Device for testing low-temperature durability of automobile tire

Abstract

The invention relates to the technical field of automobile tire detection, in particular to an automobile tire low-temperature durability testing device which comprises a base, the side wall of the base is fixedly connected with a motor, the output end of the motor is fixedly connected with a rotating shaft, the outer side of the rotating shaft is fixedly sleeved with a rolling drum, and the upper side of the base is fixedly connected with a fixing cover. The rolling drum is located on the inner side of the fixing cover, the inner side of the rolling drum is fixedly connected with an air inlet pipe, multiple sets of cameras are fixedly connected into the fixing cover, the upper side of the fixing cover is fixedly connected with multiple sets of low-temperature control pipes, and the upper side of the base is provided with a simulation assembly for the use environment of a to-be-detected tire. By starting the hydraulic rod, the hydraulic rod enables the first connecting plate to move upwards, the first connecting plate abuts against the automobile tire to form certain pressure on the automobile tire, then use of the automobile tire is simulated, and in the testing process of the automobile tire, the accuracy of the automobile tire testing result can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile tire detection, and particularly relates to a low-temperature durability test device for automobile tires. Background Art

[0002] A tire is a circular elastic rubber product that rolls on the ground and is assembled on various vehicles or machines. It is usually installed on a metal rim, can support the vehicle body, buffer external impacts, achieve contact with the road surface, and ensure the driving performance of the vehicle. During the production process of automobile tires, it is necessary to conduct a low-temperature durability test on the automobile tires. The traditional test method is to install the automobile tire on a bracket, keep the automobile tire at a low temperature for a certain period of time, then rotate the automobile tire, and then detect the changes of the automobile tire. The overall structure is simple; However, in the actual detection process, the automobile tire only rotates, and the use environment of the automobile tire is not simulated, which leads to certain errors in the test results. Sometimes, a hydraulic device is used to form a simulation, but the overall simulation effect is poor, and it can only simulate a relatively flat use environment, which is not representative. Moreover, during the detection process, there is no detection operation for the changes in the sidewall of the automobile tire. Therefore, a low-temperature durability test device for automobile tires is provided. Summary of the Invention

[0003] The present invention provides a low-temperature durability test device for automobile tires to solve the problems in the background art.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions: A low-temperature durability test device for automobile tires includes a base. A motor is fixedly connected to the side wall of the base. The output end of the motor is fixedly connected to a rotating shaft. A rolling drum is fixedly sleeved on the outer side of the rotating shaft. A fixed cover is fixedly connected to the upper side of the base. The rolling drum is located inside the fixed cover. An air inlet pipe is fixedly connected to the inner side of the rolling drum. A plurality of cameras are fixedly connected inside the fixed cover. A plurality of low-temperature control pipes are fixedly connected to the upper side of the fixed cover. A simulation component for the use environment of the tire to be detected is installed on the upper side of the base. The simulation component includes two hydraulic rods fixedly installed on the upper side of the base. The output ends of the two hydraulic rods are fixedly connected to a moving plate. A moving cylinder is slidably connected inside the moving plate. A first connecting plate is fixedly connected to the upper side of the moving cylinder. A differential rod is slidably connected inside the moving cylinder. A second connecting rod is fixedly connected to the side wall of the differential rod. A moving frame is fixedly connected to the outer side of the second connecting rod. A plurality of insertion rods are fixedly connected to the upper side of the moving frame. A plurality of through holes are formed in the upper side of the first connecting plate. A retaining ring is fixedly connected to the outer side of the moving cylinder.

[0005] Preferably, the simulation component further includes a transmission gear fixedly connected to the rotating shaft. A first connecting rod is also rotatably connected to the side wall of the base. A half gear is fixedly connected to the outside of the first connecting rod. The half gear meshes with the transmission gear. An incomplete ratchet is also fixedly connected to the outside of the first connecting rod. A positioning rod is fixedly connected to the upper side of the base. A sliding plate is slidably connected to the outside of the positioning rod. A first spring is fixedly connected between the sliding plate and the base. A rack is fixedly connected to the side wall of the sliding plate through a seventh connecting rod. The rack meshes with the half gear. A third connecting rod is fixedly connected to the side wall of the sliding plate. A second connecting plate is fixedly connected to the lower side of the third connecting rod. The second connecting plate is fixedly connected to the moving cylinder. A first trapezoidal plate is fixedly connected to the upper side of the second connecting plate. A fifth connecting rod is fixedly connected to the side wall of the sliding plate. A sliding frame is slidably sleeved on the outside of the fifth connecting rod. A second spring is fixedly connected between the sliding frame and the sliding plate. A fourth connecting rod is fixedly connected to the side wall of the sliding frame. A third connecting plate is fixedly connected to the lower side of the fourth connecting rod. The third connecting plate is fixedly connected to the differential rod. A fixed cylinder is fixedly connected to the side wall of the sliding frame. A sixth connecting rod is slidably connected in the fixed cylinder. A third spring is fixedly connected between the sixth connecting rod and the fixed cylinder. A stepped plate is fixedly connected to the outside of the sixth connecting rod.

