Vehicle tire wear resistance detection device

Abstract

The invention provides a vehicle tire wear resistance detection device, and belongs to the technical field of detection equipment, the vehicle tire wear resistance detection device comprises a test ring frame, a stress rod, a connecting rod and a pressurization frame, the test ring frame is mounted on a supporting seat, a plurality of simulation pavements are mounted on the inner wall of the test ring frame, a connecting block is rotatably mounted at the axis of the test ring frame, and the stress rod is mounted on the connecting block. A plurality of hydraulic cylinders are fixedly installed on the side face of the connecting block, output rods of the hydraulic cylinders are sleeved with stress rods, a pressurizing frame is fixedly installed on the stress rods, connecting rods are slidably installed on the two sides of the pressurizing frame, second springs are connected between the connecting rods and the pressurizing frame, and the number of the hydraulic cylinders is even. The stability of the whole test ring frame structure can be ensured by arranging the even number of detection positions, the road surface condition contacted by a vehicle during driving can be simulated by arranging the plurality of simulation road surfaces, and the distortion of a detection result caused by contact with only one road surface during detection is avoided.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of detection equipment, and specifically relates to a vehicle tire wear resistance detection device. BACKGROUND

[0002] After a test tire is produced, the test tire usually undergoes a tire wear resistance detection before being put into use, so as to detect whether the test tire can meet the qualified requirements.

[0003] The aviation tire wear resistance detection device disclosed in the patent with the patent number CN221803720U comprises a base, a detection plate arranged at the top end of the base, a test tire main body arranged at the upper position of the detection plate, and a pressurized detection mechanism arranged between the base and the test tire main body. The pressurized detection mechanism comprises support rods, which are arranged at the top end of the base near the rear position and are fixedly connected with the top end of the base at the bottom end. Through the design of the pressurized detection mechanism, the function of applying pressure to the test tire is realized. The existing wear resistance detection device does not have a component for applying pressure to the test tire, and when the rotational wear resistance is detected, the test tire cannot be applied with a large pressure, so that the wear resistance test is performed in a state more in line with the actual use, thereby improving the accuracy of the detection.

[0004] However, the contact point of the above detection device and the test tire is fixed, and the friction coefficient of the contact point is reduced during the wear detection process, thereby resulting in inaccurate wear detection data. Therefore, the vehicle tire wear resistance detection device is provided to solve the above problems. SUMMARY

[0005] In view of the deficiencies of the prior art, the technical problem to be solved by the embodiments of the application is to provide a vehicle tire wear resistance detection device.

[0006] To solve the above technical problems, the application provides the following technical scheme: a vehicle tire wear resistance detection device, comprising a support seat, a hydraulic cylinder, an output rod, a test ring frame, a stress rod, a connecting rod and a pressurizing frame, the support seat is provided with the test ring frame, a plurality of simulated road surfaces are arranged on the inner wall of the test ring frame, a connecting block is rotatably arranged at the shaft center of the test ring frame, a plurality of hydraulic cylinders are fixedly arranged on the side surface of the connecting block, a stress rod is sleeved on the output rod of the hydraulic cylinder, a pressurizing frame is fixedly arranged on the stress rod, connecting rods are slidably arranged on the two sides of the pressurizing frame, a second spring is connected between the connecting rod and the pressurizing frame, the pressurizing frame is in a U shape, a test tire is rotatably arranged between the connecting rods through a drive shaft, a second motor is arranged on the connecting rod, the drive shaft is connected with the second motor, and the number of the hydraulic cylinders is even.

[0007] As a further improved scheme: further comprising a driving assembly and a turning assembly, the driving assembly is connected with the test ring frame, the driving assembly is used to drive the test ring frame to rotate intermittently, the turning assembly is connected with the stress rod, the stress rod is rotatably connected with the output rod, and the turning assembly is used to drive the stress rod, the pressing frame and the connecting rod to rotate.

[0008] As a further improved scheme: the driving assembly comprises a toothless gear, a second motor and a gear ring, the support seat is fixedly installed with a support on both sides, the test ring frame is rotatably installed on the support, the gear ring is fixedly installed on the outer wall of the test ring frame, the first motor is fixedly installed on the support seat, the toothless gear is installed on the output end of the first motor, and the toothless gear is in meshing connection with the gear ring.

