Wheel durability test tool

Abstract

The invention discloses a wheel durability test tool, and relates to the technical field of vehicles, the wheel durability test tool is used for testing the durability of a non-inflated or inflated tire, and the wheel durability test tool comprises a driving assembly, an assembling assembly and a load adjusting assembly. The driving assembly comprises a driving piece and a simulation piece, the driving piece is connected with the simulation piece and can drive the simulation piece to move, and the simulation piece is used for simulating a road surface; the assembling assembly is at least partially installed above the simulation piece, the assembling assembly is used for installing a to-be-tested tire, and the tire abuts against the simulation piece after being installed; the load adjusting assembly is installed on the assembling assembly, the load adjusting assembly is matched with the assembling assembly to simulate the load of the tire, and the pressure of the load adjusting assembly can be adjusted so that the load of the tire can be adjusted. According to the invention, the load of the tire can be flexibly changed, the performance of the tire under different working conditions can be simulated, and powerful support is provided for the design and improvement of the tire.

Description

Technical Field

[0001] The present application relates to the technical field of transportation vehicles, and in particular to a wheel durability testing tool. Background Art

[0002] Wheel durability test fixtures are an important tool for durability testing of various types of tires. Whether they are non-pneumatic or pneumatic tires, these fixtures can simulate the various load conditions that tires are subjected to during actual use. In this way, targeted durability tests can be performed on tires to ensure their reliability and safety in actual use.

[0003] However, existing wheel durability test fixtures have some problems in load adjustment. Specifically, the load adjustment process of these fixtures is often cumbersome, and in some cases, it is completely impossible to adjust. This greatly reduces the flexibility of the test and makes it difficult for testers to make corresponding adjustments according to different test requirements. Utility Model Content

[0004] The embodiment of the present application provides a wheel durability testing tool, which can flexibly change the load of the tire, can simulate the performance of the tire under different working conditions, and provide strong support for the design and improvement of the tire.

[0005] An embodiment of the present application provides a wheel durability testing tool for testing the durability of a non-inflated or inflated tire. The wheel durability testing tool includes a drive component, an assembly component, and a load adjustment component.

[0006] The driving assembly includes a driving member and a simulation member, wherein the driving member is connected to the simulation member and can drive the simulation member to move, and the simulation member is used to simulate a road surface;

[0007] An assembly component is at least partially mounted above the simulation component, and the assembly component is used to mount the tire to be tested, and the tire abuts against the simulation component after being mounted;

[0008] The load adjustment component is installed on the assembly component. The load adjustment component cooperates with the assembly component to simulate the load of the tire. The pressure of the load adjustment component is adjustable so that the load of the tire can be adjusted.

[0009] The wheel durability test tool of the present application can be used to perform durability tests on various non-pneumatic or pneumatic tires. The wheel durability test tool is mainly composed of three core components, namely a drive component, an assembly component and a load adjustment component.

[0010] The drive assembly is one of the core parts of the entire test fixture, including two main parts: the drive part and the simulation part. The drive part is closely connected with the simulation part. Through the power output of the drive part, the simulation part can be driven to perform corresponding activities. The role of the simulation part is to simulate various conditions on the actual road surface in order to more realistically test the durability of the tire under different road conditions.

[0011] The assembly is at least partially mounted above the simulation part, and its main function is to mount and fix the tire to be tested. When the tire is mounted on the assembly, the tire will be in close contact with the simulation part, thereby ensuring that the tire can truly simulate the contact conditions in actual use during the test.

[0012] The load adjustment component is another key part, which is installed on the assembly component. The function of the load adjustment component is to cooperate with the assembly component to simulate the load that the tire bears in actual use. By adjusting the pressure of the load adjustment component, the load of the tire can be flexibly changed, so as to achieve targeted durability testing of tires of different specifications and uses.

[0013] The wheel durability testing tooling of the present application can fully simulate various working conditions of the tire in actual use through the coordinated work of the drive component, the assembly component and the load adjustment component, thereby providing an efficient and reliable solution for the durability testing of the tire.

[0014] The load adjustment assembly can apply appropriate pressure to the assembly, thereby achieving precise adjustment of the working pressure of the tire relative to the simulation part. This adjustment mechanism ensures that the tire can withstand pressure conditions similar to those in actual use during the simulation process, thereby improving the accuracy and reliability of the simulation. In this way, the performance of the tire under different working conditions can be simulated, providing strong support for the design and improvement of the tire.

[0015] In some examples, the mounting assembly includes a first mounting jig and a second mounting jig.

[0016] The first assembly frame is a vertical bracket, the first assembly frame is connected to the driving component or independently installed on a preset ground, and the first assembly frame is provided with an adjustment rod;

[0017] The second assembly frame is rotatably connected to the adjustment rod, a mounting structure for mounting the tire is arranged in the middle of the second assembly frame, and the load adjustment component is installed on the second assembly frame.

