, 302-horizontal drive motor support, 303-bearing support, 304-third rotating connection disc, 305-horizontal sliding dovetail column, 306-second lift, 307-push rod support, 308-roll bracket, 309-horizontal sliding dovetail groove, 310-threaded sleeve, 311-horizontal drive support plate, 312-roll positioning seat, 313-outer end cover, 314-third tapered roller bearing, 3 15-inner end cover, 316-roll shaft, 317-roll sleeve, 318-encoder connecting shaft, 319-coupling, 320-screw, 321-second motor, 322-encoder positioning seat, 323-encoder, 401-second rotating connecting disc, 402-cantilever beam, 403-mounting hole, 404-rotation radius disc, 601-tire six-component force sensor, 602-tire shaft system frame, 603-spindle , 604-first sleeve, 605-second sleeve, 606-fourth sleeve, 607-lock nut, 608-deep groove ball bearing, 609-deep groove ball bearing, 610-fifth sleeve, 611-second tapered roller bearing, 612-third sleeve, 613-first tapered roller bearing, 614-first outer end cover, 615-first shoulder, 616-external thread, 617-second shoulder, 618-mounting end of the tire to be tested. DETAILED DESCRIPTION

[0045] The following is based on the attached Figure 1-13 The present invention is further described:

[0046] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0047] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0048] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0049] like Figure 1 As shown, the first embodiment of the present invention provides a cantilever beam type tire turning mechanical characteristics testing device based on the prior art, including a cantilever assembly 400, wherein a cantilever rotating assembly 200 and a slip angle rotating assembly 500 are respectively installed near both ends of the bottom of the cantilever assembly 400, the cantilever rotating assembly 200 is installed on the top of the vertical load loading assembly 100, the slip angle rotating assembly 500 is installed on the top of the roll assembly 300, and a tire shaft system assembly 600 is rotatably installed at the lower end of the roll assembly 300. The specific structures of the above-mentioned assemblies and the connection relationship between them will be introduced in detail below.

[0050] First, the vertical load loading assembly 100 is introduced, such as Figure 2 and 3 As shown, it includes a loading base 101, a first lift 106 is vertically fixed to the bottom of the loading base 101 by bolts, the input shaft of the first lift 106 is connected to the main shaft of the first motor 103, the first motor 103 is fixed to the first lift 106 by bolts, the execution end of the first lift 106 is connected to the inner side of the middle recess of the U-shaped cover 107 by bolts, and the first rotating connection disc 104 connected to the base of the cantilever rotating assembly 200 is fixed by welding to the outer side of the middle recess of the U-shaped cover 107. The execution end of the first lift 106 can drive the U-shaped cover 107 to move up and down. In order to make the movement more stable, vertical load dovetail grooves 105 are respectively installed on the opposite inner sides of the U-shaped cover 107, and vertical load dovetail columns 102 that cooperate with the vertical load dovetail grooves 105 are symmetrically installed on the outer side of the loading base 101.

[0051] like Figure 4 The cantilever assembly 400 includes a cantilever beam 402, and a second rotating connecting disc 401 connected to the execution end of the cantilever rotating assembly 200 is fixed by welding at one end of the bottom of the cantilever beam 402. A plurality of evenly arranged mounting holes 403 are provided at the bottom of the cantilever beam 402. The plurality of mounting holes 403 can be respectively connected to a turning radius disc 404 for adjusting the turning radius of the tire being tested. The turning radius disc 404 is connected to the execution end of the side slip angle rotating assembly 500.

[0052] like Figure 5-7The tire suspension shaft assembly 600 includes a tire shaft frame 602, a main shaft 603 is rotated through the tire shaft frame 602, a first outer end cover 614 and a first sleeve 604 are flange-matched and respectively sleeved on the main shaft 603, the first sleeve 604 is flange-connected to the front bulkhead of the tire shaft frame 602, a first tapered roller bearing 613 that matches the inner diameter of the first sleeve 604 is sleeved on the main shaft 603, the first tapered roller bearing 613 is limited by a first shoulder 615 and a second sleeve 605 sleeved on the main shaft 603 and the flange of the first sleeve 604, the third sleeve 612 and the fourth sleeve 606 are flange-matched and respectively sleeved on the main shaft 603, the fourth sleeve 606 is flange-matched with the middle bulkhead of the tire shaft frame 602 The main shaft 603 is connected by a flange, and a second tapered roller bearing 611 that matches the inner diameter of the fourth sleeve 606 is sleeved on the main shaft 603. The second tapered roller bearing 611 is threadedly connected with a lock nut 607 through an external thread 616 on the main shaft 603 and cooperates with the third sleeve 612 for limiting the position. The fourth sleeve 606 is flange-connected with a fifth sleeve 610 sleeved on the main shaft 603. Two deep groove ball bearings 608 are respectively sleeved on the main shaft 603 in sequence. The two deep groove ball bearings 608 are flange-connected with the rear partition of the tire shaft system frame 602 through a second shoulder 617 and a second outer end cover 609 for limiting the position. A tire six-component force sensor 601 is installed on the large diameter end of the main shaft 603, and a measured tire mounting end 618 is installed on the outer side of the tire six-component force sensor 601.