[0009] As a further improved scheme: the turning assembly comprises a third motor, a driving wheel and a driven wheel, the third motor is fixedly installed on the support, the driving wheel is installed on the output end of the third motor, the driven wheel is fixedly installed on the stress rod, and the driving wheel is in contact connection with the driven wheel.

[0010] As a further improved scheme: the stress rod is slidably installed on the pressing frame.

[0011] As a further improved scheme: a threaded rod is fixedly installed at the end of the stress rod away from the output rod, one end of the threaded rod penetrates through the pressing frame, and a threaded sleeve is threadedly connected to the end of the threaded rod extending out of the pressing frame.

[0012] As a further improved scheme: a cleaning assembly is installed on one side of the connecting block, the end of the cleaning assembly away from the connecting block is tightly attached to the simulated road surface, and the cleaning assembly is used to clean the road surface material deposited on the bottom of the test ring frame.

[0013] As a further improved scheme: the cleaning assembly comprises a fixed rod and a movable rod, the fixed rod is fixedly installed on one side of the connecting block, the fixed rod is slidably connected with the movable rod, a first spring is installed between the fixed rod and the movable rod, and an arc-shaped shovel is movably installed at one end of the movable rod.

[0014] As a further improved scheme: a center shaft is fixedly installed at one end of the movable rod, the arc-shaped shovel is rotatably connected with the movable rod through the center shaft, a protrusion is fixedly installed at one end of the arc-shaped shovel, and a jacking block is fixedly installed on the support seat.

[0015] As a further improved scheme: a heating element is installed between the test ring frame and the simulated road surface.

[0016] Compared with the prior art, the present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0017] The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress. Figure 1 ;

[0019] Figure 2 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress. Figure 2 ;

[0020] Figure 3 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0021] Figure 4 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0022] Figure 5 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0023] Figure 6 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0024] Figure 7 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0025] Figure 8 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0026] Figure 9 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0027] Figure 10 The present application has the beneficial effect that the even number of detection positions can ensure the stability of the entire test ring structure when the test tire rolls on the inner wall of the test ring, and the two detection positions can make the test ring inner wall force point symmetrical during pressure detection, thereby avoiding excessive local stress.

[0028] Figure 11It is a schematic view of the center shaft structure of a vehicle tire wear resistance detection device;

[0029] In the figure: 1, support seat; 2, test ring frame; 3, drive assembly; 31, missing tooth gear; 32, first motor; 33, gear ring; 4, test tire; 40, second motor; 41, drive shaft; 5, turning assembly; 51, driving wheel; 52, driven wheel; 53, third motor; 54, support plate; 6, cleaning assembly; 61, fixed rod; 62, protruding block; 63, arc-shaped shovel; 64, movable rod; 65, first spring; 66, center shaft; 8, force rod; 80, threaded rod; 81, threaded sleeve; 9, connecting block; 10, simulated road surface; 11, support; 12, mounting seat; 13, reserved rod; 14, jacking block; 15, fixed shaft; 16, hydraulic cylinder; 17, output rod; 18, connecting rod; 180, second spring; 19, pressurizing frame; 190, moving groove; 20, fixed frame; 21, movable shaft. DETAILED DESCRIPTION

[0030] The technical solutions of the present application will be further described in detail below in combination with specific embodiments.

[0031] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation of the present application.

[0032] Please refer to Figures 1 to 11 In one embodiment, a vehicle tire wear resistance detection device comprises a support seat 1, a hydraulic cylinder 16, and an output rod 17, and further comprises a test ring frame 2, a force rod 8, a connecting rod 18, and a pressurizing frame 19. The support seat 1 is installed with the test ring frame 2, the inner wall of the test ring frame 2 is installed with a plurality of simulated road surfaces 10, the shaft center of the test ring frame 2 is rotationally installed with a connecting block 9, the side surface of the connecting block 9 is fixedly installed with a plurality of hydraulic cylinders 16, the output rod 17 of the hydraulic cylinder 16 is sleeved with the force rod 8, the force rod 8 is fixedly installed with the pressurizing frame 19, the two sides of the pressurizing frame 19 are slidably installed with the connecting rod 18, the connecting rod 18 and the pressurizing frame 19 are connected with a second spring 180, the pressurizing frame 19 is U-shaped, the test tire 4 is rotationally installed between the connecting rods 18 through a drive shaft 41, the connecting rod 18 is installed with a second motor 40, the drive shaft 41 is connected with the second motor 40, and the number of the hydraulic cylinders 16 is even.

