Automobile tire performance detection test device and method

Abstract

The invention provides an automobile tire performance detection test device and method, and relates to the technical field of automobile tire detection, the device comprises a base, the base is provided with a working condition simulation area and a mounting bracket, and the working condition simulation area is provided with a replaceable test board; the test driving assembly comprises a test hub and a test driving structure in transmission connection with the test hub, and the test driving structure is arranged on the mounting bracket; the test hub is located above the working condition simulation area; the load simulation assembly comprises a load pneumatic structure arranged on the mounting bracket and a load execution structure arranged on the test driving structure, the pre-grinding assembly is arranged on the test driving structure and is in sliding connection with the load execution structure, and the pre-grinding assembly is used for executing pre-grinding operation on a test tire before testing; the control assembly is in communication connection with the test driving assembly, the load simulation assembly and the pre-grinding assembly; the dynamic anti-skid performance of the tire is truly reflected, the structural composition is designed in a modular layout, and field detection is facilitated.

Description

Technical Field

[0001] This application generally relates to the field of vehicle tire testing technology, and specifically to a testing device and method for testing the performance of automobile tires. Background Technology

[0002] With the development of the automotive industry and people's increasing awareness of driving safety, the requirements for tire performance are also getting higher and higher. Regular tire performance testing can detect problems such as tire wear and aging in time, avoid traffic accidents caused by tire failure, and ensure driving safety. In addition, performance testing can also assess the condition of tires, rationally arrange tire replacement cycles, extend tire life and reduce unnecessary waste.

[0003] Existing testing devices typically fall into two categories. One type fixes the tire to a test platform and measures the maximum static friction between the tire and the platform in a static state to evaluate the tire's anti-skid performance. However, this method cannot accurately reflect the tire's actual condition during vehicle operation and struggles to capture transient friction characteristics under different operating conditions. The other type fixes the tire to the drive shaft of a test motor, allowing the tire to contact a test plate. The test motor then rotates the tire, obtaining the displacement value of the test plate to evaluate the tire's anti-skid performance. However, this method offers limited road surface simulation and the overall device is bulky and inconvenient to carry. Therefore, we propose a new automotive tire performance testing device and method to address these issues. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a portable testing device and method for automobile tire performance that can meet the testing requirements of different working conditions.

[0005] In a first aspect, this application provides a testing apparatus for automobile tire performance, comprising: The base has a working condition simulation area and a mounting bracket. The working condition simulation area has a replaceable test plate for simulating road conditions. A test drive assembly includes a test hub and a test drive structure that is pulsatorically connected to the test hub. The test drive structure is mounted on the mounting bracket. The test hub is located above the working condition simulation area and is used to mount a test tire. A load simulation component, comprising a load pneumatic structure disposed on the mounting bracket and a load actuation structure disposed on the test drive structure, wherein the load pneumatic structure is used to push the load actuation structure into contact with the test tire surface; A pre-grinding assembly is disposed on the test drive structure and slidably connected to the load execution structure. The pre-grinding assembly has a grinding section for performing a pre-grinding operation on the test tire before the test. A control component is communicatively connected to the test drive component, the load simulation component, and the pre-grinding component. The control component controls the pre-grinding component to perform a pre-grinding operation, and after the pre-grinding is completed, controls the load simulation component to apply a target load to the test tire, while simultaneously controlling the test drive component to rotate the test tire and make it roll into contact with the test plate. The control component is also used to collect test data while the test drive component is rotating the test tire, and to determine the tire test result of the test tire based on the test data.

[0006] According to the technical solution provided in this application, the test driving structure includes: A drive motor, which is mounted on the mounting bracket; A drive shaft is connected to the output end of the drive motor via a shock-absorbing structure.

[0007] According to the technical solution provided in this application, the load aerodynamic structure includes: A drive cylinder, wherein the drive cylinder is mounted on the mounting bracket; A pressure block is connected to the drive end of the drive cylinder; the pressure block has a pressure application surface. The pressure block is moved by the drive cylinder, so that the pressure surface comes into contact with the load actuation structure, thereby pushing the load actuation structure into contact with the test tire surface to apply the target load.

[0008] According to the technical solution provided in this application, the load execution structure includes: A support housing is slidably mounted on the drive shaft; the support housing has an abutment block on one side near the mounting bracket, and its other side is connected to the brake disc; the abutment block has a load-bearing surface for contacting the pressure-applying surface; the brake disc is used to contact the test tire surface to apply a target load.

[0009] According to the technical solution provided in this application, the pre-polishing component includes: A support frame is sleeved on the drive shaft. One end of the support frame passes through a lateral opening in the support housing, and the other end is equipped with a grinding wheel for rolling contact with the test tire to perform a pre-grinding operation.

[0010] According to the technical solution provided in this application, the control component includes: The processing module controls the pre-grinding component to perform a pre-grinding operation, and after the pre-grinding is completed, controls the load simulation component to apply a target load to the test tire, and simultaneously controls the test drive component to drive the test tire to rotate and roll into contact with the test plate. The data acquisition module is used to acquire test data when the test drive component drives the test tire to rotate; The processing module is also used to determine the performance of the test tire based on the test data.

[0011] According to the technical solution provided in this application, the mounting bracket includes at least: The mounting section is used to assemble the test drive assembly and the load pneumatic structure; the mounting section has a receiving groove. An adjustment section, one end of which is slidably connected to the receiving groove, and the other end of which is connected to the base; A fastener, which is connected to the mounting section and the adjusting section, is used to limit the relative position of the mounting section and the adjusting section.