[0018] The assembly assembly can include two main parts, namely, a first assembly frame and a second assembly frame. The first assembly frame is designed as a vertical support structure, which can be connected to the drive assembly, or can be independently installed on a pre-set ground or wall. In order to meet different installation requirements and adjust the height, an adjustment rod is specially provided on the first assembly frame. This adjustment rod allows the user to adjust the height of the second assembly frame according to actual needs, thereby providing a more flexible and convenient use experience, and then different models and sizes of tires to be tested can be installed.

[0019] In some examples, the first assembly frame is slidably connected to the adjustment rod;

[0020] A slide rail structure is disposed on one of the first assembly frame and the adjustment rod, and a slide groove structure adapted to the slide rail structure is disposed on the other of the first assembly frame and the adjustment rod, and the slide rail structure is slidably connected to the slide groove structure;

[0021] And / or, a locking structure is provided on at least one of the slide rail structure or the slide slot structure, and the locking structure can limit the relative position of the slide rail structure and the slide slot structure.

[0022] In the above structure, a sliding connection is adopted between the first assembly frame and the adjusting rod. Specifically, a slide rail structure is designed on one of the first assembly frame and the adjusting rod, and a slide groove structure matching the slide rail structure is provided on the other. The slide rail structure can slide smoothly in the slide groove structure, thereby realizing relative movement between the two components. In addition, in order to ensure the stability and safety of the sliding connection, at least one of the slide rail structure or the slide groove structure is provided with a locking structure. The function of the locking structure is to lock the relative position between the slide rail structure and the slide groove structure to prevent accidental sliding during use, thereby ensuring the stability and reliability of the entire device.

[0023] In some examples, a motor-driven lifting mechanism is disposed on one of the first assembly frame and the adjustment rod, and the lifting mechanism is capable of changing a position of the adjustment rod relative to the first assembly frame.

[0024] On either the first assembly frame or the adjusting rod, a lifting mechanism driven by a motor can be provided as required. The lifting mechanism here can adjust and change the position of the adjusting rod relative to the first assembly frame. In this way, the position of the adjusting rod can be accurately controlled to meet different usage requirements and operating conditions. For example, the adjusting rod can be lifted and lowered according to different specifications of the tire so that the height of the adjusting rod is adapted to the size of the tire.

[0025] In some examples, the first assembly frame includes a first column and a second column spaced apart, the first column and the second column are connected by at least one connecting rod, and the adjustment rod is slidably connected to the first column and the second column at the same time;

[0026] The two ends of the adjusting rod are both provided with the slide groove structure, and the first column and the second column are respectively provided with the matching slide rail structure.

[0027] The first assembly rack comprises a first column and a second column which are spaced apart, and the two columns are connected to each other by at least one connecting rod. The function of the connecting rod is to ensure the stability and fixity between the first column and the second column, so that the entire assembly rack structure is more stable. In addition, the adjustment rod can be slidably connected between the first column and the second column at the same time, so as to adjust the height or position of the adjustment rod.

[0028] In order to achieve smooth sliding of the adjustment rod, the slide groove structure can be provided at both ends of the adjustment rod. The slide groove structure can be any form of groove or opening, and its main function is to allow the adjustment rod to slide freely on the first column and the second column, so as to achieve height or position adjustment. At the same time, the first column and the second column are respectively provided with matching slide rail structures. The slide rail structure matches the slide groove structure on the adjustment rod, ensuring that the adjustment rod can slide smoothly and smoothly without jamming or loosening during the sliding process. Through this design, it can be ensured that the assembly frame has high stability and reliability during use.

[0029] In some examples, the load adjustment assembly is mounted on a side of the second assembly frame relative to the assembly structure that is away from the first assembly frame;

[0030] The load adjustment component comprises:

[0031] a counterweight structure mounted on the assembly, the counterweight structure being used to apply a load to the tire;

[0032] a first adjustment mechanism, comprising a mounting portion and at least one detachable counterweight structure, wherein the mounting portion is connected to the assembly component, and the counterweight structures of different numbers or weights can be mounted on the mounting portion to change the load of the load adjustment component relative to the tire;

[0033] And / or, the second adjustment mechanism includes a telescopic structure and a locking structure, wherein the telescopic structure is installed on the assembly component, the telescopic structure can change the distance between the counterweight structure and the tire, and the locking structure can lock the adjusted position of the telescopic structure.

[0034] The load adjustment assembly can be mounted on the second assembly frame, specifically, can be mounted on the side of the second assembly frame away from the first assembly frame relative to the assembly structure. The design and function of the load adjustment assembly is to better apply the required load to the tire.

[0035] Specifically, the weight structure is an important part of the load adjustment assembly and is installed on the assembly assembly. The main function of the weight structure is to apply the required load to the tire to ensure that the tire can withstand the corresponding pressure and load during testing or use.

[0036] The first adjustment mechanism includes a mounting portion and at least one detachable counterweight structure. The mounting portion is connected to the assembly component, and the mounting portion provides a platform so that counterweight structures of different numbers or weights can be mounted on the platform. In this way, the load of the load adjustment component relative to the tire can be changed as needed, thereby achieving the purpose of adjusting the tire load.