[0033] In the embodiment, the test ring stand 2 is fixedly installed with a fixed frame 20, the fixed frame 20 is rotatably installed with a movable shaft 21, one end of the movable shaft 21 away from the fixed frame 20 is fixedly connected with the support 11, based on this, the test ring stand 2 and the fixed frame 20 can rotate on the movable shaft 21, the other support 11 and the fixed frame 20 are fixedly installed with a fixed shaft 15, the connecting block 9 is rotatably installed with the fixed shaft 15, the pressurizing frame 19 is installed with a counterweight (not shown in the figure), by setting the counterweight, the weight of the vehicle passenger can be simulated, by sleeving the output rod 17 of the hydraulic cylinder 16 with the stress rod 8, the displacement of the output rod 17 of the hydraulic cylinder 16 and the stress rod 8 during the pressurizing process is avoided.

[0034] In order to improve the detection efficiency, different inner diameters or different thicknesses of the test tire 4 are installed during detection, after installation, the hydraulic cylinder 16 is used for pressurizing, the pressurizing process is as follows: a single test tire 4 is rotated to the uppermost position, at this time, the hydraulic cylinder 16 is pressurized to the vehicle driving dead weight, the vehicle driving dead weight includes the vehicle dead weight and the weight of the driver, then another test tire 4 is rotated to the uppermost position, the hydraulic cylinder 16 is pressurized to the vehicle driving dead weight again, in this process, the hydraulic cylinder 16 drives the output rod 17 to move and pressurize, then the stress rod 8 drives the pressurizing frame 19 to move, in the process of moving, the second spring 180 is first stressed, and then the connecting rod 18 and the test tire 4 are moved by the second spring 180.

[0035] The second motor 40 is started, so that the test tire 4 rotates, the linear speeds of the two test tires 4 are the same, the overall structure of the test tire 4 rolls on the several simulated road surfaces 10, in the rolling process, if the rolling direction of the overall structure of the test tire 4 on the inner wall of the test ring stand 2 is the clockwise direction, that is, the rotating direction of the test tire 4 itself is the counterclockwise direction.

[0036] The hydraulic cylinder 16 is provided with two, that is, two detection positions, by setting the even number of detection positions, the stability of the overall structure of the test ring stand 2 can be ensured when the test tire 4 rolls on the inner wall of the test ring stand 2, the two detection positions can make the symmetry of the stress points on the inner wall of the test ring stand 2 during the pressurizing detection, so that the local stress is avoided to be too large.

[0037] By setting the several simulated road surfaces 10, the road surface conditions contacted by the vehicle during driving can be simulated, the distortion of the detection result caused by the contact with only one kind of road surface during detection is avoided, the existing detection device generally only sets a flat plate to contact and detect the test tire 4, by the test tire 4 rolling on the inner wall of the test ring stand 2, different road surfaces can be contacted, and the accuracy of the detection result is improved.

[0038] Two test tires 4 roll in the inner wall of the test ring 2, and the existing test tire 4 is at the bottom and the other test tire 4 is at the top, when the test tire 4 is at the bottom, the test tire 4 itself is under the greatest pressure, when the test tire 4 is at the top, the test tire 4 itself is under the least pressure, the pressure difference is the self weight of the detection structure, in the actual pressure process, the pressure when the test tire 4 is at the top is simulated as the vehicle driving self weight (including the driver weight), the pressure when the test tire 4 is at the bottom is simulated as the sum of the passenger weight and the vehicle driving self weight, in the actual driving process, the weight other than the vehicle driving self weight is always changing, there may be changes in the trunk bearing and the number of passengers, etc., therefore, the change of the weight other than the vehicle driving self weight itself is irregular, in the detection, the irregularity of the bearing is simulated by the process of the test tire 4 rotating from the bottom to the top, so that the bearing of the test tire 4 can be simulated to the greatest extent.

[0039] Please refer to Figure 1 、 Figure 2 and Figure 3 , in one embodiment, further comprising a driving assembly 3 and a turning assembly 5, the driving assembly 3 is connected with the test ring 2, the driving assembly 3 is used to drive the test ring 2 to rotate intermittently, the turning assembly 5 is connected with the force bar 8, the force bar 8 is rotatably connected with the output bar 17, the turning assembly 5 is used to drive the force bar 8, the pressure frame 19 and the connecting bar 18 to rotate.