[0012] Secondly, this application provides a method for testing the performance of automobile tires, comprising the following steps: When the test tire is under simulated road conditions, test data is collected between the test tire and the test plate to obtain a test data set; the test data set includes multiple collection times, and friction force data, rotational speed data and pressure data corresponding to each collection time; Based on the friction force data and pressure data in the experimental data set, the initial dynamic friction coefficient is calculated to obtain the initial friction data set. Obtain the reference speed and speed correction coefficient of the test tire. Based on the initial dynamic friction coefficient in the initial friction data set, the rotational speed data, the reference speed, and the speed correction coefficient, calculate the corrected friction coefficient to obtain the corrected friction data set. The total collection time of the test tire under simulated road conditions is divided into multiple time periods. Based on the time periods, the initial friction data set is divided into multiple initial data subsets, and the corrected friction data set is divided into multiple corrected data subsets. Obtain the first peak friction coefficient, the first average friction coefficient, the second peak friction coefficient, and the second average friction coefficient for each of the initial data subsets; The initial data standard deviation is calculated based on the initial dynamic friction coefficient in the initial data subset and the first average friction coefficient corresponding to the initial data subset; the corrected data standard deviation is calculated based on the corrected friction coefficient in the corrected data subset and the second average friction coefficient corresponding to the corrected data subset. A first friction stability coefficient is calculated based on the first average friction coefficient and the initial data standard deviation; a second friction stability coefficient is calculated based on the second average friction coefficient and the corrected data standard deviation. The tire test results are generated based on the first peak friction coefficient, the first average friction coefficient, the first friction stability coefficient, the second peak friction coefficient, the second average friction coefficient, and the second friction stability coefficient.

[0013] According to the technical solution provided in this application, the following steps are also included: When the pre-grinding assembly pre-grinds the tread of the test tire mounted on the test rim, it collects the tread rubber coefficient of the test tire, the contact area between the test tire and the test plate, and the load data of the test tire. The grinding depth of the test tire is calculated based on the tread rubber coefficient, the contact area, and the load data. When the grinding depth equals the preset depth, the pre-grinding operation is stopped, and the test tire is switched to simulated road conditions.

[0014] According to the technical solution provided in this application, the following steps are also included: Real-time acquisition of tire pressure and ambient temperature of the test tires; When the tire pressure is determined to be greater than a preset pressure value and / or the ambient temperature is determined to be outside a preset temperature range, a safety warning message is generated and the test drive component is controlled to stop operating.

[0015] As can be seen from the above technical solution, this application has at least the following beneficial effects: This application provides a vehicle tire performance testing device, comprising: a base, on which a working condition simulation area and a mounting bracket are provided; the working condition simulation area is provided with a replaceable test plate for simulating road conditions; a test drive assembly, which includes a test wheel hub and a test drive structure connected to the test wheel hub in a transmission manner; the test drive structure is mounted on the mounting bracket; the test wheel hub is located above the working condition simulation area for mounting a test tire; a load simulation assembly, which includes a load pneumatic structure mounted on the mounting bracket and a load actuation structure mounted on the test drive structure; the load pneumatic structure is used to push the load actuation structure to contact the test tire surface; and a pre-grinding assembly. The grinding component is mounted on the test drive structure and slidably connected to the load execution structure. The pre-grinding component has a grinding section for performing pre-grinding operations on the test tire before testing. The control component is communicatively connected to the test drive component, the load simulation component, and the pre-grinding component. The control component controls the pre-grinding component to perform the pre-grinding operation, and after the pre-grinding is completed, controls the load simulation component to apply the target load to the test tire, while controlling the test drive component to drive the test tire to rotate and roll into contact with the test plate. The control component is also used to collect test data when the test drive component drives the test tire to rotate, and to determine the tire test results based on the test data.

[0016] This application uses a base as the basic load-bearing frame. Different test plates can simulate different types of road conditions, such as wet, dry, and icy roads. Through replaceable test plates in the simulated road conditions area, diverse road environments can be constructed. The test drive component rotates the test tire to replicate real driving conditions. The load simulation component applies a target load to the test tire to simulate the weight of a real vehicle. The pre-grinding component pre-treats the tire tread before testing to simulate actual wear. The control component controls the coordinated operation of all components, collecting and analyzing data such as friction, speed, and pressure in real time to obtain the tire test results. On the one hand, this application, through the combination of replaceable test plates and load and drive simulation, more realistically reflects the dynamic anti-skid performance of tires under different road surfaces and loads. The data is consistent with real driving conditions and has higher reference value. On the other hand, the modular layout design of this application improves portability and facilitates on-site testing. Simultaneously, the pre-grinding function and automated data acquisition and analysis reduce manual intervention, effectively improving testing efficiency and accuracy, and providing a more comprehensive, efficient, and practical solution for tire performance testing. Attached Figure Description

[0017] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0018] Figure 1This is a structural diagram of an automotive tire performance testing device.

[0019] Figure 2 This is an enlarged view of the testing equipment for automobile tire performance.

[0020] Figure 3 This is a structural diagram of the control component.

[0021] Figure 4 This is a flowchart of the test method for automobile tire performance testing.

[0022] The following components are labeled in the diagram: 1. Base; 2. Mounting bracket; 3. Test plate; 4. Test hub; 5. Test tire; 6. Drive motor; 7. Drive shaft; 8. Drive cylinder; 9. Pressure block; 10. Support housing; 11. Abutment block; 12. Brake disc; 13. Support frame; 14. Grinding wheel; 15. Processing module; 16. Data acquisition module; 17. Slide groove; 18. Spring; 19. Vibration damper; 20. Secondary pressure block; 21. Display module; 22. Mounting section; 23. Adjustment section; 24. Fixing component. Detailed Implementation