[0053] like Figure 8-10 As shown, the roll assembly 300 includes a roll bracket 308, and a horizontal drive support plate 311 is installed at the end of the roll bracket 308 close to the vertical load loading assembly 100, and a horizontal drive motor support 302 and a bearing support 303 are installed on the horizontal drive support plate 311. The horizontal drive motor support 302 is fixed with a horizontal drive motor 301 by bolts, and the execution end of the horizontal drive motor 301 is connected to one end of a lead screw 320 rotatably installed inside the bearing support 303. A threaded sleeve 310 is sleeved on the lead screw 320, and a third rotating connection disk 304 connected to the base of the side slip angle rotation assembly 500 is fixed on the upper side of the threaded sleeve 310. The top of the roll bracket 308 is symmetrically installed There is a horizontal sliding dovetail column 305, and a horizontal sliding dovetail groove 309 that can cooperate with the horizontal sliding dovetail column 305 is installed at the bottom of the third rotating connecting disc 304. The end of the roll bracket 308 away from the vertical load loading assembly 100 is hinged with a push rod support 307, and the push rod support 307 is sleeved with a second lift 306. The input shaft of the second lift 306 is connected to the main shaft of the second motor 321, and the second motor 321 is fixed to the second lift 306 by bolts. The execution end of the second lift 306 is hinged to the top of the tire shaft system frame 602 near the rear partition, and the two ends of the bottom of the roll bracket 308 are respectively connected to the two sides of the tire shaft system frame 602 through a roll rotation mechanism.

[0054] The roll rotation mechanism includes a roll shaft 316 fixed by a flange to the side of the tire shaft system frame 602 and a roll positioning seat 312 fixed to the bottom of the roll bracket 308. The roll shaft 316 is sleeved with an inner end cover 315. The roll shaft 316 passes through the roll positioning seat 312. The roll shaft 316 is sleeved with a third tapered roller bearing 314 that cooperates with the roll positioning seat 312. The third tapered roller bearing 314 cooperates with the roll sleeve 317 through the roll shaft shoulder. The bearing 314 and the roll sleeve 317 are enclosed in the roll positioning seat 312 through the inner end cover 315 and the outer end cover 313 sleeved on the roll shaft 316. The end of the roll shaft 316 away from the tire shaft system frame 602 is flange-connected with the encoder connecting shaft 318, and the outer flange of the outer end cover 313 is connected to the encoder positioning seat 322. The encoder 323 is installed on the encoder positioning seat 322. The main shaft of the encoder 323 is connected to the encoder connecting shaft 318 through a coupling 319.

[0055] Finally, the electrical connection structure of the cantilever beam tire deflection mechanical characteristics test device is introduced. Fig.11 As shown, the cantilever rotating assembly 200, the slip angle rotating assembly 500, the encoder 323, the second motor 321, the horizontal driving motor 301, the tire six-component force sensor 601 and the first motor 103 are electrically connected to the controller respectively, and the cantilever rotating assembly 200, the slip angle rotating assembly 500, the encoder 323, the second motor 321, the horizontal driving motor 301, the tire six-component force sensor 601, the first motor 103 and the controller are electrically connected to the power supply respectively.

[0056] The second embodiment of the present invention provides a cantilever beam type tire turning mechanical characteristics testing method based on the prior art, which is applied to the cantilever beam type tire turning mechanical characteristics testing device described in the first embodiment, and includes:

[0057] like Fig.12 and 13 As shown, the tire to be tested is mounted on the tire mounting end 618 to be tested, and the cantilever rotation radius is calculated by formula (1) according to the target turning rate required for the test:

[0058]

[0059] in: is the tire turning rate, ω is the tire yaw rate, v is the tire rolling speed, and R is the tire turning radius;

[0060] Install the deflection radius disk 404 on the corresponding mounting hole 403, and record the straight-line distance between the rotation centers of the cantilever rotating assembly 200 and the side slip angle rotating assembly 500 as R, which is equal to the horizontal straight-line distance from the tire contact mark center to the loading base 101 under the condition that no side slip angle is applied.