[0040] In this embodiment, considering that the low-speed turning of the test tire 4 causes greater wear of the test tire 4 than the high-speed turning, therefore, in this embodiment, the test tire 4 is turned by the turning assembly 5 at the top and the bottom of the test ring 2, so as to simulate the wear of the test tire 4 under the condition of vehicle turning.

[0041] In addition, the driving assembly 3 can realize the switching of the road surface material at the bottom position of the test ring 2, avoiding being able to only simulate the turning of one kind of road surface material, through the cooperation of the turning assembly 5 and the driving assembly 3, the turning wear test can be increased in the wear detection process.

[0042] In the detection, in order to improve the detection efficiency, the test tire 4 with different inner diameters or different thicknesses is installed, and after the installation is completed, the hydraulic cylinder 16 is pressurized, and the pressurization process is: the single test tire 4 is rotated to the uppermost position, at this time, the hydraulic cylinder 16 is pressurized to the vehicle running dead weight, which includes the vehicle dead weight and the weight of the driver, then another test tire 4 is rotated to the uppermost position, and the hydraulic cylinder 16 is pressurized to the vehicle running dead weight again, in this process, the hydraulic cylinder 16 drives the output rod 17 to move and pressurize, and then the stressed rod 8 drives the pressurizing frame 19 to move, in the moving process, the second spring 180 is first stressed, and then the second spring 180 pushes the connecting rod 18 and the test tire 4 to move.

[0043] After the pressurization is completed, the second motor 40 is started to drive the test tire 4 to roll in the test ring frame 2, and the driving assembly 3 is started to drive the test ring frame 2 to rotate, so as to realize the switching of the road surface materials above and below the test ring frame 2, when the test tire 4 rolls to the test ring frame 2 below and above, the turning assembly 5 is started, the stressed rod 8 cooperates with the turning assembly 5, the turning assembly 5 drives the stressed rod 8 to rotate, so as to simulate the low-speed turning of the test tire 4, and the low-speed turning simulation is the actual parking process, when parking in a small space, in order to save the moving distance, generally low-speed steering or parking steering is adopted to adjust the warehouse direction.

[0044] Please refer to Figure 1 、 Figure 2 In an embodiment, the driving assembly 3 comprises a toothless gear 31, a second motor 40 and a gear ring 33, the support seat 1 is fixedly installed with a support 11 on both sides, the test ring frame 2 is rotatably installed on the support 11, the gear ring 33 is fixedly installed on the outer wall of the test ring frame 2, the first motor 32 is fixedly installed on the support seat 1, the toothless gear 31 is installed on the output end of the first motor 32, and the toothless gear 31 is in meshing connection with the gear ring 33.

[0045] In this embodiment, the mounting seat 12 is fixedly installed on the support seat 1, and the second motor 40 is fixedly installed on the mounting seat 12.

[0046] In the detection, in order to improve the detection efficiency, the test tires 4 with different inner diameters or different thicknesses are installed, and after the installation is completed, the hydraulic cylinder 16 is used for pressurization. The pressurization process is as follows: the single test tire 4 is rotated to the uppermost position, at this time, the hydraulic cylinder 16 is pressurized to the vehicle running dead weight, the vehicle running dead weight includes the vehicle dead weight and the weight of the driver, then another test tire 4 is rotated to the uppermost position, and the hydraulic cylinder 16 is pressurized to the vehicle running dead weight again. In this process, the hydraulic cylinder 16 drives the output rod 17 to move and pressurize, and then the force rod 8 drives the pressurizing frame 19 to move. In the moving process, the second spring 180 is first stressed, and then the second spring 180 drives the connecting rod 18 and the test tire 4 to move.