[0023] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] To make the automotive tire performance testing apparatus provided in this application clearer and easier to understand, the apparatus is described below with reference to the accompanying drawings. Figure 1 As shown in the figure, this is a structural diagram of the automobile tire performance testing device provided in an embodiment of this application. The device includes: The base 1 has a working condition simulation area and a mounting bracket 2. The working condition simulation area has a replaceable test plate 3 for simulating road working conditions. The test drive assembly includes a test hub 4 and a test drive structure that is connected to the test hub 4 in a transmission manner. The test drive structure is mounted on the mounting bracket 2. The test hub 4 is located above the working condition simulation area and is used to mount the test tire 5. The load simulation component includes a load pneumatic structure mounted on the mounting bracket 2 and a load execution structure mounted on the test drive structure. The load pneumatic structure is used to push the load execution structure to contact the test tire 5. The pre-grinding assembly is mounted on the test drive structure and slidably connected to the load execution structure. The pre-grinding assembly has a grinding section for performing a pre-grinding operation on the test tire 5 before the test. The control component is communicatively connected to the test drive component, load simulation component, and pre-grinding component. The control component controls the pre-grinding component to perform the pre-grinding operation. After the pre-grinding is completed, the control component controls the load simulation component to apply the target load to the test tire 5. At the same time, the control component controls the test drive component to drive the test tire 5 to rotate and roll into contact with the test plate 3. The control component is also used to collect test data when the test drive component drives the test tire 5 to rotate, and to determine the tire test result of the test tire 5 based on the test data.

[0026] It should be noted that the base 1, as a basic support structure, is used to support the test drive component, load simulation component, pre-grinding component, etc. The surface of the base 1 has a working condition simulation area, which is used to install different types of test plates 3. These different types of test plates 3 simulate different road conditions. The connection between the test plate 3 and the working condition simulation area is, for example, a sliding connection. For instance, the working condition simulation area has a groove with a drawer-type slide rail structure inside. The drawer-type slide rail structure has a first connector and a second connector that slide together. The first connector is connected to the inner wall of the groove, and the second connector has a slot that matches the specifications of the test plate 3, used to place the test plate 3 and fit the groove. This facilitates quick replacement of different types of test plates 3 and prevents displacement of the test plates 3, thus improving testing efficiency to some extent. The road conditions that the test plate 3 can simulate include, for example, dry asphalt pavement, wet and slippery pavement, and icy and snowy pavement.

[0027] Mounting bracket 2 is mounted on base 1 and is used to mount the test drive assembly and load assembly. The test drive assembly assists the test tire 5 in simulating the rotational state of a vehicle during driving. Specifically, the test hub 4 and the test drive structure are connected by a transmission to mount the test tire 5, and the test drive structure drives the test hub 4 and the test tire 5 to rotate. The load simulation assembly is used to simulate vehicle weight and reproduce tire performance under real load. Here, the load simulation assembly has a load pneumatic structure and a load actuation structure that work together. After the load pneumatic structure is activated, it can contact the surface of the load actuation structure, thereby applying a target load to the test tire 5, simulating the actual pressure of vehicle weight on the tire, ensuring that the contact pressure between the test tire 5 and the test plate 3 during testing is more consistent with the actual use scenario, and the measurement is more realistic and accurate. The pre-grinding assembly is used to pre-grind the tread of the test tire 5 before testing to simulate the wear state in actual use.

[0028] The control component is communicatively connected to the test drive component, load simulation component, and pre-grinding component. Specifically, during the pre-grinding stage, the control component performs pre-grinding operations on the test tire 5. During the dynamic testing stage, the control component applies a target load to the test tire 5 while controlling the test drive component to rotate the test tire 5, causing the test tire 5 and the test plate 3 to roll into contact. During the test, the control component also determines the tire test results of the test tire 5 based on the collected test data.

[0029] The specific working process of this device is as follows: Depending on the road surface condition to be tested, the corresponding test plate 3 is replaced, and the test tire 5 is installed on the test wheel hub 4 using the quick-release flange. The control component sets the initialization parameters, such as load, driving speed, and wear condition matching the actual vehicle. Then, the control component starts the pre-grinding component, whose grinding part contacts the tread of the test tire 5 and rotates at the corresponding speed until the target grinding depth is reached. After the wear simulation is completed, the pre-grinding component is reset. The control component then starts the load simulation component to apply the target load to the test tire 5, and at the same time starts the test drive component to drive the test tire 5 to rotate. The test tire 5 rolls and contacts the test plate 3. The control component collects test data in real time and generates tire test results.

[0030] Compared to the shortcomings of traditional devices, such as large size, poor portability, limited testing scenarios, and data that does not reflect reality, the testing device proposed in this application achieves a comprehensive and accurate evaluation of tire performance through pre-grinding, dynamic load testing, and multi-dimensional data acquisition, providing an efficient and practical solution for automobile tire testing.

[0031] Furthermore, the test-driven architecture includes: Drive motor 6 is mounted on mounting bracket 2; The drive shaft 7 is connected to the output end of the drive motor 6 through a shock-absorbing structure.

[0032] The drive motor 6 serves as the power source for the test drive structure, simulating vehicle speeds under different scenarios. One end of the drive shaft 7 is connected to the output of the drive motor 6 via a shock-absorbing structure, while the other end is connected to the test wheel hub 4 via a quick-release flange. The drive shaft 7 stably transmits the rotational power of the drive motor 6 to the test wheel hub 4, thereby driving the test tire 5 to rotate synchronously. This ensures that the tire speed matches the motor's output speed, providing a stable motion reference for subsequent friction force measurements. Simultaneously, the quick-release flange design allows for rapid tire installation and removal, significantly reducing device deployment time.

[0033] Here, the damping structure is also used to simulate real driving vibration conditions. The specific structure of the damping structure is, for example, a shock absorber 19. The shock absorber 19 has an adjustable preload, with a preload range of, for example, 50-200N. The preload can be adjusted according to the specifications of the test tire 5 and the target load to ensure that the damping effect matches the test conditions. When the drive motor 6 drives the transmission shaft 7 to rotate, the damping structure can buffer the rigid vibration between the two. Simultaneously, in conjunction with the elastic support of the mounting bracket 2, it simulates the vibration and impact during actual driving, making the dynamic force experienced by the test tire 5 during rotation closer to real road conditions, thus making the subsequently collected test data more valuable.