[0037] The second adjustment mechanism includes a telescopic structure and a locking structure. The telescopic structure is installed on the assembly component. The main function of the telescopic structure is to change the distance between the counterweight structure and the tire. By adjusting this distance, the load borne by the tire can be further accurately controlled. Specifically, the load size is adjusted by changing the length of the lever arm where the counterweight structure is located. The locking structure is used to lock the adjusted position of the telescopic structure to ensure that the position will not change due to vibration or other factors during use, thereby affecting the accuracy of the load.

[0038] In some examples, the telescopic structure includes a telescopic inner rod and a telescopic outer rod that slide relative to each other, the tire is mounted on one of the telescopic inner rod or the telescopic outer rod, and the counterweight structure is installed on the other of the telescopic inner rod or the telescopic outer rod.

[0039] The design of the telescopic structure includes two main parts, namely, a telescopic inner rod and a telescopic outer rod that slide relative to each other. The telescopic inner rod and the telescopic outer rod can move relative to each other to achieve the telescopic function. One of the telescopic inner rod and the telescopic outer rod is used to assemble the tire. At this time, the tire is fixed to one of the telescopic inner rod and the telescopic outer rod to provide stable support and movement during use. The other part of the telescopic inner rod and the telescopic outer rod, that is, the rod without the tire, is used to install the counterweight structure. The purpose of the counterweight structure is to balance the weight distribution of the entire telescopic structure, so as to provide a stable load for the tire and ensure the stability and safety of the tire during the test. Through this design, the telescopic structure can flexibly adjust the length in different application scenarios while maintaining good performance and reliability.

[0040] In some examples, the telescopic structure is provided with a transmission mechanism driven by a motor, and the transmission mechanism can change the telescopic amount of the telescopic structure.

[0041] The telescopic structure can be equipped with a transmission mechanism driven by a motor as required. This transmission mechanism can effectively change the telescopic amount of the telescopic structure by electric control, thereby achieving precise control of the length of the telescopic structure. In this way, the telescopic structure can be adjusted according to actual needs to adapt to different application scenarios and conditions. The drive of the motor enables the transmission mechanism to operate smoothly and efficiently, ensuring that the telescopic movement of the telescopic structure is both rapid and reliable. A controller can be set as required to control the motor.

[0042] In some examples, the driving assembly further includes a support frame, the simulation member is mounted on the support frame, the driving member is directly or indirectly connected to the simulation member, and the lower side of the tire abuts against the upper side of the simulation member;

[0043] The simulation part is a simulation roller or a road simulation conveyor belt;

[0044] When the simulation component is a simulation roller, a mounting seat adapted to the simulation roller is provided on the support frame, and the simulation roller is rotatably connected to the mounting seat;

[0045] Alternatively, when the simulation component is a road simulation conveyor belt, a transmission wheel set adapted to the road simulation conveyor belt is provided on the support frame, and the road simulation conveyor belt is drivingly connected to the transmission wheel set.

[0046] The driving assembly includes not only a driving member and a simulation member, but also a support frame. In this structure, the simulation member is mounted on the support frame, and the driving member is directly or indirectly connected to the simulation member. Specifically, the lower side of the tire will abut against the upper side of the simulation member to achieve a simulation test. The simulation member can be a simulation roller or a road simulation conveyor belt.

[0047] When the simulation part is a simulated roller, a mounting seat adapted to the simulated roller is provided on the support frame, and the simulated roller is rotatably connected to the mounting seat to ensure that it can rotate freely, thereby simulating the rolling effect of a real road surface.

[0048] When the simulation part is a road simulation conveyor belt, a set of transmission wheels will be arranged on the support frame, and the transmission wheel set is provided with a road simulation conveyor belt. The road simulation conveyor belt will be connected to the transmission wheel set in a driving manner. Through the drive of the transmission wheel set, the conveyor belt can simulate the motion state of the actual road and provide a dynamic test environment for the tire.

[0049] In some examples, at least one protruding structure is disposed on the outer peripheral surface of the simulated roller or the road simulation conveyor belt, and the protruding structure is used to simulate the roughness or obstacles of the road.

[0050] The outer peripheral surface of the simulation roller or the road simulation conveyor belt can be provided with one or more raised structures as required. The main function and purpose of these raised structures is to simulate the roughness of the real road surface, or to simulate various obstacles that may exist on the road. In this way, various road conditions that may be encountered during driving can be reproduced more realistically, thereby improving the effect and accuracy of simulation training. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without paying any creative work.