[0006] Preferably, a fixed frame is fixedly connected inside the sliding plate. A first threaded rod is threadedly connected to the upper side of the positioning rod. The first threaded rod passes through the fixed frame. A fixed ring is fixedly sleeved on the outside of the first threaded rod.

[0007] Preferably, a knocking component for the outer side wall of the tire is installed inside the fixed cover. The knocking component includes a first control ring and a second control ring. The first control ring is located inside the fixed cover and is slidably connected to the fixed cover. A fourth spring is fixedly connected between the first control ring and the fixed cover. A limiting rod is fixedly connected to the upper side of the first control ring. A second trapezoidal plate is fixedly connected to the lower side of the first control ring. The upper side of the limiting rod is slidably connected to a limiting frame. The limiting frame is slidably connected to the fixed cover. A plurality of first sensors are uniformly fixedly connected to the sides of the first control ring and the second control ring close to each other. A plurality of groups of second threaded rods are rotatably connected to the side wall of the first control ring. The second threaded rods threadedly penetrate through the second control ring.

[0008] Preferably, a plurality of detection components for the outer wall of the tire are installed inside the fixed cover. The detection component includes a fourth connecting plate slidably installed on both sides of the fixed cover. Second sensors are fixedly connected to the inner sides of the two fourth connecting plates. Sixth connecting plates are fixedly connected to the outer sides of the two fourth connecting plates. A fifth spring is fixedly connected between the sixth connecting plate and the fixed cover. Return-shaped rods are fixedly connected to both outer sides of the fixed cover. A connecting line is fixedly connected to the outer side of the sixth connecting plate. The connecting line passes through the return-shaped rod, and the end of the connecting line away from the sixth connecting plate is fixedly connected to a top plate. A fifth connecting plate is fixedly connected to the lower side of the top plate. The fifth connecting plate is fixedly connected to the skateboard.

[0009] Preferably, the side walls of the first trapezoidal plate and the second trapezoidal plate are both smooth.

[0010] Preferably, an anti-slip rubber plate is fixedly connected to the upper side of the first threaded rod.

[0011] The present invention has the following beneficial effects: 1. First, after the automobile tire is installed, the hydraulic rod is started. The hydraulic rod will move the first connecting plate upward. The first connecting plate abuts against the automobile tire and forms a certain pressure on the automobile tire, thereby simulating the use of the automobile tire. During the test of the automobile tire, the accuracy of the test result of the automobile tire can be improved. 2. Secondly, when using the first connecting plate for the test operation, the position of the first connecting plate is in a changing state, thereby improving the simulation effect. At the same time, the first connecting plate will also drive the insertion rod to move up and down. Different from the extrusion of the moving plate and the automobile tire, the extrusion of the moving plate on the automobile tire can be regarded as the simulation of the driving environment of the automobile on a flat road surface, while the insertion rod can be regarded as the simulation of the driving environment on an uneven road surface, thereby better forming the simulation of the use environment of the automobile tire, and then improving the accuracy of the test result of the automobile tire. 3. During the detection of the automobile tire, the second connecting plate drives the first sensor to move. The first sensor abuts against the automobile tire and emits corresponding electrical signals. During the test of the automobile tire, the first sensors on the same side should change simultaneously and have the same change amplitude. If data anomalies occur, it means that the side wall of the automobile tire is unevenly stressed and has certain damage, and the test needs to be stopped for corresponding detection. 4. During the process of detecting the automobile tire, both of the two second sensors are in contact with the automobile tire. One of the second sensors detects the surface of the automobile when the automobile tire has not yet come into contact with the first connecting plate, and the other second sensor detects the surface of the automobile after the automobile tire has come into contact with the first connecting plate. The electrical signals sent by the two should not differ much. If the difference is large, it indicates that after the automobile tire is squeezed, it cannot recover well, and the test needs to be stopped for corresponding detection. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a three-dimensional structural schematic diagram of the present invention; Figure 2 is a structural schematic diagram of the drum in the present invention; Figure 3 is a side view structural schematic diagram of the present invention; Figure 4 is a structural schematic diagram of the simulation component in the present invention; Figure 5 is a bottom view structural schematic diagram of the first connecting plate and the moving frame in the present invention; Figure 6 is a bottom view structural schematic diagram of the moving frame in the present invention; Figure 7 is a top view structural schematic diagram of the simulation component in the present invention; Figure 8 is a cross-sectional structural schematic diagram of the sliding frame in the present invention; Figure 9 is a cross-sectional structural schematic diagram of the sliding plate in the present invention; Figure 10 is a structural schematic diagram of the knocking component in the present invention; Figure 11 is a structural schematic diagram of the knocking component from another angle in the present invention; Figure 12 is a structural schematic diagram of the detection component in the present invention; Figure 13 Figure 12 The enlarged view of the structure at A in