[0034] Furthermore, if Figure 2 As shown, the load aerodynamic structure includes: Drive cylinder 8 is mounted on mounting bracket 2; Pressure block 9 is connected to the drive end of drive cylinder 8; pressure block 9 has a pressure application surface; By driving the cylinder 8 to move the pressure block 9, the pressure surface comes into contact with the load actuation structure, thereby pushing the load actuation structure to contact the test tire 5 to apply the target load.

[0035] The drive cylinder 8, serving as a pneumatic drive source, is fixed on the mounting bracket 2. The load adjustment range of the drive cylinder 8 is, for example, 500-8000N, which can cover the actual load requirements of tires for different vehicle models, solving the problems of fixed load and poor adaptability of traditional devices. Vehicle models in this context include, for example, small cars and SUVs.

[0036] The connection between the pressure block 9 and the drive end of the drive cylinder 8 is, for example, a hinged connection. The drive cylinder 8 drives the pressure block 9 to move, thereby causing the pressure surface to come into contact with the load execution structure, so as to push the load execution structure to contact the test tire 5, thereby realizing the transfer of load to the test tire 5 and simulating the real scenario of the tire bearing the weight of the vehicle body when the vehicle is in motion.

[0037] Furthermore, if Figure 2 As shown, the load actuation structure includes: The support housing 10 is slidably mounted on the drive shaft 7; the support housing 10 has an abutment block 11 on one side near the mounting bracket 2, and its other side is connected to the brake disc 12; the abutment block 11 has a bearing surface for contacting the pressure surface; the brake disc 12 is used to contact the test tire 5 to apply the target load.

[0038] Here, the support housing 10 is the basic support component of the load execution structure. The support housing 10 and the drive shaft 7 are slidably connected. During the load application stage, the support housing 10 can adjust its relative position with the test tire 5 under the push of the pressure surface of the pressure block 9, so as to ensure that the subsequent brake disc 12 can make uniform surface contact with the tread of the test tire 5, and avoid excessive or insufficient local load due to position deviation.

[0039] The abutment block 11, serving as the receiving structure for load transfer, is located on the side of the support housing 10 near the mounting bracket 2. The abutment block 11 has a bearing surface whose shape and size match the pressure surface of the pressure block 9. When the pressure block 9 moves under the push of the drive cylinder 8, its pressure surface can tightly contact the bearing surface of the abutment block 11, preventing point or partial contact during load transfer and thus avoiding load loss. Simultaneously, since the pressure block 9 and the output shaft of the drive cylinder 8 are hinged, the bearing surface of the abutment block 11 has a certain degree of adaptability, allowing the contact angle to be adjusted with slight deflection of the pressure block 9. This ensures that even with minor installation errors or vibrations, the two remain stably fitted, and the load transfer efficiency is unaffected. Furthermore, the connection between the abutment block 11 and the support housing 10 can be achieved through an integrated or reinforced welding process, ensuring the overall structure can stably withstand the load and preventing component breakage or displacement during testing, which could affect test safety and data accuracy.

[0040] The connection between the brake disc 12 and the other side of the support housing 10 is, for example, an elastic connection, and the two can be connected by a spring 18. When simulating vibrations during actual driving, the brake disc 12 can adjust its position synchronously with the slight vibrations of the support housing 10 and the drive shaft 7, always maintaining stable contact with the tread of the test tire 5, ensuring that the load does not fluctuate significantly with vibration. At the same time, the stable application of this load allows the test tire 5 and the test plate 3 to form a contact pressure that conforms to actual working conditions.

[0041] The specific load application process is as follows: the drive cylinder 8 pushes the pressure block 9 to move, and the pressure surface of the pressure block 9 abuts against the bearing surface of the abutment block 11 on the support housing 10. The load is guided to the support housing 10 through the abutment block 11. The support housing 10 transmits the received load axially along the drive shaft 7 to the brake disc 12 on the other side. At this time, the support housing 10 can finely adjust the relative position of the brake disc 12 and the test tire 5 by sliding along the drive shaft 7. Under the push of the support housing 10, the brake disc 12 achieves uniform surface contact with the tread of the test tire 5, and the target load is stably applied to the tire, thereby simulating the vehicle weight.

[0042] In addition, a secondary pressure block 20 is provided near the pressure block 9 on the support housing 10 to assist in pressure transmission.

[0043] Furthermore, the pre-polishing components include: The support frame 13 is sleeved on the drive shaft 7. One end of the support frame 13 passes through the side opening of the support housing 10, and the other end is equipped with a grinding wheel 14. The grinding wheel 14 is used to roll and contact with the test tire 5 to perform a pre-grinding operation.

[0044] The support frame 13 is mounted on the drive shaft 7 and passes through the lateral opening of the support housing 10. Here, the lateral opening is, for example, a groove 17. When the support housing 10 slides along the drive shaft 7, the groove 17 can slide relative to the support frame 13.

[0045] The grinding wheel 14 is installed at the other end of the support frame 13. It contacts the test tire 5 through rolling contact and performs pre-grinding operation. Here, the power source of the grinding wheel 14 is a belt drive structure embedded inside the support housing 10. The belt drive structure is, for example, a driving pulley, a driven pulley, and a drive belt used in conjunction. The driving pulley is connected to the drive shaft 7. When the drive shaft 7 rotates under the drive of the drive motor 6, the driving pulley rotates synchronously with the drive shaft 7, converting the rotational power of the drive shaft 7 into the power source of the belt drive. The friction of the drive belt drives the driven pulley to rotate. The central axis of the driven pulley is connected to the rotating shaft of the grinding wheel 14. When the driven pulley rotates, it can directly drive the rotating shaft of the grinding wheel 14 to rotate synchronously, thereby making the grinding wheel 14 rotate. There is no need to set up a separate drive motor for the belt drive structure, thus realizing power reuse.

[0046] Furthermore, such as Figure 3 As shown, the control components include: Processing module 15 is used to control the pre-grinding component to perform the pre-grinding operation, and after the pre-grinding is completed, control the load simulation component to apply the target load to the test tire 5, and at the same time control the test drive component to drive the test tire 5 to rotate and roll into contact with the test plate 3. Data acquisition module 16 is used to acquire test data when the test drive component drives the test tire 5 to rotate. Processing module 15 is also used to determine the performance of test tire 5 based on test data.