[0047] After the pressurization is completed, the second motor 40 is started to drive the test tire 4 to roll in the test ring frame 2. At the same time, the second motor 40 is started to drive the test tire 4 to rotate. The linear speeds of the two test tires 4 are the same. The overall structure of the test tire 4 rolls on the several simulated road surfaces 10. The first motor 32 is started, the first motor 32 drives the missing tooth gear 31 to rotate, the missing tooth gear 31 drives the gear ring 33 to rotate, thereby driving the test ring frame 2 to rotate. In the rolling process, if the rolling direction of the overall structure of the test tire 4 on the inner wall of the test ring frame 2 is the clockwise direction, that is, the rotating direction of the test tire 4 itself is the counterclockwise direction, the rotating direction of the test ring frame 2 is the counterclockwise direction, and finally the test ring frame 2 presents the intermittent rotation in the counterclockwise direction. The linear speed of the test ring frame 2 rotating is the same as the linear speed of the test tire 4 rotating. The rolling of the overall structure of the test tire 4 on the inner wall of the test ring frame 2 presents the intermittent rolling. That is, when the missing tooth gear 31 and the gear ring 33 are not engaged, the test ring frame 2 remains stationary, and the overall structure of the test tire 4 rolls on the several simulated road surfaces 10. When the missing tooth gear 31 and the gear ring 33 are engaged, the position of the overall structure of the test tire 4 remains unchanged, and the test tire 4 itself still rotates. Since the linear speeds of the test tire 4 rotating and the test ring frame 2 are the same and the rotating directions are the same, the position of the overall structure of the test tire 4 remains unchanged.

[0048] Through the engagement and rotation of the missing tooth gear 31 and the gear ring 33, the test ring frame 2 can be driven to rotate intermittently, and finally the road surface materials at the positions directly above and below the test ring frame 2 can be switched, thereby enabling the turning wear detection of different road surface materials.

[0049] The driving assembly 3 can also be directly driven by a stepping motor, and is not limited to the above structure.

[0050] Please refer to Figure 2 , Figure 3In one embodiment, the turning assembly 5 comprises a third motor 53, a driving wheel 51 and a driven wheel 52, the third motor 53 is fixedly installed on the support 11, the driving wheel 51 is installed at the output end of the third motor 53, the driven wheel 52 is fixedly installed on the force rod 8, and the driving wheel 51 is in contact connection with the driven wheel 52.

[0051] In the embodiment, the support 11 is fixedly installed with a support plate 54, the third motor 53 is fixedly installed on the support plate 54, the driving wheel 51 and the driven wheel 52 rotate by friction, and the turning assembly 5 can also be driven by rotating through a gear, which is not limited to the above structure.

[0052] In the detection, in order to improve the detection efficiency, the test tires 4 with different inner diameters or different thicknesses are installed, and after the installation is completed, the test tires 4 are pressurized by the hydraulic cylinder 16. The pressurization process is as follows: the single test tire 4 is rotated to the uppermost position, at this time, the hydraulic cylinder 16 is pressurized to the vehicle running weight, which includes the vehicle weight and the weight of the driver, then another test tire 4 is rotated to the uppermost position, and the hydraulic cylinder 16 is pressurized to the vehicle running weight again. In this process, the hydraulic cylinder 16 drives the output rod 17 to move and pressurize, and then the force rod 8 drives the pressurizing frame 19 to move. In the process of moving, the second spring 180 is first stressed, and then the second spring 180 pushes the connecting rod 18 and the test tire 4 to move.

[0053] After the pressurization is completed, the test tire 4 is rolled in the test ring frame 2 by starting the second motor 40, and the driving assembly 3 is started to drive the test ring frame 2 to rotate, so as to realize the switching of the road surface materials above and below the test ring frame 2. When the overall structure of the test tire 4 moves to the uppermost and lowermost positions of the test ring frame 2, the second motor 40 is turned off at this time, the test tire 4 remains stationary, the driven wheel 52 on the force rod 8 is in contact with the driving wheel 51, so as to drive the connecting rod 18 and the pressurizing frame 19 to rotate under the action of the third motor 53, that is, the rotation of the test tire 4 is realized at the uppermost and lowermost positions of the test ring frame 2. Considering that the low-speed turning of the test tire 4 has greater wear than the high-speed turning of the test tire 4, therefore, in the embodiment, the test tire 4 is turned by the third motor 53 at the uppermost and lowermost positions of the test ring frame 2, so as to simulate the wear of the test tire 4 under the condition of vehicle turning.

[0054] Please refer to Figure 7 , Figure 8 and Figure 9 In one embodiment, the force rod 8 is slidingly installed on the pressurizing frame 19.