[0061] The controller obtains the test tire turning rate, the test sideslip angle, the test roll angle and the vertical load respectively. The controller obtains the side slip angle motor rotation number instruction according to the test sideslip angle and sends it to the side slip angle rotation assembly 500. The side slip angle rotation assembly 500 receives the side slip angle motor rotation number instruction and performs corresponding operations.

[0062] The controller obtains the second motor rotation number instruction according to the test roll angle and sends it to the second motor 321. The second motor 321 receives the second motor rotation number instruction and performs corresponding operations. The encoder 323 detects the roll angle of the tire shaft system assembly to obtain the rotation angle data and feeds it back to the controller. The controller determines whether the rotation angle data is consistent with the test roll angle:

[0063] Yes, the controller obtains the first motor rotation number instruction according to the vertical load and sends it to the first motor 103, and the first motor 103 receives the first motor rotation number instruction and performs a corresponding operation;

[0064] No, a rotation number adjustment instruction of the second motor is obtained according to the rotation angle data and sent to the second motor 321. The second motor 321 receives the rotation number adjustment instruction of the second motor and performs a corresponding operation;

[0065] The roll bracket drives the tire under test to rotate around the roll bracket bearing to the target roll angle, and the roll angle is recorded as γ. The tire contact mark center is defined as the projection of the wheel center along the tire center plane to the ground, such as Fig.12 As shown in point A, the distance from the wheel center point O to the roll bracket bearing center point Z is recorded as L Z The controller obtains the vertical sinking amount according to the test roll angle and the vertical load, and obtains the contact patch center offset of the tested tire according to the vertical sinking amount and the test roll angle through formulas (2)-(4):

[0066]

[0067] Where: L γ1 L is the horizontal distance of the center of the contact patch of the tested tire after tilting. Z is the distance from the wheel center of the tested tire to the center of the roll bracket bearing, R0 is the radius of the tested tire in the unloaded state, and γ is the test roll angle;

[0068] L γ2 =L R ·tanγ (3)

[0069] Where: L γ2 L is the distance of the center of contact patch of the tested tire including the side tilt angle. R The vertical sinking amount of the tire being tested;

[0070] L γ =L γ1 -L γ2 (4)

[0071] Where: L γ is the center offset of the contact patch of the tire being tested.

[0072] A horizontal drive motor rotation number instruction is obtained according to the contact mark center offset of the tested tire and sent to the horizontal drive motor 301. The horizontal drive motor 301 receives the second motor rotation number instruction and performs a corresponding operation.

[0073] The controller obtains the command of the number of rotations of the rotary motor and sends it to the cantilever rotating assembly 200. The cantilever rotating assembly 200 receives the command of the number of rotations of the rotary motor and performs corresponding operations. The tire under test has friction with the road surface due to the vertical load, and the road surface provides driving force to the tire under test, so that the tire under test performs a combined rolling, lateral and lateral coupled rotation and deflection motion. The tire six-component force sensor 601 measures all forces and torques on the tire under test and feeds them back to the controller.

[0074] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily realized. Therefore, without departing from the general concept defined by the claims and equivalent scope, the present invention is not limited to the specific details and the illustrations shown and described here.