[0047] It should be noted that the processing module 15 may be a microprocessor plus control software, and the data acquisition module 16 may be a data acquisition card plus a force sensor.

[0048] When the device starts the pre-grinding mode, the processing module 15 first sends a command to the drive cylinder 8 of the load simulation component, controlling the drive cylinder 8 to push the support housing 10 to slide along the transmission shaft 7, thereby driving the support frame 13 and the grinding wheel 14 to approach the tread of the test tire 5. Simultaneously, the belt drive structure inside the support housing 10 is triggered, driving the grinding wheel 14 to rotate. When the preset grinding requirements are met, the drive cylinder 8 is depressurized, driving the grinding wheel 14 to reset, thus completing the pre-grinding operation. After the pre-grinding is completed, the processing module 15 switches to the load application mode, sends a pressure adjustment command to the drive cylinder 8, controlling the drive cylinder 8 to output the corresponding pressure, pushing the pressure block 9 against the abutment block 11 of the support housing 10, and then uniformly applying the target load to the test tire 5 through the brake disc 12, providing an accurate benchmark for subsequent dynamic friction force measurement. After the load is applied and stabilized, the processing module 15 activates the test drive assembly, sending a speed command to the drive motor 6. This controls the drive motor 6 to rotate the transmission shaft 7 and the test wheel hub 4, causing the test tire 5 to roll and contact the test plate 3 at a preset speed, thus simulating the tire rotation state under different driving scenarios. After the data acquisition module 16 acquires the test data, the processing module 15 analyzes and calculates the data, ultimately outputting the tire test results for the test tire 5. Here, the preset speed can be set according to actual needs.

[0049] In addition, the control components also include a display module 21, which is used to display various data during the test in real time, so that staff can observe and read the test situation.

[0050] Furthermore, the mounting bracket 2 includes at least: Mounting section 22 is used to assemble the test drive assembly and load aerodynamic structure; mounting section 22 has a receiving groove. Adjustment section 23, one end of adjustment section 23 is slidably connected to receiving groove, and the other end is connected to base 1; The fastener 24 is connected to the mounting section 22 and the adjusting section 23 and is used to limit the relative position of the mounting section 22 and the adjusting section 23.

[0051] The mounting section 22 is used to mount the test drive assembly and the load simulation assembly. The mounting section 22 has a receiving groove, and the adjusting section 23 can slide axially along the receiving groove to adjust the height or horizontal position of the mounting section 22. For example, when testing tires of different diameters, the height of the mounting section 22 can be changed by sliding the adjusting section 23 within the receiving groove, thereby adjusting the relative distance between the test hub 4 and the test plate 3. This ensures that the test tire 5 can stably contact the test plate 3, solving the problem of poor tire diameter compatibility in traditional devices. Alternatively, during pre-grinding operations, it prevents the test tire 5 from contacting the test plate 3 while pre-grinding, thus avoiding affecting the desired wear state of the test tire 5.

[0052] The other end of the adjustment section 23 is fixed to the base 1 by bolts or welding, and the connection position is located next to the working condition simulation area of ​​the base 1 to ensure that the mounting bracket 2 is balanced as a whole, and to avoid the mounting bracket 2 tilting due to vibration during the test, which would affect the test safety and data accuracy.

[0053] The fastener 24 is, for example, a bolt and locking nut structure. Specifically, the side wall of the receiving groove of the mounting section 22 and the corresponding position of the adjustment section 23 are provided with waist-shaped holes. After the bolt passes through the waist-shaped hole, it is locked with a nut. When the adjustment section 23 slides to the target position, the bolt and nut are tightened to lock the relative position of the two and ensure that the mounting bracket 2 does not shift during the test.

[0054] like Figure 4 As shown, this application provides a test method for automobile tire performance, including the following steps: S100. When the test tire 5 is under simulated road conditions, test data between the test tire 5 and the test plate 3 is collected to obtain a test data set. The test data set includes multiple collection times, as well as friction force data, rotation speed data and pressure data corresponding to each collection time.

[0055] The test tire 5 is in a simulated road condition, which means that the test drive component drives the test tire 5 to rotate to simulate the actual driving state. At the same time, the load simulation component applies a stable target load to the tire through the brake disc 12 to ensure that the tire and the test plate 3 are in close rolling contact, thus restoring the interaction scenario between the tire and the road surface in real driving.

[0056] The data acquisition module 16 includes at least a force sensor, a motor speed sensor, and a pressure sensor. Friction force data is acquired by the force sensor, for example, a force sensor installed near the test plate 3 or brake disc 12, capturing the dynamic friction force in real time when the tire rolls into contact with the test plate 3. Speed ​​data is acquired by the motor speed sensor, for example, a motor speed sensor integrated into the drive motor 6, acquiring the actual speed of the test tire 5 in real time. Pressure data is acquired by the pressure sensor, for example, a pressure sensor integrated into the drive cylinder 8, used to reflect the vertical load applied to the tire. The force sensor, motor speed sensor, and pressure sensor acquire the above data synchronously at the same sampling frequency, ensuring that the friction force, speed, and pressure data at each acquisition moment correspond one-to-one, forming a test data set and avoiding subsequent calculation deviations due to data asynchrony. Here, the sampling frequency is, for example, 100Hz.

[0057] S200. Based on the friction force data and pressure data in the test data set, calculate the initial dynamic friction coefficient to obtain the initial friction data set.

[0058] Here, the dynamic friction coefficient refers to the ratio of dynamic friction force to vertical load.

[0059] The initial dynamic friction coefficient is calculated using the following formula: ; in, The initial dynamic friction coefficient, For frictional force data, For stress data, This refers to the time of data collection.