[0052] Figure 1 This is a schematic diagram of the structure of a wheel durability testing tool in one embodiment of the present application;

[0053] Figure 2 It is a structural schematic diagram of a wheel durability testing tool in one embodiment of the present application from another perspective;

[0054] Reference numerals:

[0055] 100, drive assembly; 110, simulation part; 120, support frame; 130, mounting seat; 200, assembly assembly; 210, first assembly frame; 211, first column; 212, second column; 213, connecting rod; 214, slide rail structure; 220, adjustment rod; 221, slide groove structure; 230, second assembly frame; 231, assembly structure; 240, lifting mechanism; 300, load adjustment assembly; 310, counterweight structure; 320, mounting part; 330, telescopic structure; 331, telescopic inner rod; 332, telescopic outer rod; 340, locking structure; 350, transmission mechanism; 400, tire. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0057] To solve the above technical problems, please refer to Figure 1-Figure 2As shown, the first aspect of the present application proposes a wheel durability test fixture, which can flexibly change the load of the tire, simulate the performance of the tire under different working conditions, and provide strong support for the design and improvement of the tire.

[0058] Reference Figure 1-Figure 2 As shown, in some examples, the wheel durability test jig is used to test the durability of a non-inflated or inflated tire 400 , and the wheel durability test jig includes a drive assembly 100 , an assembly assembly 200 , and a load adjustment assembly 300 .

[0059] The driving assembly 100 includes a driving member and a simulation member 110. The driving member is connected to the simulation member 110 and can drive the simulation member 110 to move. The simulation member 110 is used to simulate a road surface.

[0060] The assembly assembly 200 is at least partially installed above the simulation member 110. The assembly assembly 200 is used to install the tire 400 to be tested. After the tire 400 is installed, it abuts against the simulation member 110.

[0061] The load adjustment assembly 300 is installed on the assembly assembly 200 . The load adjustment assembly 300 cooperates with the assembly assembly 200 to simulate the load of the tire 400 . The pressure of the load adjustment assembly 300 is adjustable so that the load of the tire 400 can be adjusted.

[0062] The wheel durability test tool of the present application can be used to perform durability tests on various non-pneumatic or pneumatic tires 400. The wheel durability test tool mainly consists of three core components, namely a driving component 100, an assembly component 200 and a load adjustment component 300.

[0063] The driving assembly 100 is one of the core parts of the entire test fixture, including two main parts: a driving part and a simulation part 110. The driving part is closely connected to the simulation part 110, and the simulation part 110 can be driven to perform corresponding activities through the power output of the driving part. The role of the simulation part 110 is to simulate various conditions of the actual road surface so as to more realistically test the durability performance of the tire 400 under different road conditions.

[0064] The assembly 200 is at least partially mounted above the simulation member 110, and its main function is to mount and fix the tire 400 to be tested. When the tire 400 is mounted on the assembly 200, the tire 400 will be in close contact with the simulation member 110, thereby ensuring that the tire 400 can truly simulate the contact conditions in actual use during the test process.

[0065] The load adjustment assembly 300 is another key part, which is installed on the assembly assembly 200. The function of the load adjustment assembly 300 is to cooperate with the assembly assembly 200 to simulate the load borne by the tire 400 in actual use. By adjusting the pressure of the load adjustment assembly 300, the load of the tire 400 can be flexibly changed, thereby achieving targeted durability testing of tires 400 of different specifications and uses.

[0066] The wheel durability testing tooling of the present application can fully simulate various working conditions of the tire 400 in actual use through the coordinated work of the drive component 100, the assembly component 200 and the load adjustment component 300, thereby providing an efficient and reliable solution for the durability testing of the tire 400.

[0067] The load adjustment assembly 300 can apply appropriate pressure to the assembly assembly 200, thereby achieving accurate adjustment of the working pressure of the tire 400 relative to the simulation member 110. This adjustment mechanism ensures that the tire 400 can withstand pressure conditions similar to those in actual use during the simulation process, thereby improving the accuracy and reliability of the simulation. In this way, the performance of the tire 400 under different working conditions can be simulated, providing strong support for the design and improvement of the tire 400.

[0068] Reference Figure 1-Figure 2 As shown, in some examples, mounting assembly 200 includes a first mounting jig 210 and a second mounting jig 230 .

[0069] The first assembly frame 210 is a vertical bracket, and the first assembly frame 210 is connected to the driving assembly 100 or independently installed on a preset ground. The first assembly frame 210 is provided with an adjustment rod 220;

[0070] The second assembly frame 230 is rotatably connected to the adjustment rod 220, and a mounting structure 231 for mounting the tire 400 is provided in the middle of the second assembly frame 230, and the load adjustment assembly 300 is installed on the second assembly frame 230. The second assembly frame 230 can also be fixedly connected to the adjustment rod 220, and the adjustment rod 200 is rotatably connected to the first assembly frame 210.

[0071] The assembly assembly 200 may include two main parts, namely, a first assembly frame 210 and a second assembly frame 230. The first assembly frame 210 is designed as a vertical support structure, which can be connected to the drive assembly 100, or can be independently installed on a pre-set ground or wall. In order to meet different installation requirements and adjust the height, an adjustment rod 220 is specially provided on the first assembly frame 210. The adjustment rod 220 allows the user to adjust the height of the second assembly frame 230 according to actual needs, thereby providing a more flexible and convenient use experience, and then the tires 400 to be tested with different models and sizes can be installed.

