Tire steering detection device for chassis dynamometer, synchronous steering correction mechanism and application thereof

Abstract

The invention relates to a tire steering detection device for a chassis dynamometer, a synchronous steering correction mechanism and application thereof, and belongs to the technical field of automobile chassis testing. On one hand, the tire steering detection device is arranged to detect the steering data of the wheels in real time, and after the tire steering detection device communicates with the second driving assembly, the second driving assembly controls and corrects the rotation condition of the rotary drum according to the steering data, so that the rotation condition is synchronous and consistent with the steering of the wheels; the testing and correcting mode is high in measurement accuracy and fast in response and correction, and the defect that a traditional dynamometer cannot rotate along with the tire can be thoroughly overcome. And on the other hand, the speed and the drum surface force of the rotary drum can be controlled and calculated through the first driving assembly, so that various driving scenes of the automobile tire arranged on the rotary hub are simulated and adapted, and the adaptability is wide.

Description

Technical Field

[0001] The invention relates to a tire steering detection device for a chassis dynamometer, a synchronous steering correction mechanism and application thereof, and belongs to the technical field of automobile chassis testing. Background Art

[0002] The chassis dynamometer uses rollers of different sizes and all-electric inertia simulation technology to accurately simulate the various road loads that a vehicle is subjected to during road driving. It can be used to test vehicle emissions, mileage, power performance, durability, etc. The equipment can simulate different forces, speeds, and road load distributions for each wheel of the vehicle through the separate control of the four motors, and can achieve different test conditions under vehicle differential conditions.

[0003] At present, the "electrification" and "intelligence" of automobiles are developing rapidly, and advanced assisted driving and autonomous driving vehicles are also developing rapidly. Compared with traditional vehicles, advanced driving vehicles at level L2 and above are equipped with more multi-channel sensors such as millimeter wave radar, ultrasonic radar, laser radar and machine vision. Through the collection of external environmental information by various sensors, the synchronous processing and final decision-making of a large amount of information by various sub-control systems and the overall domain control system, higher-level assisted driving above L2 is achieved.

[0004] In combination with a large number of real road scenarios, the in-loop functional testing and safety evaluation of high-level driving whole vehicles equipped with a large number of sensors is a very difficult problem for the entire automotive industry. At present, in addition to simulation and component in-loop replacement testing, closed and open road testing, how to achieve vehicle testing at medium and high speeds, close to real road environments, and high-risk road scenarios is also crucial. In addition, it is necessary to develop a chassis dynamometer with steering, combined with a real traffic scene library and the car in real scenes, which can realize straight driving and steering functions on the test bench, and be used for future verification of various auxiliary functions of the car. High-speed driving tests and safety evaluation. However, there are few reports on chassis dynamometers with steering in the prior art.

[0005] In addition, as the demand for testing wheel steering functions gradually increases, most vehicle manufacturers keep the steering data of the vehicle steering control system confidential, resulting in the inability of vehicle manufacturers to provide test vehicle tire steering angle data. Therefore, the synchronization of steering function testing during vehicle driving has become more challenging, especially the testing of data such as the steering angle of vehicle tires during steering. However, traditional chassis dynamometers can only achieve straight-line driving of vehicles, and cannot meet the various functions and angle data tests such as measuring wheel rotation during vehicle steering.

[0006] In the prior art, there are, for example, a hub following system provided by CN113607431A and an automobile chassis dynamometer equipped with the system. Although the system can rotate with the wheels, it cannot solve the problem of large-angle rotation (rotation angle ±180 degrees) of the vehicle when the vehicle is driving at low, medium and high speeds and braking. In addition, the vehicle body shakes greatly front and back during operation. Especially when turning, the vehicle body suddenly swings greatly in the left and right directions. At the same time, vehicle body instability and sudden stalling can also bring serious safety problems. Summary of the invention

[0007] In order to solve the above problems, in the first aspect, the present invention provides a tire steering detection device for a chassis dynamometer, which is applied to the environment of medium and high speed testing and laboratory of the tested vehicle, and can test the steering angle of the vehicle tire in real time to synchronously adjust the structure of the turntable of the chassis dynamometer. At the same time, it also provides a solution to the problem that the vehicle is out of control when the vehicle is accelerating, decelerating and turning at medium and high speeds, including:

[0008] A base is fixed to the chassis dynamometer, and distance measuring sensors are arranged on both sides of the base;

[0009] A wheel hub connection module, comprising an inner ring rotating disk and a plurality of rotating bolts distributed on the inner ring rotating disk, wherein the rotating bolts are connected to the wheel hub of the vehicle to be tested and the inner ring rotating disk rotates synchronously with the wheel hub;

[0010] The steering follower module comprises an outer ring disc, a universal connector and a buffer connector which are connected in sequence, the rotary shaft of the inner ring rotary disc is assembled in the outer ring disc through a bearing, light curtain plates are arranged on both sides of the outer ring disc, and the buffer connector is assembled on the base;

[0011] When the vehicle to be tested turns, the outer ring disc drives the light curtain plate to rotate synchronously with the wheel, and the distance measuring sensor can emit laser and the laser can always reach the light curtain plate.

[0012] Furthermore, the universal connector includes a cross shaft, a first steering knuckle connected to the outer ring plate, and a second steering knuckle connected to the buffer connector. The cross shaft includes two shafts that are perpendicular to each other and centrally connected. The first steering knuckle and the second steering knuckle are respectively installed on the two shafts.

[0013] Furthermore, the base includes an L-shaped vertical plate and a fixing plate connecting the bottom of the vertical plate and the chassis dynamometer, the L-shaped vertical plate has at least one vertically arranged strip hole, and the buffer connector is installed in the strip hole; the ranging sensor is installed on both sides of the L-shaped vertical plate.

[0014] Furthermore, the buffer connection member includes a buffer bolt passing through the strip hole, one end of the buffer bolt is connected to the universal connector, and the other end passes through the strip hole, and buffer seats are provided on both sides of the assembly point of the buffer bolt and the strip hole.

[0015] Furthermore, a plurality of positioning holes at different heights are provided on the side of the L-shaped vertical plate away from the wheel, and a positioning bolt is provided in any positioning hole, and the positioning bolt is connected to the buffer seat through a traction spring. The buffer seat has an arc-shaped contact surface, and the arc-shaped contact surface abuts against the two side surfaces of the L-shaped vertical plate, that is, there are buffer seats on both sides of the L-shaped vertical plate, and the arc-shaped contact surfaces of the buffer seats on both sides are arranged oppositely and both face the L-shaped vertical plate.

[0016] Furthermore, the portion of the buffer bolt between the universal connector and the L-shaped vertical plate is sleeved with an inner spring, and the portion of the buffer bolt passing through the strip hole is sleeved with an outer spring.

[0017] In a second aspect, the present invention provides a synchronous steering correction mechanism for a chassis dynamometer, comprising:

[0018] A drum assembly is in contact with the bottom of the wheel of the vehicle to be tested. The drum assembly includes two drums arranged side by side. The wheel is located in a groove formed between the two drums and in contact with the two drums. Under the drive of the first driving assembly, the two drums will rotate synchronously, and the wheel can rotate synchronously with the two drums.

[0019] A drum steering mechanism, carrying the drum assembly and connected to the tire steering detection device;

[0020] The slewing support mechanism is arranged at the bottom of the drum steering mechanism and connected to the chassis dynamometer. The slewing support mechanism is driven by the second drive assembly and can carry the drum steering mechanism and the drum assembly to rotate together. The second drive assembly can communicate with the distance measuring sensor.

[0021] The first driving assembly includes a drum driving motor installed inside the drum steering mechanism, a motor synchronous pulley connected to the drum driving motor, and drum synchronous pulleys respectively installed on the two drums, wherein the motor synchronous pulley is connected to the two drum synchronous pulleys via a synchronous belt;

[0022] The second driving assembly includes a steering drive motor installed inside the drum steering mechanism, a reducer connected to the steering drive motor, and the reducer is connected to a driving pinion;

[0023] The slewing support mechanism comprises a ring gear connected to the bottom of the drum steering mechanism, the ring gear is meshed with the driving pinion, and a rotation angle measuring mechanism is also arranged below the ring gear.