[0060] Substituting the friction and pressure data at each acquisition moment in the experimental data set into the above formula yields the initial dynamic friction coefficient corresponding to each acquisition moment. All coefficients are arranged in chronological order to form the initial friction data set.

[0061] S300: Obtain the reference speed and speed correction coefficient of test tire 5. Based on the initial dynamic friction coefficient, rotational speed data, reference speed, and speed correction coefficient in the initial friction data set, calculate the corrected friction coefficient to obtain the corrected friction data set.

[0062] It should be noted that traditional static or fixed-speed tests ignore the influence of speed on the results, making it impossible to compare friction coefficients at different speeds. This step uses speed correction to normalize the initial dynamic friction coefficients at different speeds to a unified benchmark, ensuring that the data more closely reflects the speed variations encountered during actual driving.

[0063] The baseline speed is, for example, 0.5 m / s, which can simulate common low-speed driving conditions on urban roads. The speed correction factor is, for example, 0.02 s / m, which is used to reflect the sensitivity of the friction coefficient to changes in speed, and can be fine-tuned for different tire materials or road surface types.

[0064] The corrected coefficient of friction is calculated using the following formula: ; in, To correct the coefficient of friction, For speed correction factor, For tire linear velocity, This is the baseline speed. Tire linear speed can be calculated from the rotational speed data.

[0065] The corrected friction coefficients at each acquisition moment are arranged by time to form a corrected friction data set, which solves the problem of incomparable data at different rotational speeds.

[0066] S400. Divide the total acquisition time of the test tire 5 under simulated road conditions into multiple time periods, and use the time periods as the dividing criterion to divide the initial friction data set into multiple initial data subsets and the corrected friction data set into multiple corrected data subsets.

[0067] Here, the total acquisition time can be set according to the test requirements, for example, 10 seconds, corresponding to 1000 data acquisition points, with a sampling frequency of 100Hz.

[0068] The time period can be divided according to the principle of uniform division or division at the nodes of change of working conditions. If the road surface and load do not change during the test, uniform division is adopted, such as dividing the total duration of 10 seconds into 10 time periods of 1 second. If it is necessary to focus on analyzing a certain stage, such as the transient stage when the tire just contacts the test plate 3, the time interval of that stage can be reduced, such as 0.5 seconds / segment.

[0069] The initial friction data set is divided into multiple initial data subsets according to time periods, and the corrected friction data set is correspondingly divided into multiple corrected data subsets. Each subset is used to reflect the friction characteristics within a certain local time period, avoiding the overall analysis from masking local fluctuations, such as the sudden drop in the friction coefficient caused by local wear of the tire tread.

[0070] S500, obtain the first peak friction coefficient, the first average friction coefficient, the second peak friction coefficient, and the second average friction coefficient for each initial data subset.

[0071] The first peak friction coefficient is the maximum value of the initial dynamic friction coefficient in the initial data subset, which reflects the maximum anti-skid capability that the tire can provide during that time period.

[0072] The first average friction coefficient is the arithmetic mean of all initial dynamic friction coefficients in the initial data subset, used to reflect the overall level of tire anti-skid performance during that time period.

[0073] The second peak friction coefficient is the maximum value of the corrected friction coefficient in the corrected data subset, which is used to reflect the maximum anti-skid capability that the tire can provide during that time period.

[0074] The second average friction coefficient is the arithmetic mean of all corrected friction coefficients in the corrected data subset, used to reflect the overall level of tire anti-skid performance over that time period.

[0075] S600. Calculate the initial data standard deviation based on the initial dynamic friction coefficient and the first average friction coefficient corresponding to the initial data subset; calculate the corrected data standard deviation based on the corrected friction coefficient and the second average friction coefficient corresponding to the corrected data subset.

[0076] Here, the standard deviation is used to reflect the degree to which the data deviates from the average value. The larger the standard deviation, the more drastic the fluctuation of the coefficient of friction and the more unstable the tire's anti-skid performance, such as the fluctuation of contact force caused by uneven tread patterns.

[0077] The standard deviation is calculated using the following formula: ; in, Standard deviation The number of friction coefficients. Let i be the friction coefficient of a subset. is the average friction coefficient of the corresponding subset.

[0078] For the initial data subset, the initial dynamic friction coefficient and the first average friction coefficient are substituted into the above formula to calculate the initial data standard deviation. The initial data standard deviation is used to reflect the original fluctuation of the friction coefficient before correction.

[0079] For the modified data subset, the modified friction coefficient and the second average friction coefficient are substituted into the above formula to calculate the standard deviation of the modified data. The standard deviation of the modified data is used to reflect the true fluctuation of the friction coefficient after eliminating the influence of speed. By comparing the two, the degree of interference of speed on the stability of the friction coefficient can be determined.

[0080] S700. Calculate the first friction stability coefficient based on the first average friction coefficient and the initial data standard deviation, and calculate the second friction stability coefficient based on the second average friction coefficient and the corrected data standard deviation.

[0081] Here, the friction stability coefficient is the ratio of the average friction coefficient to the standard deviation, which quantifies stability into a comparable indicator.

[0082] The ratio of the first average friction coefficient to the standard deviation of the initial data is used as the first friction stability coefficient, and the ratio of the second average friction coefficient to the standard deviation of the corrected data is used as the second friction stability coefficient.

[0083] S800: Based on the first peak friction coefficient, the first average friction coefficient, the first friction stability coefficient, the second peak friction coefficient, the second average friction coefficient, and the second friction stability coefficient, the tire test results are generated.

[0084] For anti-skid capability assessment, the peak friction coefficient is compared with industry standards, such as a peak friction coefficient of ≥0.4 on wet and slippery surfaces, to determine the tire's maximum anti-skid potential; combined with the average friction coefficient, the anti-skid level under normal working conditions is evaluated.

[0085] For stability assessment, the friction stability coefficient is used to determine the consistency of tire performance over different time periods. If the stability coefficient is less than 5, it indicates severe fluctuations, and uneven tread wear should be noted.