[0072] The second assembly frame 230 is connected to the adjustment rod 220 by rotation, so that the entire assembly component 200 can be more flexibly adjusted in angle and position during use. The middle area of ​​the second assembly frame 230 is designed with an assembly structure 231 specifically used for assembling the tire 400. The assembly structure 231 can firmly install the tire 400 to ensure the stability and safety of the tire 400 during assembly and disassembly. The tire 400 can rotate relative to the assembly structure 231. In addition, in order to further improve the functionality and applicability of the assembly component 200, a load adjustment component 300 can be installed on the second assembly frame 230. The load adjustment component 300 can finely adjust the load of the tire 400 after the assembly process, thereby ensuring that the tire 400 is in a loaded state after assembly, thereby simulating a real driving situation.

[0073] Reference Figure 1-Figure 2 As shown, in some examples, the first assembly frame 210 is slidably connected to the adjustment rod 220;

[0074] A slide rail structure 214 is disposed on one of the first assembly frame 210 and the adjustment rod 220 , and a slide groove structure 221 adapted to the slide rail structure 214 is disposed on the other of the first assembly frame 210 and the adjustment rod 220 , and the slide rail structure 214 is slidably connected to the slide groove structure 221;

[0075] And / or, at least one of the slide rail structure 214 or the slide slot structure 221 is provided with a locking structure, and the locking structure can limit the relative position of the slide rail structure 214 and the slide slot structure 221 .

[0076] In the above structure, a sliding connection is adopted between the first assembly frame 210 and the adjustment rod 220. Specifically, a slide rail structure 214 is designed on one of the first assembly frame 210 and the adjustment rod 220, and a slide groove structure 221 matching the slide rail structure 214 is provided on the other component. The slide rail structure 214 can slide smoothly in the slide groove structure 221, thereby achieving relative movement between the two components. In addition, in order to ensure the stability and safety of the sliding connection, at least one of the slide rail structure 214 or the slide groove structure 221 is provided with a locking structure. The function of the locking structure is to lock the relative position between the slide rail structure 214 and the slide groove structure 221 to prevent accidental sliding during use, thereby ensuring the stability and reliability of the entire device.

[0077] In some examples, a motor-driven lifting mechanism 240 is disposed on one of the first assembly frame 210 and the adjustment rod 220 , and the lifting mechanism 240 can change the position of the adjustment rod 220 relative to the first assembly frame 210 .

[0078] On either the first assembly frame 210 or the adjusting rod 220, a lifting mechanism 240 driven by a motor can be provided as required. The lifting mechanism 240 here can adjust and change the position of the adjusting rod 220 relative to the first assembly frame 210. In this way, the position of the adjusting rod 220 can be accurately controlled to meet different usage requirements and operating conditions. For example, the adjusting rod 220 can be lifted and lowered according to different specifications of the tire 400 so that the height of the adjusting rod 220 is adapted to the size of the tire 400.

[0079] The lifting mechanism 240 can also be set as a hand-cranked screw-nut mechanism as needed. The screw-nut mechanism can be self-locking when not adjusted, thereby reducing the possibility of accidental movement of the adjustment rod 220.

[0080] In some examples, the first assembly frame 210 includes a first column 211 and a second column 212 that are spaced apart, the first column 211 and the second column 212 are connected by at least one connecting rod 213, and the adjustment rod 220 is slidably connected to the first column 211 and the second column 212 at the same time;

[0081] Both ends of the adjusting rod 220 are provided with a slide groove structure 221 , and the first column 211 and the second column 212 are respectively provided with a matching slide rail structure 214 .

[0082] The first assembly rack 210 includes a first column 211 and a second column 212 which are spaced apart, and the two columns are connected to each other by at least one connecting rod 213. The connecting rod 213 is used to ensure the stability and fixity between the first column 211 and the second column 212, so that the entire assembly rack structure is more stable. In addition, the adjustment rod 220 can be slidably connected between the first column 211 and the second column 212 at the same time, so as to facilitate the adjustment of the height or position of the adjustment rod 220.

[0083] In order to achieve smooth sliding of the adjusting rod 220, a slide groove structure 221 can be provided at both ends of the adjusting rod 220. The slide groove structure 221 can be any form of groove or opening, and its main function is to allow the adjusting rod 220 to slide freely on the first column 211 and the second column 212, so as to achieve the adjustment of height or position. At the same time, the first column 211 and the second column 212 are respectively provided with a matching slide rail structure 214. The slide rail structure 214 matches the slide groove structure 221 on the adjusting rod 220, ensuring that the adjusting rod 220 can slide smoothly and smoothly during the sliding process without jamming or loosening. Through this design, it can be ensured that the assembly frame has high stability and reliability during use.