[0013] In the figure: 1 base; 2 motor; 3 rotating shaft; 4 fixed cover; 5 low-temperature control pipe; 6 drum; 7 simulation component; 701 hydraulic rod; 702 moving plate; 703 first connecting plate; 704 second connecting plate; 705 first spring; 706 positioning rod; 707 sliding plate; 708 transmission gear; 709 first connecting rod; 710 through hole; 711 moving frame; 712 inserting rod; 713 moving cylinder; 714 retaining ring; 715 differential rod; 716 third connecting plate; 717 first trapezoidal plate; 718 second connecting rod; 719 incomplete ratchet; 720 half gear; 721 third connecting rod; 722 sliding frame; 723 fourth connecting rod; 724 fifth connecting rod; 725 second spring; 726 fixed cylinder; 727 third spring; 728 sixth connecting rod; 729 stepped plate; 730 seventh connecting rod; 731 rack; 732 fixed ring; 733 fixed frame; 734 first threaded rod; 8 knocking component; 81 first control ring; 82 first sensor; 83 limiting rod; 84 limiting frame; 85 second threaded rod; 86 fourth spring; 87 second trapezoidal plate; 88 second control ring; 9 detection component; 91 fourth connecting plate; 92 second sensor; 93 return-shaped rod; 94 connecting wire; 95 top plate; 96 fifth connecting plate; 97 sixth connecting plate; 98 fifth spring; 10 air inlet pipe; 11 camera. Detailed implementation manner

[0014] Refer to Figure 1 - Figure 13 A low-temperature durability test device for automobile tires includes: a base 1, a motor 2 fixedly connected to the side wall of the base 1, an output end of the motor 2 fixedly connected to a rotating shaft 3, a drum 6 fixedly sleeved outside the rotating shaft 3, a fixed cover 4 fixedly connected to the upper side of the base 1, the drum 6 is located inside the fixed cover 4, an air inlet pipe 10 is fixedly connected to the inside of the drum 6, a plurality of cameras 11 are fixedly connected inside the fixed cover 4, and a plurality of low-temperature control pipes 5 are fixedly connected to the upper side of the fixed cover 4; First, when it is necessary to perform a low-temperature durability test operation on an automobile tire, first put the automobile tire on the drum 6, then inject an appropriate amount of gas into the tire through the air inlet pipe 10, and then start the low-temperature control pipe 5 to inject low-temperature air into the fixed cover 4 to lower the temperature inside the fixed cover 4 and simulate a low-temperature environment. After standing for a period of time, start the motor 2, and the motor 2 drives the rotating shaft 3 to rotate. The speed of the motor 2 should change slowly in a stepped manner, that is, simulate the use environment of the tire at different gear speeds, and should be kept as uniform as possible within each speed range. During this process, the camera 11 can capture the changes on the outer surface of the automobile tire and transmit the captured data to the corresponding staff, so as to form a low-temperature durability detection operation on the automobile tire. The above are all prior arts and will not be elaborated further; Such as Figure 4 、 Figure 5 、 Figure 6, a simulation component 7 for the usage environment of the tire to be detected is installed on the upper side of the base 1. The simulation component 7 includes two hydraulic rods 701 fixedly installed on the upper side of the base 1. The output ends of the two hydraulic rods 701 are fixedly connected with a moving plate 702. A moving cylinder 713 is slidably connected inside the moving plate 702. The upper side of the moving cylinder 713 is fixedly connected with a first connecting plate 703. A differential rod 715 is slidably connected inside the moving cylinder 713. The side wall of the differential rod 715 is fixedly connected with a second connecting rod 718. A sliding opening is formed in the side wall of the moving cylinder 713. The second connecting rod 718 passes through the sliding opening. A moving frame 711 is fixedly connected to the outside of the second connecting rod 718. Multiple inserting rods 712 are fixedly connected to the upper side of the moving frame 711. Multiple through holes 710 are formed in the upper side of the first connecting plate 703. A retaining ring 714 is fixedly connected to the outside of the moving cylinder 713. The retaining ring 714 is located between the moving frame 711 and the moving plate 702; First, after the automobile tire is installed, start the hydraulic rod 701. The hydraulic rod 701 drives the moving plate 702 to move upward. In the initial state, the retaining ring 714 is located above the moving plate 702. Therefore, the upward-moving moving plate 702 drives the moving cylinder 713 to move upward through the retaining ring 714. The moving cylinder 713 drives the first connecting plate 703 to move upward. The first connecting plate 703 abuts against the automobile tire and forms a certain pressure on the automobile tire, thereby simulating the usage of the automobile tire. During the test of the automobile tire, the accuracy of the test result of the automobile tire can be improved.