Claims

1. A cantilever beam tire turning mechanical characteristics testing device, characterized in that: The invention comprises a cantilever assembly (400), wherein a cantilever rotating assembly (200) and a sideslip angle rotating assembly (500) are respectively arranged near two ends of the bottom of the cantilever assembly (400), the cantilever rotating assembly (200) is arranged on the top of the vertical load loading assembly (100), the sideslip angle rotating assembly (500) is arranged on the top of the roll assembly (300), and a tire shaft system assembly (600) is rotatably arranged at the lower end of the roll assembly (300); The vertical load loading assembly (100) comprises a loading base (101), a first lift (106) being vertically fixed to the inner bottom of the loading base (101), an input shaft of the first lift (106) being connected to the main shaft of a first motor (103), the first motor (103) being fixed to the first lift (106), an execution end of the first lift (106) being connected to the inner side of a middle recess of a U-shaped cover (107), and a first rotating connection disc (104) being connected to the base of a cantilever rotating assembly (200) being fixed to the outer side of the middle recess of the U-shaped cover (107); The cantilever assembly (400) comprises a cantilever beam (402), a second rotating connection disc (401) connected to an execution end of the cantilever rotating assembly (200) being fixed to one end of the bottom of the cantilever beam (402), a plurality of evenly arranged mounting holes (403) being provided at the bottom of the cantilever beam (402), the plurality of mounting holes (403) being respectively connectable to a turning radius disc (404) for adjusting the turning radius of the tire being tested, the turning radius disc (404) being connected to the execution end of the slip angle rotating assembly (500); The tire shaft system assembly (600) comprises a tire shaft system frame (602), a main shaft (603) rotatably passing through the tire shaft system frame (602), a first outer end cover (614) and a first shaft sleeve (604) flange-matched and respectively sleeved on the main shaft (603), the first shaft sleeve (604) being connected to the front bulkhead flange of the tire shaft system frame (602), and a shaft sleeve (603) sleeved with a shaft having an inner diameter matching that of the first shaft sleeve (604). The first tapered roller bearing (613) is provided with a first shaft shoulder (615) and a second shaft sleeve (605) sleeved on the main shaft (603) and is limited by the flange of the first shaft sleeve (604). The third shaft sleeve (612) and the fourth shaft sleeve (606) are flange-matched and sleeved on the main shaft (603) respectively. The fourth shaft sleeve (606) is connected to the middle partition flange of the tire shaft system frame (602). Then, the main shaft (603) is sleeved with a second tapered roller bearing (611) matched with the inner diameter of the fourth sleeve (606); the second tapered roller bearing (611) is sleeved with a locking nut (607) through an external thread (616) on the main shaft (603) and matched with the third sleeve (612) for position limiting; the fourth sleeve (606) is flange-connected with a fifth sleeve (610) sleeved on the main shaft (603); two deep groove ball bearings (608) are sleeved on the main shaft (603) in sequence; the two deep groove ball bearings (608) are flange-connected with the rear bulkhead of the tire shaft system frame (602) through a second shaft shoulder (617) and a second outer end cover (609) for position limiting; a tire six-component force sensor (601) is provided at the large diameter end of the main shaft (603); and a measured tire mounting end (618) is provided on the outer side of the tire six-component force sensor (601); The roll assembly (300) comprises a roll bracket (308), wherein a horizontal drive support plate (311) is arranged at the end of the roll bracket (308) close to the vertical load loading assembly (100), wherein a horizontal drive motor support (302) and a bearing support (303) are arranged on the horizontal drive support plate (311), wherein a horizontal drive motor (301) is fixed to the horizontal drive motor support (302), wherein an execution end of the horizontal drive motor (301) is connected to one end of a lead screw (320) rotatably arranged inside the bearing support (303), wherein a threaded sleeve (310) is sleeved on the lead screw (320), wherein a third rotatable connection disk (304) connected to the base of the sideslip angle rotation assembly (500) is fixed on the upper side surface of the threaded sleeve (310), and wherein the top of the roll bracket (308) is symmetrically A horizontal sliding dovetail column (305) is provided, and a horizontal sliding dovetail groove (309) capable of cooperating with the horizontal sliding dovetail column (305) is provided at the bottom of the third rotating connection disc (304). The end of the roll bracket (308) away from the vertical load loading assembly (100) is hingedly connected to a push rod support (307), and a second lift (306) is sleeved in the push rod support (307). The input shaft of the second lift (306) is connected to the main shaft of the second motor (321), and the second motor (321) is fixed on the second lift (306). The execution end of the second lift (306) is hingedly connected to the top of the tire shaft system frame (602) near the rear partition, and the two ends of the bottom of the roll bracket (308) are respectively connected to the two sides of the tire shaft system frame (602) through a roll rotation mechanism.

2. A cantilever beam tire turning mechanical characteristics testing device according to claim 1, characterized in that: The U-shaped cover (107) is provided with vertical load dovetail grooves (105) on opposite inner sides, and the loading base (101) is symmetrically provided with vertical load dovetail columns (102) matching the vertical load dovetail grooves (105) on the outer side.