[0086] Compared to traditional static friction testing, this method simulates tire rotation and real load, resulting in data that better reflects actual driving conditions. Speed ​​correction eliminates rotational speed interference, and segmented analysis and stability coefficient quantify fluctuations, avoiding misjudgments caused by a single indicator. The entire process is automatically executed by the control components, eliminating the need for manual calculations and reducing deployment time from the traditional 45 minutes to 3 minutes, significantly improving testing efficiency.

[0087] Furthermore, this method also includes the following steps: When the pre-grinding assembly performs pre-grinding operation on the tread of the test tire 5 mounted on the test wheel hub 4, it collects the tread rubber coefficient of the test tire 5, the contact area between the test tire 5 and the test plate 3, and the load data of the test tire 5. Based on the tread rubber coefficient, contact area, and load data, the grinding depth of test tire 5 was calculated. When the grinding depth equals the preset depth, stop the pre-grinding operation and switch the test tire 5 to the road surface simulation condition.

[0088] It should be noted that the tread rubber coefficient is an inherent parameter that reflects the hardness and wear resistance of the tire tread rubber. Different materials have different coefficients, such as the significant difference between the coefficients of natural rubber and synthetic rubber.

[0089] Here, the tread rubber coefficient can be directly obtained by reading the factory parameters of the test tire 5. The contact area between the test tire 5 and the test plate 3 refers to the actual contact area between the grinding wheel 14 and the tread of the test tire 5 during pre-grinding. The contact contour between the grinding wheel 14 and the tread can be captured by a laser displacement sensor, and the area of ​​the contact area can be calculated by an image processing algorithm. The load data of the test tire 5 refers to the vertical pressure applied to the tire tread during pre-grinding, that is, the pressure load applied by the grinding wheel 14 to the tread. It is consistent with the target load principle of the subsequent dynamic test, but the value can be set separately.

[0090] The polishing depth is calculated using the following formula: ; in, To refine the depth, To test the load data of tire 5, The coefficient of friction of the tire tread rubber. To test the contact area between tire 5 and test plate 3.

[0091] The target grinding depth is set according to the test requirements to simulate the wear level of the tire in actual use, such as grinding a new tire to 50% tread depth or grinding an aged tire to the critical safety depth. The processing module 15 continuously compares the real-time calculated grinding depth with the preset depth. When the difference between the two is less than the preset threshold, the grinding depth is determined to be up to standard. Here, the preset threshold is, for example, ±0.05mm, and the preset depth is set according to actual needs. After the standard is determined to be up to standard, the processing module 15 immediately sends a command to the load simulation component to control the depressurization of the drive cylinder 8, pushing the support housing 10 to move the grinding wheel 14 away from the tread of the test tire 5. At the same time, the power of the belt drive structure inside the support housing 10 is cut off. The power transmission through the keyway of the drive shaft 7 can be indirectly paused through the control component, the grinding wheel 14 stops rotating, and the pre-grinding operation is terminated. After pre-grinding stops, the processing module 15 confirms that the grinding wheel 14 has been fully reset, i.e., moved away from the tread of the test tire 5; the laser displacement sensor performs a second detection of the tread roughness and confirms that Ra=6.3±0.5μm, ensuring that the grinding quality is qualified; the pressure sensor feedback indicates that the load has returned to zero, and there is no residual pressure affecting subsequent tests.

[0092] After confirmation by the processing module 15, the control load simulation component switches to the test load mode, that is, the drive cylinder 8 outputs the target test load and applies a stable load to the test tire 5 through the brake disc 12; at the same time, the control test drive component starts, and the drive motor 6 drives the transmission shaft 7 and the test tire 5 to rotate, entering the tire rotation state; the working condition simulation area of ​​the base 1 has been equipped with the test plate 3, such as the wet and slippery road surface test plate. Under the action of rotation and load, the test tire 5 rolls and contacts the test plate 3, officially switching to the road surface simulation working condition, preparing for the subsequent test data collection of S100.

[0093] Furthermore, this method also includes the following steps: Real-time acquisition of tire pressure and ambient temperature of test tire 5; When the tire pressure exceeds the preset pressure value and / or the ambient temperature exceeds the preset temperature range, a safety warning message is generated and the test drive component is stopped.

[0094] Here, tire pressure data can be collected using a tire pressure sensor, for example, integrated into the test wheel hub 4 or the tire valve stem. When the test tire 5 is installed on the test wheel hub 4, the tire pressure sensor can directly contact the inner wall of the tire or the valve core to capture the internal tire pressure in real time. Ambient temperature can be collected using a temperature sensor, for example, installed next to the working condition simulation area of ​​the base 1 or on the mounting bracket 2. This allows direct monitoring of the air temperature of the test environment, rather than the temperature of the tire or equipment itself, ensuring that the data closely matches the actual test environment conditions.

[0095] The preset pressure value can be determined by considering the tire's safe operating range and the compatibility with the testing equipment; for example, the preset pressure value is 3.5 bar. The preset temperature range is, for example, -10℃ to 50℃.

[0096] The judgment rule is that when the tire pressure is greater than the preset pressure value and / or the ambient temperature exceeds the preset temperature range, a safety response is triggered when either or both of these risks occur. This triggers a safety warning message to alert staff to the test abnormality and stops the test drive components from operating. This prevents the risk from escalating due to continued operation under abnormal conditions, providing comprehensive safety assurance for pre-polishing and dynamic testing, while ensuring that test data is obtained under compliant operating conditions.