[0055] In the embodiment, the force bearing rod 8 is slidingly installed on the pressing frame 19, so that the relative distance between the force bearing rod 8 and the pressing frame 19 can be adjusted, the contact position between the test tire 4 and the inner wall of the test ring frame 2 can be switched, the friction of the road surface material is prevented from being reduced after multiple tests, and the road surface material coated on the inner wall of the test ring frame 2 can be maximized by switching the contact position.

[0056] Please refer to Figure 7 , Figure 8 and Figure 9 , in an embodiment, a threaded rod 80 is fixedly installed at one end of the force bearing rod 8 away from the output rod 17, one end of the threaded rod 80 penetrates the pressing frame 19, and a threaded sleeve 81 is threadedly connected to the end of the threaded rod 80 extending out of the pressing frame 19.

[0057] In the embodiment, the pressing frame 19 is provided with a moving groove 190 penetratingly formed thereon, and the threaded rod 80 is located in the moving groove 190. When adjusting, the threaded sleeve 81 is loosened first, so that the threaded rod 80 can freely move in the moving groove 190. After the position adjustment is completed, the threaded sleeve 81 is tightened, so that the relative position of the threaded rod 80 and the pressing frame 19 can be fixed.

[0058] Please refer to Figure 4 , Figure 5 , in an embodiment, the cleaning assembly 6 is installed on one side of the connecting block 9, one end of the cleaning assembly 6 away from the connecting block 9 is tightly attached to the simulated road surface 10, and the cleaning assembly 6 is used to clean the road surface material deposited at the bottom of the test ring frame 2.

[0059] In the embodiment, after the test tire 4 rolls in contact with the simulated road surface 10, road surface material particles will fall off. In actual driving, there will be gravel and other particulate matters on the road surface. In order to ensure sufficient contact between the test tire 4 and the simulated road surface 10, the cleaning assembly 6 is synchronously rotated while the overall structure of the test tire 4 is rotated, so as to clean the road surface material deposited at the bottom of the test ring frame 2.

[0060] Please refer to Figure 4 , Figure 5 , in an embodiment, the cleaning assembly 6 comprises a fixed rod 61 and a movable rod 64, the fixed rod 61 is fixedly installed on one side of the connecting block 9, the fixed rod 61 is slidingly connected with the movable rod 64, a first spring 65 is installed between the fixed rod 61 and the movable rod 64, and an arc-shaped shovel 63 is movably installed at one end of the movable rod 64.

[0061] In the embodiment, the fixed rod 61 rotates synchronously while the whole structure of the test tire 4 rotates, and one side of the arc-shaped shovel 63 is tightly attached to the inner wall of the test ring frame 2 under the action of the first spring 65. The arc-shaped shovel 63 can be provided with a push rod, and the gravel particles in the arc-shaped shovel 63 are pushed away to the outside of the test ring frame 2 through the push rod.

[0062] Please refer to Figure 10 、 Figure 11 In one embodiment, one end of the movable rod 64 is fixedly installed with a center shaft 66, the arc-shaped shovel 63 is rotationally connected with the movable rod 64 through the center shaft 66, one end of the arc-shaped shovel 63 is fixedly installed with a protruding block 62, and the support base 1 is fixedly installed with a jacking block 14.

[0063] In the embodiment, the support base 1 is fixedly installed with a reserved rod 13, the reserved rod 13 is fixedly installed with the jacking block 14, and the jacking block 14 is in a wedge-shaped structure.

[0064] In the embodiment, the fixed rod 61 rotates synchronously while the whole structure of the test tire 4 rotates, and one side of the arc-shaped shovel 63 is tightly attached to the inner wall of the test ring frame 2 under the action of the first spring 65. The arc-shaped shovel 63 can be provided with a push rod, and the gravel particles in the arc-shaped shovel 63 are pushed away to the outside of the test ring frame 2 through the push rod.

[0065] In one embodiment, a heating element is installed between the test ring frame 2 and the simulated pavement 10.

[0066] In the embodiment, the friction between the test tire 4 and the pavement is reduced due to the extreme condition of icy pavement in winter, and the abrasion of the test tire 4 is accelerated due to high temperature in summer because the pavement is quickly heated by sunlight. Therefore, the heating element can further simulate the high-temperature condition in summer, thereby improving the accuracy of the detection result.