[0084] Reference Figure 1-Figure 2As shown, in some examples, the load adjustment assembly 300 is mounted on a side of the second assembly frame 230 that is away from the first assembly frame 210 relative to the assembly structure 231;

[0085] The load adjustment assembly 300 includes:

[0086] A counterweight structure 310 is mounted on the assembly 200, and the counterweight structure 310 is used to apply a load to the tire 400;

[0087] A first adjustment mechanism includes a mounting portion 320 and at least one detachable counterweight structure 310, wherein the mounting portion 320 is connected to the assembly assembly 200, and the counterweight structures 310 of different numbers or weights can be installed on the mounting portion 320 to change the load of the load adjustment assembly 300 relative to the tire 400;

[0088] And / or, the second adjustment mechanism includes a telescopic structure 330 and a locking structure 340, the telescopic structure 330 is installed on the assembly component 200, the telescopic structure 330 can change the distance between the counterweight structure 310 and the tire 400, and the locking structure 340 can lock the adjusted position of the telescopic structure 330.

[0089] The load adjustment assembly 300 can be installed on the second assembly frame 230, specifically, on the side of the second assembly frame 230 away from the first assembly frame 210 relative to the assembly structure 231. The design and function of the load adjustment assembly 300 is to better apply the required load to the tire 400.

[0090] Specifically, the weight structure 310 is an important component of the load adjustment assembly 300 and is installed on the assembly assembly 200. The main function of the weight structure 310 is to apply the required load to the tire 400 to ensure that the tire 400 can withstand the corresponding pressure and load during testing or use.

[0091] The first adjustment mechanism includes a mounting portion 320 and at least one detachable counterweight structure 310. The mounting portion 320 is connected to the assembly component 200, and the mounting portion 320 provides a platform, so that different numbers or different weights of counterweight structures 310 can be installed on the platform. In this way, the load of the load adjustment assembly 300 relative to the tire 400 can be changed as needed, thereby achieving the purpose of adjusting the load of the tire 400.

[0092] The second adjustment mechanism includes a telescopic structure 330 and a locking structure 340. The telescopic structure 330 is installed on the assembly component 200. The main function of the telescopic structure 330 is to change the distance between the counterweight structure 310 and the tire 400. By adjusting this distance, the load borne by the tire 400 can be further accurately controlled. Specifically, the load size is adjusted by changing the length of the lever arm at the location of the counterweight structure 310. The function of the locking structure 340 is to lock the adjusted position of the telescopic structure 330 to ensure that the position will not change due to vibration or other factors during use, thereby affecting the accuracy of the load.

[0093] The load adjustment assembly 300 can effectively apply the required load to the tire 400 through the coordinated work of the counterweight structure 310, the first adjustment mechanism and the second adjustment mechanism, and can be flexibly adjusted according to different testing or usage requirements to ensure the performance of the tire 400 under various working conditions.

[0094] In the above structure, the first adjustment mechanism and the second adjustment mechanism can be set either one or the other, or the first adjustment mechanism and the second adjustment mechanism can be set at the same time as required.

[0095] Reference Figure 1-Figure 2 As shown, in some examples, the locking structure 340 includes but is not limited to at least one of a top screw, a pin hole structure (used in conjunction with a latch), and a snap-on structure, as long as the adjusted position of the telescopic structure 330 can be temporarily locked.

[0096] The locking structure 340 may include, but is not limited to, any one or more combinations of a top screw, a pin hole structure, and a clamping structure. The key is that these structures can temporarily lock the position of the telescopic structure 330 after adjustment, ensuring that it remains stable during use and will not change position due to external forces. The locking structure 340 can also be self-locking based on a threaded connection to achieve the locking function.

[0097] In some examples, the telescopic structure 330 includes a telescopic inner rod 331 and a telescopic outer rod 332 that slide relative to each other, the tire 400 is mounted on one of the telescopic inner rod 331 or the telescopic outer rod 332, and the counterweight structure 310 is installed on the other of the telescopic inner rod 331 or the telescopic outer rod 332.

[0098] The design of the telescopic structure 330 includes two main parts, namely, a telescopic inner rod 331 and a telescopic outer rod 332 that slide relative to each other. The telescopic inner rod 331 and the telescopic outer rod 332 can move relative to each other to achieve the telescopic function. One of the telescopic inner rod 331 and the telescopic outer rod 332 is used to assemble the tire 400. At this time, the tire 400 is fixed on one of the telescopic inner rod 331 and the telescopic outer rod 332 to provide stable support and movement during use. The other part of the telescopic inner rod 331 and the telescopic outer rod 332, that is, the rod that is not equipped with the tire 400, is used to install the counterweight structure 310. The purpose of the counterweight structure 310 is to balance the weight distribution of the entire telescopic structure 330, so as to provide a stable load for the tire 400 and ensure the stability and safety of the tire 400 during the test. Through this design, the telescopic structure 330 can flexibly adjust the length in different application scenarios while maintaining good performance and reliability.