[0097] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A testing device for automobile tire performance, characterized in that, include: The base (1) is provided with a working condition simulation area and a mounting bracket (2). The working condition simulation area is provided with a replaceable test plate (3) for simulating road working conditions. The test drive assembly includes a test hub (4) and a test drive structure that is connected to the test hub (4) in a transmission manner. The test drive structure is disposed on the mounting bracket (2). The test hub (4) is located above the working condition simulation area and is used to install the test tire (5). The load simulation component includes a load pneumatic structure disposed on the mounting bracket (2) and a load execution structure disposed on the test drive structure. The load pneumatic structure is used to push the load execution structure to contact the test tire (5) surface. A pre-grinding assembly is disposed on the test drive structure and slidably connected to the load execution structure. The pre-grinding assembly has a grinding part for performing a pre-grinding operation on the test tire (5) before the test. The control component is communicatively connected to the test drive component, the load simulation component, and the pre-grinding component. The control component is used to control the pre-grinding component to perform a pre-grinding operation, and after the pre-grinding is completed, to control the load simulation component to apply a target load to the test tire (5), and at the same time to control the test drive component to drive the test tire (5) to rotate and roll into contact with the test plate (3). The control component is also used to collect test data when the test drive component drives the test tire (5) to rotate, and to determine the tire test result of the test tire (5) based on the test data.

2. The automobile tire performance testing device according to claim 1, characterized in that, The test-driven structure includes: A drive motor (6) is mounted on the mounting bracket (2); The drive shaft (7) is connected to the output end of the drive motor (6) through a shock-absorbing structure.

3. The automobile tire performance testing device according to claim 2, characterized in that, The load aerodynamic structure includes: A drive cylinder (8) is mounted on the mounting bracket (2); Pressure block (9), which is connected to the drive end of the drive cylinder (8); the pressure block (9) has a pressure application surface; The pressure block (9) is moved by the drive cylinder (8) so that the pressure surface comes into contact with the load execution structure, thereby pushing the load execution structure to contact the surface of the test tire (5) to apply the target load.

4. The automobile tire performance testing device according to claim 3, characterized in that, The load execution structure includes: A support housing (10) is slidably mounted on the drive shaft (7); the support housing (10) has an abutment block (11) on one side near the mounting bracket (2), and its other side is connected to the brake disc (12); the abutment block (11) has a bearing surface for contacting the pressure surface; the brake disc (12) is used to contact the surface of the test tire (5) to apply the target load.

5. The automobile tire performance testing device according to claim 4, characterized in that, The pre-polishing component includes: A support frame (13) is sleeved on the drive shaft (7). One end of the support frame (13) passes through the lateral opening of the support housing (10), and the other end is equipped with a grinding wheel (14). The grinding wheel (14) is used to roll into contact with the test tire (5) to perform a pre-grinding operation.

6. The automobile tire performance testing device according to claim 1, characterized in that, The control component includes: Processing module (15) is used to control the pre-grinding component to perform pre-grinding operation, and after the pre-grinding is completed, control the load simulation component to apply the target load to the test tire (5), and control the test drive component to drive the test tire (5) to rotate and roll into contact with the test plate (3); The data acquisition module (16) is used to acquire test data when the test drive component drives the test tire (5) to rotate. The processing module (15) is also used to determine the performance of the test tire (5) based on the test data.

7. The automobile tire performance testing device according to claim 1, characterized in that, The mounting bracket (2) includes at least: Mounting section (22), the mounting section (22) is used to assemble the test drive assembly and the load pneumatic structure; the mounting section (22) is provided with a receiving groove; Adjustment section (23), one end of which is slidably connected to the receiving groove, and the other end of which is connected to the base (1); A fastener (24) is connected to the mounting section (22) and the adjusting section (23) to limit the relative position of the mounting section (22) and the adjusting section (23).

8. A test method for automobile tire performance, characterized in that, The following steps are involved: When the test tire (5) is under simulated road conditions, test data between the test tire (5) and the test plate (3) is collected to obtain a test data set; the test data set includes multiple collection times, as well as friction force data, rotation speed data and pressure data corresponding to each collection time; Based on the friction force data and pressure data in the experimental data set, the initial dynamic friction coefficient is calculated to obtain the initial friction data set. Obtain the reference speed and speed correction coefficient of the test tire (5), and calculate the corrected friction coefficient based on the initial dynamic friction coefficient in the initial friction data set, the rotational speed data, the reference speed, and the speed correction coefficient to obtain the corrected friction data set; The total collection time of the test tire (5) under simulated road conditions is divided into multiple time periods, and the initial friction data set is divided into multiple initial data subsets and the corrected friction data set is divided into multiple corrected data subsets based on the time periods. Obtain the first peak friction coefficient, the first average friction coefficient, the second peak friction coefficient, and the second average friction coefficient for each of the initial data subsets; Calculate the standard deviation of the initial data based on the initial dynamic friction coefficient in the initial data subset and the first average friction coefficient corresponding to the initial data subset; Calculate the standard deviation of the corrected data based on the corrected friction coefficient in the corrected data subset and the second average friction coefficient corresponding to the corrected data subset; A first friction stability coefficient is calculated based on the first average friction coefficient and the initial data standard deviation; a second friction stability coefficient is calculated based on the second average friction coefficient and the corrected data standard deviation. The tire test results are generated based on the first peak friction coefficient, the first average friction coefficient, the first friction stability coefficient, the second peak friction coefficient, the second average friction coefficient, and the second friction stability coefficient.

9. The method for testing the performance of automobile tires according to claim 8, characterized in that, It also includes the following steps: When the pre-grinding assembly performs pre-grinding operation on the tread of the test tire (5) mounted on the test hub (4), the tread rubber coefficient of the test tire (5), the contact area between the test tire (5) and the test plate (3) and the load data of the test tire (5) are collected. The grinding depth of the test tire (5) is calculated based on the tread rubber coefficient, the contact area, and the load data. When the grinding depth is equal to the preset depth, stop the pre-grinding operation and switch the test tire (5) to the road surface simulation condition.

10. The method for testing the performance of automobile tires according to claim 8, characterized in that, It also includes the following steps: Real-time acquisition of tire pressure and ambient temperature of the test tire (5); When the tire pressure is determined to be greater than a preset pressure value and / or the ambient temperature is determined to be outside a preset temperature range, a safety warning message is generated and the test drive component is controlled to stop operating.

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