[0015] Such as Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9, the simulation component 7 further includes a transmission gear 708 fixedly connected to the rotating shaft 3. A first connecting rod 709 is rotatably connected to the side wall of the base 1. A semi-gear 720 is fixedly connected to the outside of the first connecting rod 709. The semi-gear 720 meshes with the transmission gear 708. An incomplete ratchet 719 is also fixedly connected to the outside of the first connecting rod 709. A positioning rod 706 is fixedly connected to the upper side of the base 1. A sliding plate 707 is slidably connected to the outside of the positioning rod 706. A first spring 705 is fixedly connected between the sliding plate 707 and the base 1. A rack 731 is fixedly connected to the side wall of the sliding plate 707 through a seventh connecting rod 730. The rack 731 meshes with the semi-gear 720. A third connecting rod 721 is fixedly connected to the side wall of the sliding plate 707. A second connecting plate 704 is fixedly connected to the lower side of the third connecting rod 721. The second connecting plate 704 is fixedly connected to the moving cylinder 713. A first trapezoidal plate 717 is fixedly connected to the upper side of the second connecting plate 704. A fifth connecting rod 724 is fixedly connected to the side wall of the sliding plate 707. A sliding frame 722 is slidably sleeved on the outside of the fifth connecting rod 724. A second spring 725 is fixedly connected between the sliding frame 722 and the sliding plate 707. A fourth connecting rod 723 is fixedly connected to the side wall of the sliding frame 722. A third connecting plate 716 is fixedly connected to the lower side of the fourth connecting rod 723. The third connecting plate 716 is fixedly connected to the differential rod 715. A fixed cylinder 726 is fixedly connected to the side wall of the sliding frame 722. A sixth connecting rod 728 is slidably connected in the fixed cylinder 726. A third spring 727 is fixedly connected between the sixth connecting rod 728 and the fixed cylinder 726. A stepped plate 729 is fixedly connected to the outside of the sixth connecting rod 728. A fixed frame 733 is fixedly connected inside the sliding plate 707. A first threaded rod 734 is threadedly connected to the upper side of the positioning rod 706. The first threaded rod 734 passes through the fixed frame 733. A fixed ring 732 is fixedly sleeved on the outside of the first threaded rod 734. An anti-slip rubber plate is fixedly connected to the upper side of the first threaded rod 734; First, when performing a detection operation on an automotive tire, the motor 2 is started. The motor 2 drives the transmission gear 708 to rotate through the rotating shaft 3. When the transmission gear 708 meshes with the half gear 720, the transmission gear 708 drives the half gear 720 to rotate counterclockwise. The half gear 720 drives the rack 731 to move upward. The rack 731 drives the slide plate 707 to move upward through the seventh connecting rod 730. While stretching the first spring 705, the slide plate 707 drives the second connecting plate 704 to move upward through the third connecting rod 721. The second connecting plate 704 drives the moving cylinder 713 to move upward again. The moving cylinder 713 drives the first connecting plate 703 to move upward again. When the transmission gear 708 and the half gear 720 are disconnected, under the action of the first spring 705, the slide plate 707 and the rack 731 as a whole move downward. The slide plate 707 drives the first connecting plate 703 to move downward through the third connecting rod 721 and the second connecting plate 704. When the transmission gear 708 and the half gear 720 are meshed, the length of the rack 731 is smaller. Therefore, there is a situation where when the half gear 720 and the transmission gear 708 are still in the meshed state, the half gear 720 still rotates but the half gear 720 does not drive the rack 731 to move upward (under the action of the first spring 705, at this time, the rack 731 and the half gear 720 are at the critical point of disconnection and meshing, so it will cause the rack 731 to form a certain amount of shaking, but the shaking amplitude is small and is thus ignored). Therefore, during this process, it will cause four different situations where the first connecting plate 703 moves upward, the first connecting plate 703 stops moving (the distance between the first connecting plate 703 and the moving plate 702 is at the maximum value), the first connecting plate 703 moves downward, and the first connecting plate 703 stops moving (the distance between the first connecting plate 703 and the moving plate 702 is at the minimum value). Among them, when the first connecting plate 703 moves upward and the first connecting plate 703 stops moving (the distance between the first connecting plate 703 and the moving plate 702 is at the maximum value), the transmission gear 708 and the half gear 720 are in the meshed state. And when the transmission gear 708 and the half gear 720 are meshed, there are situations where the incomplete ratchet 719 and the stepped plate 729 are in the meshed state and the incomplete ratchet 719 and the stepped plate 729 are in the disconnected state. When the incomplete ratchet 719 and the stepped plate 729 are in the disconnected state, the incomplete ratchet 719 does not drive the stepped plate 729 to move upward. However, when the incomplete ratchet 719 and the stepped plate 729 are in the meshed state, the incomplete ratchet 719 drives the stepped plate 729 to move upward. Since the diameter of the incomplete ratchet 719 is larger than the diameter of the half gear 720 and the angular velocities of the incomplete ratchet 719 and the half gear 720 are the same, the linear velocity of the incomplete ratchet 719 is greater than the linear velocity of the half gear 720, that is, the upward moving speed of the stepped plate 729 is greater than the upward moving speed of the rack 731. When the stepped plate 729 moves upward, the stepped plate 729 drives the sliding frame 722 to move upward through the sixth connecting rod 728 and the fixed cylinder 726.The sliding frame 722 drives the differential lever 715 to move upward through the fourth connecting rod 723 and the third connecting plate 716. The differential lever 715 drives the moving frame 711 and the inserting rod 712 to move upward through the second connecting rod 718. The inserting rod 712 passes through the through hole 710 and abuts against the vehicle tire, forming extrusion on the vehicle tire. Different from the extrusion of the first connecting plate 703 on the vehicle tire, the extrusion of the first connecting plate 703 on the vehicle tire can be regarded as a simulation of the driving environment of the vehicle on a flat road surface, while the inserting rod 712 can be regarded as a simulation of the driving environment on an uneven road surface. Furthermore, it can better simulate the usage environment of the vehicle tire, thereby improving the accuracy of the test results of the vehicle tire. During the above working process, when the rack 731 and the semi-gear 720 are disconnected, under the action of the stretched first spring 705, the whole slide plate 707 moves downward until the fixed frame 733 in the slide plate 707 abuts against the fixed ring 732. At this time, the first spring 705 is still in a stretched state. Before testing the vehicle tire, the first threaded rod 734 can be rotated. The first threaded rod 734 drives the fixed ring 732 to move up and down until the position of the fixed ring 732 meets the working requirements, thereby completing the adjustment operation of the initial position of the whole slide plate 707.,