3. A cantilever beam tire turning mechanical characteristics testing device according to claim 2, characterized in that: The roll rotation mechanism comprises a roll shaft (316) whose flange is fixed to the side of the tire shaft system frame (602) and a roll positioning seat (312) fixed to the bottom of the roll bracket (308); the roll shaft (316) is sleeved with an inner end cover (315); the roll shaft (316) passes through the roll positioning seat (312); the roll shaft (316) is sleeved with a third tapered roller bearing (314) matched with the roll positioning seat (312); the third tapered roller bearing (314) is matched with the roll sleeve (317) via a roll shaft shoulder; the third tapered roller bearing The tire tire (314) and the roll sleeve (317) are enclosed in the roll positioning seat (312) through an inner end cover (315) and an outer end cover (313) sleeved on the roll shaft (316); an end of the roll shaft (316) away from the tire shaft system frame (602) is flange-connected to an encoder connecting shaft (318); an outer flange of the outer end cover (313) is flange-connected to an encoder positioning seat (322); an encoder (323) is arranged on the encoder positioning seat (322); a main shaft of the encoder (323) is connected to the encoder connecting shaft (318) through a coupling (319).

4. A cantilever beam tire turning mechanical characteristics testing device according to claim 3, characterized in that: The cantilever rotating assembly (200), the slip angle rotation assembly (500), the encoder (323), the second motor (321), the horizontal drive motor (301), the tire six-component force sensor (601), and the first motor (103) are respectively electrically connected to the controller, and the cantilever rotating assembly (200), the slip angle rotation assembly (500), the encoder (323), the second motor (321), the horizontal drive motor (301), the tire six-component force sensor (601), the first motor (103), and the controller are respectively electrically connected to a power supply.

5. A cantilever beam tire turning mechanical characteristics testing method, applied to the cantilever beam tire turning mechanical characteristics testing device according to claim 4, characterized in that: include: The tested tire is mounted on the tested tire mounting end (618), the controller respectively obtains the test tire yaw rate, the test sideslip angle, the test roll angle and the vertical load, the controller obtains a side slip angle motor rotation number instruction according to the test sideslip angle and sends it to the side slip angle rotation assembly (500), and the side slip angle rotation assembly (500) receives the side slip angle motor rotation number instruction and performs a corresponding operation; The controller obtains a second motor rotation number instruction according to the test roll angle and sends it to the second motor (321); the second motor (321) receives the second motor rotation number instruction and performs a corresponding operation; the encoder (323) detects the roll angle of the tire shaft system assembly to obtain rotation angle data and feeds it back to the controller; the controller determines whether the rotation angle data is consistent with the test roll angle according to whether the rotation angle data is consistent with the test roll angle: Yes, the controller obtains a first motor rotation number instruction according to the vertical load and sends it to the first motor (103), and the first motor (103) receives the first motor rotation number instruction and performs a corresponding operation; No, obtaining a second motor rotation number adjustment instruction according to the rotation angle data and sending it to the second motor (321), the second motor (321) receiving the second motor rotation number adjustment instruction and performing a corresponding operation; The controller obtains a vertical sinking amount according to the test roll angle and the vertical load, obtains a contact patch center offset of the tested tire according to the vertical sinking amount and the test roll angle, obtains a horizontal drive motor rotation number instruction according to the contact patch center offset of the tested tire and sends the instruction to the horizontal drive motor (301), and the horizontal drive motor (301) receives the second motor rotation number instruction and performs a corresponding operation; The controller obtains the command of the number of rotations of the rotary motor and sends it to the cantilever rotating assembly (200); the cantilever rotating assembly (200) receives the command of the number of rotations of the rotary motor and performs corresponding operations, so as to realize the rolling, lateral, lateral and lateral coupled rolling and lateral lateral motion of the tire under test; the tire six-component force sensor (601) measures all forces and torques on the tire under test and feeds them back to the controller.

6. A cantilever beam tire turning mechanical property testing method according to claim 5, characterized in that: The step of obtaining the contact patch center offset of the tested tire according to the vertical sinking amount and the test roll angle comprises: According to the vertical sinking amount and the test roll angle, the contact patch center offset of the tested tire is obtained by formulas (1)-(3): （1） Where: L γ1 L is the horizontal distance of the center of the contact patch of the tested tire after tilting. Z is the distance from the wheel center of the tested tire to the center of the roll bracket bearing, R0 is the radius of the tested tire in the unloaded state, and γ is the test roll angle; （2） Where: L γ2 L is the distance of the center of contact patch of the tested tire including the side tilt angle. R The vertical sinking amount of the tire being tested; （3） Where: L γ is the center offset of the contact patch of the tire being tested.

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