[0099] For example, the assembly structure 231 is mounted on the telescopic inner rod 331, and the corresponding counterweight structure 310 is arranged on the telescopic outer rod 332. The length of the force arm of the counterweight structure 310 can be adjusted by the relative extension and contraction of the telescopic inner rod 331 and the telescopic outer rod 332, thereby changing the load size on the tire 400. Similarly, the assembly structure 231 can also be mounted on the telescopic outer rod 332, and the corresponding counterweight structure 310 can be arranged on the telescopic inner rod 331.

[0100] In some examples, a transmission mechanism 350 driven by a motor is disposed on the telescopic structure 330 , and the transmission mechanism 350 can change the telescopic amount of the telescopic structure 330 .

[0101] The telescopic structure 330 can be equipped with a transmission mechanism 350 driven by a motor as needed. This transmission mechanism 350 can effectively change the telescopic amount of the telescopic structure 330 by electric control, thereby achieving precise control of the length of the telescopic structure 330. In this way, the telescopic structure 330 can be adjusted according to actual needs to adapt to different application scenarios and conditions. The drive of the motor enables the transmission mechanism 350 to operate smoothly and efficiently, ensuring that the telescopic action of the telescopic structure 330 is both rapid and reliable. A controller can be set as needed to control the motor.

[0102] In some examples, the driving assembly 100 further includes a support frame 120, the simulation member 110 is mounted on the support frame 120, the driving member is directly or indirectly connected to the simulation member 110, and the lower side of the tire 400 abuts against the upper side of the simulation member 110;

[0103] The simulation part 110 is a simulation roller or a road simulation conveyor belt;

[0104] When the simulation member 110 is a simulation roller, a mounting seat 130 adapted to the simulation roller is provided on the support frame 120, and the simulation roller is rotatably connected to the mounting seat 130;

[0105] Alternatively, when the simulation member 110 is a road simulation conveyor belt, a transmission wheel set adapted to the road simulation conveyor belt is disposed on the support frame 120, and the road simulation conveyor belt is transmission-connected to the transmission wheel set.

[0106] The driving assembly 100 includes not only a driving member and a simulation member 110, but is further equipped with a support frame 120. In this structure, the simulation member 110 is mounted on the support frame 120, and the driving member is directly or indirectly connected to the simulation member 110. Specifically, the lower side of the tire 400 abuts against the upper side of the simulation member 110, thereby realizing a simulation test. The simulation member 110 can be a simulated roller or a road simulation conveyor belt.

[0107] When the simulation member 110 is a simulated roller, a mounting seat 130 adapted to the simulated roller is provided on the support frame 120. The simulated roller is rotatably connected to the mounting seat 130 to ensure that it can rotate freely, thereby simulating the rolling effect of a real road surface.

[0108] When the simulation member 110 is a road simulation conveyor belt, a set of transmission wheels will be provided on the support frame 120, and the transmission wheels are provided with the road simulation conveyor belt. The road simulation conveyor belt will be connected to the transmission wheels in a driving manner. Through the drive of the transmission wheels, the conveyor belt can simulate the motion state of the actual road, providing a dynamic test environment for the tire 400.

[0109] In some examples, at least one protruding structure is disposed on the outer peripheral surface of the simulated roller or the road simulation conveyor belt, and the protruding structure is used to simulate the roughness or obstacles of the road.

[0110] The outer peripheral surface of the simulation roller or the road simulation conveyor belt can be provided with one or more raised structures as required. The main function and purpose of these raised structures is to simulate the roughness of the real road surface, or to simulate various obstacles that may exist on the road. In this way, various road conditions that may be encountered during driving can be reproduced more realistically, thereby improving the effect and accuracy of simulation training.

[0111] The tire 400 of the present application may be a non-pneumatic tire 400 , a pneumatic tire 400 , or a solid tire 400 , wherein the non-pneumatic tire 400 may be a top load-bearing tire 400 .

[0112] The force-bearing mode of the tire 400 can be set to two bottom load-bearing modes and a top load-bearing mode. The traditional pneumatic tire 400 and the solid tire are both bottom load-bearing modes, that is, the load is transferred to the ground through the elastomer on the sidewall or the bottom; the force-bearing principle of the tire 400 in the top load-bearing mode is that the tread of the tire 400 has a support ring, the spokes are flexible, and the flexible spokes are circumferentially distributed in the support ring. The load is suspended on the support ring through the flexible spokes distributed on the top, and the flexible spokes at the bottom only play a role of easy bending and deformation, and do not play a major supporting force role.

[0113] Specifically, taking the top load-bearing tire 400 as an example, the non-pneumatic tire 400 in the present application can be a top load-bearing tire 400, which has a rigid outer ring. During driving, the load of the tire 400 is mainly borne by the rigid outer ring. The non-pneumatic tire 400 also includes spokes, which include spokes with traction capabilities, referred to as traction units. When the tire 400 is subjected to pressure, the traction unit at the relatively upper side will be stretched and generate a tensile force, and the traction unit at the relatively lower side will be compressed. Since the spokes themselves do not have a supporting force, the force on the wheel hub will be transmitted to the upper side of the outer ring through the upper traction unit, and the rigid characteristics of the outer ring will then transmit the force to the position below the outer ring in contact with the ground.