[0016] Such as Figure 10 、 Figure 11 Inside the fixed cover 4, a knocking component 8 for the outer sidewall of the tire is installed. The knocking component 8 includes a first control ring 81 and a second control ring 88. The first control ring 81 is located inside the fixed cover 4 and is slidably connected to the fixed cover 4. A fourth spring 86 is fixedly connected between the first control ring 81 and the fixed cover 4. A limiting rod 83 is fixedly connected to the upper side of the first control ring 81. A second trapezoidal plate 87 is fixedly connected to the lower side of the first control ring 81. The upper side of the limiting rod 83 is slidably connected to a limiting frame 84. The limiting frame 84 is slidably connected to the fixed cover 4. A plurality of first sensors 82 are evenly fixedly connected to the sides of the first control ring 81 and the second control ring 88 close to each other. A plurality of groups of second threaded rods 85 are rotatably connected to the sidewall of the first control ring 81. The second threaded rods 85 threadedly penetrate through the second control ring 88; First, the first sensor 82 is a pressure sensor. A pressure sensor is a device or apparatus that can sense a pressure signal and convert the pressure signal into an available output electrical signal according to a certain rule. Secondly, after the automobile tire is installed, the second control ring 88 is placed on the outside of the automobile tire. At the same time, a plurality of second threaded rods 85 are rotated, and the second control ring 88 is installed on the second threaded rods 85 until the position of the second control ring 88 meets the working requirements. During the detection of the automobile tire, the second connecting plate 704 moves up and down integrally with the sliding plate 707. The second connecting plate 704 drives the first control ring 81 to move back and forth relative to the automobile tire through the second trapezoidal plate 87 and the first trapezoidal plate 717. The first control ring 81 drives the second control ring 88 to move through the second threaded rod 85. The first control ring 81 and the second control ring 88 drive the first sensor 82 to move. The first sensor 82 abuts against the automobile tire and emits a corresponding electrical signal. During the test of the automobile tire, the first sensors 82 on the same side should change simultaneously and have the same change amplitude. If data anomalies occur, it indicates that the side wall of the automobile tire is unevenly stressed and there is a certain degree of damage, and the test needs to be stopped for corresponding detection.