[0024] In the third aspect, the present invention provides a synchronous steering correction mechanism for controlling the steering of a drum to keep it synchronous with the steering of a tire of a vehicle to be tested. When the wheel is turned, the length change of the laser emitted by the distance measuring sensor of the tire steering detection device to the light curtain plate is converted and calculated to obtain the angle difference between the tire steering and the drum steering, and the angle difference is fed back to the second drive component. The second drive component drives and controls the drum steering mechanism to further rotate to correct the angle, thereby achieving the consistency of the angle of the drum steering and the tire steering.

[0025] Beneficial effects of the present invention:

[0026] On the one hand, the present invention sets a tire steering detection device to detect the steering data of the wheel in real time. After the tire steering detection device and the second drive component communicate, the second drive component controls the rotation of the correction drum according to the steering data, so as to achieve synchronization with the wheel steering. This testing and correction method not only has high measurement accuracy and fast response correction, but also can completely solve the disadvantage that the traditional dynamometer cannot follow the rotation of the tire; on the other hand, the speed and drum surface force of the drum can be controlled and calculated through the first drive component, so as to simulate and adapt to various driving scenarios of the automobile tire placed on the hub. It has wide adaptability and can be used for the tested automobile under real scene conditions. It can well realize the straight driving and steering functions on the test bench. In the future, it can be used to verify various auxiliary driving functions of electric and intelligent vehicles, and test and develop and conduct safety evaluation of functions such as close to real road environments and high-risk road scenes under medium and high-speed driving conditions. In addition, the tire steering detection device of the present invention can better adapt to various vibrations, multi-directional inclination angles, and swing angles generated by the wheels when turning. It can adapt to the large-angle rotation of the vehicle (rotation angle ±180 degrees) and large front and rear shaking of the vehicle body when the vehicle is driving and braking at low, medium and high speeds, thereby improving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the three-dimensional structure of a tire steering detection device in one embodiment of the present invention.

[0028] Figure 2 It is a side view of a tire steering detection device in one embodiment of the present invention.

[0029] Figure 3 FIG. 1 is a top view of a tire steering detection device in one embodiment of the present invention.

[0030] Figure 4 This is a schematic diagram of the principle of a universal connector in one embodiment of the present invention to adapt to the front and rear toe angles and camber angles generated by a tire during steering (showing one of the axles) (side view perspective).

[0031] Figure 5The figure is a schematic diagram of the distance measurement principle of the distance measurement sensor in one embodiment of the present invention (top view).

[0032] Figure 6 It is a three-dimensional structural schematic diagram of a tire steering detection device installed on a synchronous steering correction mechanism from a certain perspective in one embodiment of the present invention.

[0033] Figure 7 It is a side view of a tire steering detection device installed on a synchronous steering correction mechanism in one embodiment of the present invention.

[0034] Figure 8 It is a three-dimensional structural schematic diagram from another perspective of a tire steering detection device installed on a synchronous steering correction mechanism in one embodiment of the present invention.

[0035] In the figure, 1. tire steering detection device; 2. drum; 3. drum steering mechanism; 4. ring gear; 5. drum driving motor; 6. angle measuring mechanism; 7. driving pinion; 8. reducer; 91. motor synchronous pulley; 92. synchronous belt; 93. drum synchronous pulley; 94. intermediate pulley; 11. base; 111. distance measuring sensor; 12. light curtain plate; 13. universal connector; 14. slewing bolt; 15. inner ring slewing plate; 16. outer ring plate; 17. first steering knuckle; 18. second steering knuckle; 191. buffer bolt; 192. positioning bolt; 193. traction spring; 194. buffer seat; 195. inner spring; 196. outer spring; 10. tire. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not 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.

[0037] In the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" 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 an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] In the present invention, the "first" and "second" are only used to distinguish similar components / parts with different positions or different characteristics, and have no other limiting meanings; the "upper" refers to the direction of each component away from the ground, and the "lower" refers to the direction of each component away from the ground.