[0114] The same or similar numbers in the drawings of this embodiment correspond to the same or similar parts; in the description of this application, it should be understood that if the terms "upper", "lower", "left", "right", etc. indicate an orientation or position relationship based on the orientation or position relationship shown in the drawings, it is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation on this patent. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0115] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A wheel durability test tool, characterized in that: Used to test the durability of non-inflated or inflated tires, the wheel durability test tool includes: A driving assembly, comprising a driving member and a simulation member, wherein the driving member is connected to the simulation member and can drive the simulation member to move, and the simulation member is used to simulate a road surface; An assembly component, at least partially mounted above the simulation component, the assembly component is used to mount the tire to be tested, and the tire abuts against the simulation component after being mounted; A load adjustment component is installed on the assembly component. The load adjustment component cooperates with the assembly component to simulate the load of the tire. The pressure of the load adjustment component is adjustable so that the load of the tire can be adjusted.

2. The wheel durability testing tool as claimed in claim 1, characterized in that: The assembly components include: The first assembly frame is a vertical bracket, the first assembly frame is connected to the driving assembly or independently installed on a preset ground, and the first assembly frame is provided with an adjustment rod; The second assembly frame is rotatably connected to the adjustment rod, a mounting structure for mounting the tire is arranged in the middle of the second assembly frame, and the load adjustment component is installed on the second assembly frame.

3. The wheel durability testing tool as claimed in claim 2, characterized in that: The first assembly frame is slidably connected to the adjustment rod; A slide rail structure is disposed on one of the first assembly frame and the adjustment rod, and a slide groove structure adapted to the slide rail structure is disposed on the other of the first assembly frame and the adjustment rod, and the slide rail structure is slidably connected to the slide groove structure; And / or, a locking structure is provided on at least one of the slide rail structure or the slide slot structure, and the locking structure can limit the relative position of the slide rail structure and the slide slot structure.

4. The wheel durability testing tool as claimed in claim 3, characterized in that: The first assembly frame comprises a first column and a second column arranged at an interval, the first column and the second column are connected by at least one connecting rod, and the adjusting rod is slidably connected to the first column and the second column at the same time; The two ends of the adjusting rod are both provided with the slide groove structure, and the first column and the second column are respectively provided with the matching slide rail structure.

5. The wheel durability testing tool as claimed in any one of claims 2 to 4, characterized in that: A lifting mechanism driven by a motor is disposed on one of the first assembly frame and the adjusting rod, and the lifting mechanism can change the position of the adjusting rod relative to the first assembly frame.

6. The wheel durability testing tool as claimed in any one of claims 2 to 4, characterized in that: The load adjustment assembly is mounted on a side of the second assembly frame relative to the assembly structure that is away from the first assembly frame; The load adjustment component comprises: a counterweight structure mounted on the assembly, the counterweight structure being used to apply a load to the tire; a first adjustment mechanism, comprising a mounting portion and at least one detachable counterweight structure, wherein the mounting portion is connected to the assembly component, and the counterweight structures of different numbers or weights can be mounted on the mounting portion to change the load of the load adjustment component relative to the tire; And / or, the second adjustment mechanism includes a telescopic structure and a locking structure, wherein the telescopic structure is installed on the assembly component, the telescopic structure can change the distance between the counterweight structure and the tire, and the locking structure can lock the adjusted position of the telescopic structure.

7. The wheel durability testing tool as claimed in claim 6, characterized in that: The telescopic structure comprises a telescopic inner rod and a telescopic outer rod which slide relative to each other, the tire is mounted on one of the telescopic inner rod or the telescopic outer rod, and the counterweight structure is installed on the other of the telescopic inner rod or the telescopic outer rod.

8. The wheel durability testing tool as claimed in claim 6, characterized in that: The telescopic structure is provided with a transmission mechanism driven by a motor, and the transmission mechanism can change the telescopic amount of the telescopic structure.

9. The wheel durability testing tool as claimed in any one of claims 1 to 4, 7 and 8, characterized in that: The driving assembly further comprises a support frame, the simulation member is mounted on the support frame, the driving member is directly or indirectly connected to the simulation member, and the lower side of the tire abuts against the upper side of the simulation member; The simulation part is a simulation roller or a road simulation conveyor belt; When the simulation component is a simulation roller, a mounting seat adapted to the simulation roller is provided on the support frame, and the simulation roller is rotatably connected to the mounting seat; Alternatively, when the simulation component is a road simulation conveyor belt, a transmission wheel set adapted to the road simulation conveyor belt is provided on the support frame, and the road simulation conveyor belt is drivingly connected to the transmission wheel set.

10. The wheel durability testing tool as claimed in claim 9, characterized in that: At least one protrusion structure is arranged on the outer peripheral surface of the simulation roller or the road simulation conveyor belt, and the protrusion structure is used to simulate the roughness or obstacles of the road.

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