[0067] The working process of the application is as follows: in order to improve the detection efficiency, different inner diameters or different thicknesses of test tires 4 are installed, and after installation, the hydraulic cylinder 16 is used for pressurization. The pressurization process is as follows: the single test tire 4 is rotated to the uppermost position, the hydraulic cylinder 16 is pressurized to the vehicle driving self-weight, the vehicle driving self-weight includes the vehicle self-weight and the weight of the driver, then another test tire 4 is rotated to the uppermost position, and the hydraulic cylinder 16 is pressurized to the vehicle driving self-weight again. In this process, the hydraulic cylinder 16 drives the output rod 17 to move and pressurize, and then the stressed rod 8 drives the pressurizing frame 19 to move. In the moving process, the second spring 180 is first stressed, and then the second spring 180 pushes the connecting rod 18 and the test tire 4 to move.

[0068] The second motor 40 is started to make the test tire 4 rotate, the linear speed of the two test tires 4 is the same, the overall structure of the test tire 4 rolls on the several simulation road surfaces 10, the first motor 32 is started to drive the missing tooth gear 31 to rotate, the gear ring 33 is driven to rotate through the missing tooth gear 31, so that the test ring frame 2 can be driven to rotate, in the rolling process, if the rolling direction of the overall structure of the test tire 4 on the inner wall of the test ring frame 2 is clockwise, that is, the rotation direction of the test tire 4 itself is counterclockwise, the direction of the rotation of the test ring frame 2 is counterclockwise, finally, the test ring frame 2 presents intermittent rotation in counterclockwise direction, the linear speed of the rotation of the test ring frame 2 is the same as the linear speed of the rotation of the test tire 4, the rolling of the overall structure of the test tire 4 on the inner wall of the test ring frame 2 presents intermittent rolling, that is, when the missing tooth gear 31 and the gear ring 33 are not engaged, the test ring frame 2 remains stationary, the overall structure of the test tire 4 rolls on the several simulation road surfaces 10, when the missing tooth gear 31 and the gear ring 33 are engaged, the position of the overall structure of the test tire 4 remains unchanged, the test tire 4 itself still remains rotating, since the linear speed of the rotation of the test tire 4 and the linear speed of the rotation of the test ring frame 2 are the same and the rotation directions are the same, therefore, the position of the overall structure of the test tire 4 remains unchanged.

[0069] When the overall structure of the test tire 4 moves to the uppermost and lowermost of the test ring frame 2, at this time, the second motor 40 is turned off, the test tire 4 remains stationary, the driven wheel 52 on the force rod 8 is in contact with the driving wheel 51, so that the connecting rod 18 and the pressing frame 19 can be driven to rotate under the action of the third motor 53, that is, the rotation of the test tire 4 is realized at the uppermost and lowermost of the test ring frame 2, considering that the low-speed turning of the test tire 4 has greater wear on the test tire 4 than the high-speed turning, therefore, the test tire 4 is turned through the third motor 53 at the uppermost and lowermost of the test ring frame 2, so as to simulate the wear of the test tire 4 under the turning of the vehicle.

[0070] After the test tire 4 rolls in contact with the several simulation road surfaces 10, the road material particles will fall off, in the actual driving process, there are granular matters such as gravel on the road surface, in order to ensure the full contact of the test tire 4 and the simulation road surface 10, therefore, the fixed rod 61 is synchronously rotated while the overall structure of the test tire 4 rotates, under the action of the first spring 65, one side of the arc-shaped shovel 63 will be tightly attached to the inner wall of the test ring frame 2, when it is rotated to the position at the bottom of the test ring frame 2, the protruding block 62 will vertically displace along the inclined surface of the jacking block 14, at this time, the first spring 65 is compressed, the overall structure of the arc-shaped shovel 63 is inclined, so that the road material particles on the arc-shaped shovel 63 fall off to the outside of the test ring frame 2 along the inclined surface.

[0071] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims rather than the foregoing description. It is intended that all variations within the meaning and range of equivalents of the claims be embraced herein, and any reference signs in the claims should not be construed as limiting the claims to which they relate.