[0017] Such as Figure 12 、 Figure 13 In the fixed cover 4, multiple sets of detection components 9 for the outer wall of the tire are installed. The detection component 9 includes fourth connecting plates 91 slidably installed on both sides of the fixed cover 4. Second sensors 92 are fixedly connected to the inner sides of the two fourth connecting plates 91. Sixth connecting plates 97 are fixedly connected to the outer sides of the two fourth connecting plates 91. A fifth spring 98 is fixedly connected between the sixth connecting plate 97 and the fixed cover 4. Return-shaped rods 93 are fixedly connected to the outer sides of both sides of the fixed cover 4. A connecting line 94 is fixedly connected to the outer side of the sixth connecting plate 97. The connecting line 94 passes through the return-shaped rod 93, and the end of the connecting line 94 far from the sixth connecting plate 97 is fixedly connected to a top plate 95. A fifth connecting plate 96 is fixedly connected to the lower side of the top plate 95. The fifth connecting plate 96 is fixedly connected to the sliding plate 707; First, the second sensor 92 is also a pressure sensor. Secondly, during the detection of the vehicle tire, both second sensors 92 are in contact with the vehicle tire. One of the second sensors 92 detects the vehicle surface when the vehicle tire has not yet come into contact with the first connecting plate 703, and the other second sensor 92 detects the vehicle surface after the vehicle tire has come into contact with the first connecting plate 703. The electrical signals sent by the two should not differ much. If the difference is large, it indicates that the vehicle tire cannot recover well after being squeezed, and the test needs to be stopped. During this process, when the sliding plate 707 moves up and down, the sliding plate 707 drives the top plate 95 to move up and down through the fifth connecting plate 96. The top plate 95 drives the fourth connecting plate 91 and the second sensor 92 to move back and forth through the connecting wire 94. By observing the magnitude of the electrical signal sent by the second sensor 92 for comparison, the effect is better.

[0018] Working principle: When a low-temperature durability test operation needs to be performed on a vehicle tire, first put the vehicle tire on the drum 6, then inject an appropriate amount of gas into the tire through the air inlet pipe 10, and then start the low-temperature control pipe 5 to inject low-temperature air into the fixed cover 4 to lower the temperature inside the fixed cover 4 and simulate a low-temperature environment. After standing for a period of time, start the motor 2, and the motor 2 drives the rotating shaft 3 to rotate. The speed of the motor 2 should change slowly in a stepped manner, that is, simulate the usage environment of the tire at different gear speeds, and should be kept as uniform as possible within each speed range. During this process, the camera 11 can capture the changes on the outer surface of the vehicle tire and transmit the captured data to the corresponding staff, thereby forming a low-temperature durability detection operation for the vehicle tire. The above are all existing technologies and will not be elaborated further; After the vehicle tire is installed, start the hydraulic rod 701. The hydraulic rod 701 drives the moving plate 702 to move upward. In the initial state, the retaining ring 714 is located above the moving plate 702. Therefore, the upward-moving moving plate 702 drives the moving cylinder 713 to move upward through the retaining ring 714. The moving cylinder 713 drives the first connecting plate 703 to move upward. The first connecting plate 703 comes into contact with the vehicle tire and forms a certain pressure on the vehicle tire, thereby simulating the use of the vehicle tire. During the test of the vehicle tire, the accuracy of the test result of the vehicle tire can be improved; When performing a detection operation on an automotive tire, the motor 2 is started. The motor 2 drives the transmission gear 708 to rotate through the rotating shaft 3. When the transmission gear 708 meshes with the half gear 720, the transmission gear 708 drives the half gear 720 to rotate counterclockwise. The half gear 720 drives the rack 731 to move upward. The rack 731 drives the slide plate 707 to move upward through the seventh connecting rod 730. While stretching the first spring 705, the slide plate 707 drives the second connecting plate 704 to move upward through the third connecting rod 721. The second connecting plate 704 drives the moving cylinder 713 to move upward again. The moving cylinder 713 drives the first connecting plate 703 to move upward again. When the transmission gear 708 and the half gear 720 are disconnected, under the action of the first spring 705, the slide plate 707 and the rack 731 move downward as a whole. The slide plate 707 drives the first connecting plate 703 to move downward through the third connecting rod 721 and the second connecting plate 704. When the transmission gear 708 and the half gear 720 are meshed, the length of the rack 731 is smaller. Therefore, there is a situation where when the half gear 720 and the transmission gear 708 are still in the meshing state, the half gear 720 still rotates but the half gear 720 does not drive the rack 731 to move upward (under the action of the first spring 705, at this time, the rack 731 and the half gear 720 are at the critical point of disconnection and meshing, so it will cause the rack 731 to form a certain amount of shaking, but the shaking amplitude is small and is therefore ignored). Therefore, during this process, it will cause four different situations where the first connecting plate 703 moves upward, the first connecting plate 703 stops moving (the distance between the first connecting plate 703 and the moving plate 702 is at the maximum value), the first connecting plate 703 moves downward, and the first connecting plate 703 stops moving (the distance between the first connecting plate 703 and the moving plate 702 is at the minimum value). Among them, when the first connecting plate 703 moves upward and the first connecting plate 703 stops moving (the distance between the first connecting plate 703 and the moving plate 702 is at the maximum value), the transmission gear 708 and the half gear 720 are in the meshing state. And when the transmission gear 708 and the half gear 720 are meshed, there are situations where the incomplete ratchet 719 and the stepped plate 729 are in the meshing state and the incomplete ratchet 719 and the stepped plate 729 are in the disconnected state. When the incomplete ratchet 719 and the stepped plate 729 are in the disconnected state, the incomplete ratchet 719 does not drive the stepped plate 729 to move upward. But when the incomplete ratchet 719 and the stepped plate 729 are in the meshing state, the incomplete ratchet 719 drives the stepped plate 729 to move upward. Since the diameter of the incomplete ratchet 719 is larger than the diameter of the half gear 720 and the angular velocities of the incomplete ratchet 719 and the half gear 720 are the same, the linear velocity of the incomplete ratchet 719 is greater than the linear velocity of the half gear 720, that is, the upward moving speed of the stepped plate 729 is greater than the upward moving speed of the rack 731. When the stepped plate 729 moves upward, the stepped plate 729 drives the sliding frame 722 to move upward through the sixth connecting rod 728 and the fixed cylinder 726.The sliding frame 722 drives the differential rod 715 to move upward through the fourth connecting rod 723 and the third connecting plate 716. The differential rod 715 drives the moving frame 711 and the inserting rod 712 to move upward through the second connecting rod 718. The inserting rod 712 passes through the through hole 710 and abuts against the vehicle tire, forming extrusion on the vehicle tire. Different from the extrusion of the first connecting plate 703 on the vehicle tire, the extrusion of the first connecting plate 703 on the vehicle tire can be regarded as a simulation of the driving environment of the vehicle on a flat road surface, while the inserting rod 712 can be regarded as a simulation of the driving environment on an uneven road surface, so as to better simulate the usage environment of the vehicle tire, thereby improving the accuracy of the test results of the vehicle tire; During the detection of the vehicle tire, the second connecting plate 704 moves up and down integrally with the sliding plate 707. The second connecting plate 704 drives the first control ring 81 to move left and right relative to the vehicle tire through the second trapezoidal plate 87 and the first trapezoidal plate 717. The first control ring 81 drives the second control ring 88 to move through the second threaded rod 85. The first control ring 81 and the second control ring 88 drive the first sensor 82 to move. The first sensor 82 abuts against the vehicle tire and emits corresponding electrical signals. During the test of the vehicle tire, the first sensors 82 on the same side should change simultaneously and have the same change amplitude. If data anomalies occur, it indicates that the side wall of the vehicle tire is unevenly stressed and there is a certain degree of damage, and the test needs to be stopped for corresponding detection; During the detection of the vehicle tire, both second sensors 92 abut against the vehicle tire. One of the second sensors 92 detects the vehicle surface before the vehicle tire abuts against the first connecting plate 703, and the other second sensor 92 detects the vehicle surface after the vehicle tire has abutted against the first connecting plate 703. The electrical signals emitted by the two should not differ much. If the difference is large, it indicates that the vehicle tire cannot recover well after being extruded, and the test needs to be stopped. And during this process, when the sliding plate 707 moves up and down, the sliding plate 707 drives the top plate 95 to move up and down through the fifth connecting plate 96. The top plate 95 drives the fourth connecting plate 91 and the second sensor 92 to move back and forth through the connecting line 94, and the magnitude of the electrical signals emitted by the second sensor 92 can be observed and compared, with better results.