[0039] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0040] Example 1

[0041] like Figure 1-Figure 4 As shown, the present invention provides a tire steering detection device for a chassis dynamometer, comprising:

[0042] The base 11 is fixed to the chassis dynamometer, and the distance measuring sensors 111 are arranged on both sides of the base 11; the base 11 includes an L-shaped vertical plate and a fixing plate connecting the bottom of the vertical plate and the chassis dynamometer, the L-shaped vertical plate has at least one vertically arranged strip hole, and the buffer connection piece is installed in the strip hole; the distance measuring sensors 111 are installed on both sides of the L-shaped vertical plate;

[0043] The wheel hub connection module comprises an inner ring rotating disk 15 and a plurality of rotating bolts 14 distributed on the inner ring rotating disk 15, wherein the rotating bolts 14 are connected to the wheel hub of the vehicle to be tested and the inner ring rotating disk 15 rotates synchronously with the wheel hub;

[0044] The steering follower module comprises an outer ring disc 16, a universal connector 13 and a buffer connector which are connected in sequence. The rotary shaft of the inner ring rotary disc 15 is assembled in the outer ring disc 16 through a bearing. Light curtain plates 12 are arranged on both sides of the outer ring disc 16. The buffer connector is assembled on the base 11.

[0045] When the vehicle to be tested turns, the outer ring disc 16 drives the light curtain plate 12 to rotate synchronously with the wheel. No matter to which angle the light curtain plate 12 rotates with the wheel, the distance sensor 111 can emit laser and the laser can always reach the light curtain plate 12.

[0046] Furthermore, the universal connector 13 includes a cross shaft, a first steering knuckle connected to the outer ring plate 16, and a second steering knuckle connected to the buffer connector. The cross shaft includes two shafts that are perpendicular to each other and centrally connected. The first steering knuckle and the second steering knuckle are respectively installed on the two shafts. The universal connector 13 can adapt to the inclination angle and the swing angle generated when the tire is turned, such as Figure 4 As shown, taking one of the axles as an example, when the wheel generates an up and down floating inclination angle or a swing angle, the steering knuckle corresponding to the axle will rotate at a small angle, so that the inner ring rotating plate 15, the outer ring plate 16, and the rotating bolt 14 at the front end can adapt to the up and down floating of the wheel 10; in actual operation, the up and down floating of the wheel 10 is a frequent phenomenon, and the dynamometers in the prior art do not consider this problem during steering detection. Compared with the prior art, the present invention can effectively overcome such problems.

[0047] Further, the buffer connection member includes a buffer bolt 191 that passes through the strip hole, one end of the buffer bolt 191 is connected to the universal connector 13, and the other end passes through the strip hole, and buffer seats 194 are arranged on both sides of the assembly of the buffer bolt 191 and the strip hole. The buffer seat 194 has an arc-shaped contact surface, and the arc-shaped contact surface abuts against the two side surfaces of the L-shaped vertical plate, that is, there are buffer seats 194 on both sides of the L-shaped vertical plate, and the arc-shaped contact surfaces of the buffer seats 194 on both sides are arranged oppositely, and both face the L-shaped vertical plate. Since the universal connector 13 will also float slightly when the wheel 10 floats up and down, the traditional connection part not only does not have a universal connector 13, but also its connection structure is fixed. After multiple floating, the connection parts are prone to damage to the upper and lower parts. The present invention is different from the traditional structure. The buffer bolt 191 and the buffer seat 194 of the present invention are connected to the universal connector 13. When the universal connector 13 floats up and down, the side of the buffer seat that fits the L-shaped plate is an arc-shaped contact surface, which can better adapt to the up and down floating. That is, the buffer seat 194 can carry the buffer bolt 191 and the universal connector 13 to perform a small up and down / front and back flip along the arc of the arc-shaped contact surface, thereby avoiding damage to the connection part.

[0048] Furthermore, a plurality of positioning holes at different heights are provided on the side of the L-shaped vertical plate away from the wheel 10, and a positioning bolt 192 is provided in any positioning hole. The positioning bolt 192 is connected to the buffer seat 194 through a traction spring. Such a configuration can better balance the second steering knuckle 18 and the downward gravity of the assembly, and better have high flexibility in the left and right directions of the vehicle axis to adapt to the up and down jumping of the vehicle during acceleration and deceleration.

[0049] Furthermore, the buffer bolt 191 is partially sleeved with an inner spring between the universal connector 13 and the L-shaped vertical plate, and the buffer bolt 191 is partially sleeved with an outer spring 196 passing through the strip hole. After the inner spring 195 and the outer spring 196 are provided, the buffer bolt 191 and the buffer seat 194 can be further provided with a buffering and shock-absorbing effect when the wheel 10 floats up and down / forward and backward.