[0072] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A vehicle tire wear resistance detection device, comprising a support seat (1), a hydraulic cylinder (16), and an output rod (17), characterized in that: The invention also includes a test ring frame (2), a force rod (8), a connecting rod (18) and a pressure frame (19), wherein the test ring frame (2) is installed on the support seat (1), a plurality of simulated road surfaces (10) are installed on the inner wall of the test ring frame (2), a connecting block (9) is rotatably installed at the axis of the test ring frame (2), a plurality of hydraulic cylinders (16) are fixedly installed on the side of the connecting block (9), an output rod (17) of the hydraulic cylinder (16) is sleeved with the force rod (8), and a plurality of hydraulic cylinders (16) are fixed on the force rod (8). A pressure frame (19) is fixedly installed, and connecting rods (18) are slidably installed on both sides of the pressure frame (19). A second spring (180) is connected between the connecting rod (18) and the pressure frame (19). The pressure frame (19) is U-shaped, and a test tire (4) is rotatably installed between the connecting rods (18) through a drive shaft (41). A second motor (40) is installed on the connecting rod (18), and the drive shaft (41) is connected to the second motor (40). The number of the hydraulic cylinders (16) is an even number.

2. A vehicle tire wear resistance detection device according to claim 1, characterized in that: The invention also includes a driving assembly (3) and a turning assembly (5), wherein the driving assembly (3) is connected to the test ring frame (2), and the driving assembly (3) is used to drive the test ring frame (2) to rotate intermittently, the turning assembly (5) is connected to the force rod (8), and the force rod (8) is rotationally connected to the output rod (17), and the turning assembly (5) is used to drive the force rod (8), the pressure frame (19) and the connecting rod (18) to rotate.

3. A vehicle tire wear resistance detection device according to claim 2, characterized in that: The driving assembly (3) comprises: a toothless gear (31), a second motor (40) and a gear ring (33); brackets (11) are fixedly mounted on both sides of the support base (1); a test ring frame (2) is rotatably mounted on the bracket (11); a gear ring (33) is fixedly mounted on the outer wall of the test ring frame (2); a first motor (32) is fixedly mounted on the support base (1); a toothless gear (31) is mounted on the output end of the first motor (32); and the toothless gear (31) is meshedly connected to the gear ring (33).

4. A vehicle tire wear resistance detection device according to claim 2, characterized in that: The turning assembly (5) comprises: a third motor (53), a driving wheel (51) and a driven wheel (52); the third motor (53) is fixedly mounted on the bracket (11); the driving wheel (51) is mounted on the output end of the third motor (53); the driven wheel (52) is fixedly mounted on the force-bearing rod (8); and the driving wheel (51) is in contact with the driven wheel (52).

5. The vehicle tire wear resistance detection device according to claim 1, characterized in that: The stress-bearing rod (8) is slidably mounted on the pressure frame (19).

6. The vehicle tire wear resistance detection device according to claim 5, characterized in that: A threaded rod (80) is fixedly mounted on one end of the force-bearing rod (8) away from the output rod (17), one end of the threaded rod (80) passes through the pressure frame (19), and one end of the threaded rod (80) extending out of the pressure frame (19) is threadedly connected to a screw sleeve (81).

7. The vehicle tire wear resistance detection device according to claim 1, characterized in that: A cleaning assembly (6) is installed on one side of the connecting block (9), and an end of the cleaning assembly (6) away from the connecting block (9) is in close contact with the simulated road surface (10). The cleaning assembly (6) is used to clean the road surface material deposited on the bottom of the test ring frame (2).

8. The vehicle tire wear resistance detection device according to claim 7, characterized in that: The cleaning assembly (6) comprises a fixed rod (61) and a movable rod (64); the fixed rod (61) is fixedly mounted on one side of the connecting block (9); the fixed rod (61) and the movable rod (64) are slidably connected; a first spring (65) is mounted between the fixed rod (61) and the movable rod (64); and an arc-shaped shovel (63) is movably mounted on one end of the movable rod (64).

9. The vehicle tire wear resistance detection device according to claim 8, characterized in that: A central shaft (66) is fixedly mounted on one end of the movable rod (64), the arc-shaped shovel (63) is rotatably connected to the movable rod (64) via the central shaft (66), a protrusion (62) is fixedly mounted on one end of the arc-shaped shovel (63), and a lifting block (14) is fixedly mounted on the support seat (1).

10. The vehicle tire wear resistance detection device according to claim 1, characterized in that: A heating element is installed between the test ring frame (2) and the simulated road surface (10).

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