Claims

1. An automobile tire low-temperature durability test device, comprising a base (1), characterized in that: The side wall of the base (1) is fixedly connected with a motor (2), the output end of the motor (2) is fixedly connected with a rotating shaft (3), the outer side of the rotating shaft (3) is fixedly sleeved with a rolling drum (6), the upper side of the base (1) is fixedly connected with a fixed cover (4), the rolling drum (6) is located inside the fixed cover (4), the inner side of the rolling drum (6) is fixedly connected with an air inlet pipe (10), multiple cameras (11) are fixedly connected inside the fixed cover (4), multiple low-temperature control pipes (5) are fixedly connected to the upper side of the fixed cover (4), a simulation component (7) for the use environment of the tire to be detected is installed on the upper side of the base (1), the simulation component (7) includes two hydraulic rods (701) fixedly installed on the upper side of the base (1), the output ends of the two hydraulic rods (701) are fixedly connected with a moving plate (702), a moving cylinder (713) is slidably connected inside the moving plate (702), a first connecting plate (703) is fixedly connected to the upper side of the moving cylinder (713), a differential rod (715) is slidably connected inside the moving cylinder (713), a second connecting rod (718) is fixedly connected to the side wall of the differential rod (715), a moving frame (711) is fixedly connected to the outer side of the second connecting rod (718), multiple inserting rods (712) are fixedly connected to the upper side of the moving frame (711), multiple through holes (710) are formed in the upper side of the first connecting plate (703), and a retaining ring (714) is fixedly connected to the outer side of the moving cylinder (713).