[0050] Example 2

[0051] like Figure 6-Figure 8 As shown, this embodiment provides a synchronous steering correction mechanism for a chassis dynamometer, comprising:

[0052] The drum assembly contacts the bottom of the wheel of the vehicle to be tested. The drum assembly includes two drums 2 arranged side by side. The wheel 10 is located in the gully formed between the two drums 2 and contacts the two drums 2. Under the drive of the first driving assembly, the two drums 2 rotate synchronously, and the wheel 10 can rotate synchronously with the two drums 2.

[0053] A drum steering mechanism, carrying the drum assembly and connected to the tire steering detection device 1 described in Example 1;

[0054] The slewing support mechanism is arranged at the bottom of the drum steering mechanism 3 and connected to the chassis dynamometer. The slewing support mechanism is driven by the second drive component and can carry the drum steering mechanism 3 and the drum component to rotate together. The second drive component can establish communication with the distance measuring sensor 111 through the control system.

[0055] Specifically, the first driving assembly includes a drum driving motor 5 installed inside the steering mechanism of the drum 2, a motor synchronous pulley 91 connected to the drum driving motor 5, and drum synchronous pulleys 93 respectively installed on the two drums, wherein the motor synchronous pulley 91 is connected to the two drum synchronous pulleys 93 via a synchronous belt 92;

[0056] Specifically, the second driving assembly includes a steering drive motor installed inside the drum steering mechanism 3, a reducer 8 connected to the steering drive motor, and the reducer 8 is connected to the driving pinion 7;

[0057] Specifically, the slewing support mechanism includes a ring gear 4 connected to the bottom of the drum steering mechanism, the ring gear 4 is meshed with a driving pinion 7, and the driving pinion 7 drives the ring gear 4 to rotate under the drive of the reducer, thereby driving the drum steering mechanism 3 and the drum 2 to rotate together; an angle measuring mechanism 6 is also provided below the ring gear 4, and the angle measuring mechanism 6 measures the angle of rotation of the entire slewing support mechanism. In addition, the slewing support mechanism can also simulate the slewing resistance of the vehicle when turning on the ground by calculating the resistance of the driving part.

[0058] Example 3

[0059] This embodiment provides an application of a synchronous steering correction mechanism in controlling the steering of a rotating drum to be synchronized with the steering of a tire of a vehicle to be tested.

[0060] When the wheel 10 turns, the length change of the laser emitted by the distance measuring sensor 111 of the tire turning detection device 1 to the light curtain plate 12 is converted and calculated to obtain the angle difference between the turning of the tire 10 and the turning of the drum 2, and the angle difference is fed back to the second drive component, which drives and controls the drum steering mechanism 3 to further rotate to correct the angle, so that the turning angle of the drum 2 and the turning angle of the tire 10 are consistent.

[0061] Specifically, Figure 5 As shown, the light curtain plate 12 is relatively stationary with the automobile tire and rotates with the turning of the tire. Therefore, the aforementioned angle difference is equal to the angle change of the light curtain plate relative to itself, and this change can be derived and calculated through five data: laser ranging length change L1', laser ranging length change L2', and laser spacing A. The specific formula is: tire and hub steering angle difference = arctan (L1'+L2') / A. After defining the positive and negative and direction of L1' and L2', the positive and negative and direction of the tire and hub steering angle difference can be obtained in turn.

[0062] Through the above process, the angle difference between the steering of the tire 10 and the steering of the hub 2 is fed back to the equipment control system, and the reducer 8 is controlled to correct the steering angle of the hub 2 in real time, thereby ensuring that the steering of the hub 2 and the automobile tire 10 have high synchronization accuracy.

[0063] Although the present invention has been disclosed as above in the form of a preferred embodiment, it is not intended to limit the present invention. Anyone familiar with this technology can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be based on the definition of the claims.