2. The low-temperature durability test device for an automotive tire according to claim 1, characterized in that: The simulation component (7) further includes a transmission gear (708) fixedly connected to the rotating shaft (3). A first connecting rod (709) is also rotatably connected to the side wall of the base (1). A semi-gear (720) is fixedly connected to the outer side of the first connecting rod (709). The semi-gear (720) meshes with the transmission gear (708). An incomplete ratchet (719) is also fixedly connected to the outer side of the first connecting rod (709). A positioning rod (706) is fixedly connected to the upper side of the base (1). A sliding plate (707) is slidably connected to the outer side of the positioning rod (706). A first spring (705) is fixedly connected between the sliding plate (707) and the base (1). A rack (731) is fixedly connected to the side wall of the sliding plate (707) through a seventh connecting rod (730). The rack (731) meshes with the semi-gear (720). A third connecting rod (721) is fixedly connected to the side wall of the sliding plate (707). A second connecting plate (704) is fixedly connected to the lower side of the third connecting rod (721). The second connecting plate (704) is fixedly connected to the moving cylinder (713). A first trapezoidal plate (717) is fixedly connected to the upper side of the second connecting plate (704). A fifth connecting rod (724) is fixedly connected to the side wall of the sliding plate (707). A sliding frame (722) is slidably sleeved on the outer side of the fifth connecting rod (724). A second spring (725) is fixedly connected between the sliding frame (722) and the sliding plate (707). A fourth connecting rod (723) is fixedly connected to the side wall of the sliding frame (722). A third connecting plate (716) is fixedly connected to the lower side of the fourth connecting rod (723). The third connecting plate (716) is fixedly connected to the differential rod (715). A fixed cylinder (726) is fixedly connected to the side wall of the sliding frame (722). A sixth connecting rod (728) is slidably connected in the fixed cylinder (726). A third spring (727) is fixedly connected between the sixth connecting rod (728) and the fixed cylinder (726). A stepped plate (729) is fixedly connected to the outer side of the sixth connecting rod (728).

3. The low-temperature durability test device for an automotive tire according to claim 2, wherein: A fixed frame (733) is fixedly connected inside the sliding plate (707). A first threaded rod (734) is threadedly connected to the upper side of the positioning rod (706). The first threaded rod (734) passes through the fixed frame (733). A fixed ring (732) is fixedly sleeved on the outer side of the first threaded rod (734).

4. The low-temperature durability test device for an automotive tire according to claim 3, wherein: A knocking component (8) for the outer sidewall of the tire is installed inside the fixed cover (4). The knocking component (8) includes a first control ring (81) and a second control ring (88). The first control ring (81) is located inside the fixed cover (4) and is slidably connected to the fixed cover (4). A fourth spring (86) is fixedly connected between the first control ring (81) and the fixed cover (4). A limiting rod (83) is fixedly connected to the upper side of the first control ring (81). A second trapezoidal plate (87) is fixedly connected to the lower side of the first control ring (81). A limiting frame (84) is slidably connected to the upper side of the limiting rod (83). The limiting frame (84) is slidably connected to the fixed cover (4). A plurality of first sensors (82) are evenly and fixedly connected to the sides of the first control ring (81) and the second control ring (88) close to each other. A plurality of groups of second threaded rods (85) are rotatably connected to the side wall of the first control ring (81). The second threaded rods (85) threadedly penetrate through the second control ring (88).

5. The low-temperature durability test device for an automotive tire according to claim 3, characterized in that: A plurality of groups of detection components (9) for the outer wall of the tire are installed inside the fixed cover (4). The detection component (9) includes fourth connecting plates (91) slidably installed on both sides of the fixed cover (4). Second sensors (92) are fixedly connected to the inner sides of the two fourth connecting plates (91). Sixth connecting plates (97) are fixedly connected to the outer sides of the two fourth connecting plates (91). A fifth spring (98) is fixedly connected between the sixth connecting plates (97) and the fixed cover (4). Return-shaped rods (93) are fixedly connected to the outer sides of both sides of the fixed cover (4). A connecting line (94) is fixedly connected to the outer side of the sixth connecting plate (97). The connecting line (94) penetrates through the return-shaped rod (93). And the end of the connecting line (94) far from the sixth connecting plate (97) is fixedly connected to a top plate (95). A fifth connecting plate (96) is fixedly connected to the lower side of the top plate (95). The fifth connecting plate (96) is fixedly connected to the sliding plate (707).

6. The low-temperature durability test device for an automotive tire according to claim 5, characterized in that: The side walls of the first trapezoidal plate (717) and the second trapezoidal plate (87) are both smoothly arranged.

7. The low-temperature durability test device for an automotive tire according to claim 3, wherein: An anti-slip rubber plate is fixedly connected to the upper side of the first threaded rod (734).

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