Claims

1. A tire steering detection device for a chassis dynamometer, characterized in that: include: A base is fixed to the chassis dynamometer, and distance measuring sensors are arranged on both sides of the base; A wheel hub connection module, comprising an inner ring rotating disk and a plurality of rotating bolts distributed on the inner ring rotating disk, wherein the rotating bolts are connected to the wheel hub of the vehicle to be tested and the inner ring rotating disk rotates synchronously with the wheel hub; The steering follower module comprises an outer ring disc, a universal connector and a buffer connector which are connected in sequence, the rotary shaft of the inner ring rotary disc is assembled in the outer ring disc through a bearing, light curtain plates are arranged on both sides of the outer ring disc, and the buffer connector is assembled on the base; When the vehicle to be tested turns, the outer ring disc drives the light curtain plate to rotate synchronously with the wheel, and the distance measuring sensor can emit laser and the laser can always reach the light curtain plate.

2. The tire steering detection device according to claim 1, characterized in that: The universal connector includes a cross shaft, a first steering knuckle connected to the outer ring plate, and a second steering knuckle connected to the buffer connector. The cross shaft includes two shaft bodies that are perpendicular to each other and centrally connected. The first steering knuckle and the second steering knuckle are respectively installed on the two shaft bodies.

3. The tire steering detection device according to claim 2, characterized in that: The base includes an L-shaped vertical plate and a fixing plate connecting the bottom of the vertical plate and the chassis dynamometer. The L-shaped vertical plate has at least one vertically arranged strip hole, and the buffer connector is installed in the strip hole; the distance measuring sensor is installed on both sides of the L-shaped vertical plate.

4. The tire steering detection device according to claim 3, characterized in that: The buffer connection member comprises a buffer bolt penetrating through the strip hole, one end of the buffer bolt is connected to the universal connector, and the other end passes through the strip hole, and buffer seats are arranged on both sides of the assembly point of the buffer bolt and the strip hole.

5. The tire steering detection device according to claim 4, characterized in that: A plurality of positioning holes at different heights are arranged on the side of the L-shaped vertical plate away from the wheel, and a positioning bolt is arranged in any positioning hole, and the positioning bolt is connected to the buffer seat through a traction spring.

6. The tire steering detection device according to claim 5, characterized in that: The buffer seat has an arc-shaped contact surface, and the arc-shaped contact surface abuts against two side surfaces of the L-shaped vertical plate.

7. The tire steering detection device according to claim 6, characterized in that: The portion of the buffer bolt between the universal connector and the L-shaped vertical plate is sleeved with an inner spring, and the portion of the buffer bolt passing through the strip hole is sleeved with an outer spring.

8. A synchronous steering correction mechanism for a chassis dynamometer, characterized in that: include: A rotating drum assembly is in contact with the bottom of the wheel of the vehicle to be tested, and the rotating drum assembly is driven by the first driving assembly; A drum steering mechanism, carrying the drum assembly and connected to the tire steering detection device according to any one of claims 1 to 7; The slewing support mechanism is arranged at the bottom of the drum steering mechanism and connected to the chassis dynamometer. The slewing support mechanism is driven by the second drive assembly and can carry the drum steering mechanism and the drum assembly to rotate together. The second drive assembly can communicate with the distance measuring sensor.

9. The synchronous steering correction mechanism according to claim 8, characterized in that: The drum assembly comprises two drums arranged side by side, the wheel is located in a groove formed between the two drums and in contact with the two drums, and the wheel can rotate synchronously with the two drums; The first driving assembly includes a drum driving motor installed inside the drum steering mechanism, a motor synchronous pulley connected to the drum driving motor, and drum synchronous pulleys respectively installed on the two drums, wherein the motor synchronous pulley is connected to the two drum synchronous pulleys via a synchronous belt; The second driving assembly includes a steering drive motor installed inside the drum steering mechanism, a reducer connected to the steering drive motor, and the reducer is connected to a driving pinion; The slewing support mechanism comprises a ring gear connected to the bottom of the drum steering mechanism, the ring gear is meshed with the driving pinion, and a rotation angle measuring mechanism is also arranged below the ring gear.

10. The application of the synchronous steering correction mechanism of claim 9 in controlling the steering of the drum to keep synchronization with the steering of the tire of the vehicle to be tested, characterized in that: When the wheel is turning, the angle difference between the tire steering and the drum steering is obtained by converting and calculating the length change of the laser emitted by the distance measuring sensor of the tire steering detection device to the light curtain plate, and the angle difference is fed back to the second drive component, which drives and controls the drum steering mechanism to further rotate to correct the angle, so as to achieve the same angle between the drum steering and the tire steering.

Images