A method for testing the performance of a vehicle tire

Abstract

The application provides a kind of automobile tire performance detection test device and method, it is related to vehicle tire detection technical field, the device includes base, base is equipped with working condition simulation area and mounting bracket, working condition simulation area is equipped with replaceable test board;Test drive assembly includes test hub and test drive structure that is drivingly connected with test hub, test drive structure is set on mounting bracket;Test hub is located above working condition simulation area;Load simulation component includes load pneumatic structure that is set on mounting bracket and load execution structure that is set on test drive structure, pre-polishing component is set on test drive structure and is slidably connected with load execution structure, pre-polishing component is used to execute pre-polishing operation to test tire before test;Control component and test drive assembly, load simulation component, pre-polishing component are communicatively connected;The application truly reflects tire dynamic antiskid performance, and structure is composed of modular layout design, and it is convenient for on-site detection.

Description

TECHNICAL FIELD

[0001] The present application generally relates to the technical field of vehicle tire detection, and in particular to a device and method for testing the performance of automobile tires. BACKGROUND

[0002] With the development of the automobile industry and the improvement of people's awareness of driving safety, the requirements for tire performance are becoming higher and higher. Regular performance testing of tires can help to find problems such as tire wear and aging in a timely manner, avoid traffic accidents caused by tire failure, and ensure driving safety. In addition, performance testing can also evaluate the use of tires, reasonably arrange the replacement cycle of tires, extend the service life of tires, and reduce unnecessary waste.

[0003] Existing testing devices are generally divided into two categories. One type of testing device fixes the tire on a testing platform and tests the maximum static friction between the tire and the testing platform in a stationary state to evaluate the anti-skid performance of the tire. However, this method cannot reflect the real situation of the tire during vehicle driving and is difficult to reflect the transient friction characteristics under different working conditions. Another type of testing device fixes the tire on the drive shaft of a testing motor, makes the tire contact with a testing plate, and uses the testing motor to drive the tire to rotate to obtain the displacement value of the testing plate, thereby evaluating the anti-skid performance of the tire. However, this method has a single road surface simulation type and the overall device is large, making it inconvenient to carry. Therefore, we propose a device and method for testing the performance of automobile tires to solve the above problems. SUMMARY

[0004] In view of the above-mentioned defects or shortcomings in the prior art, it is desirable to provide a device and method for testing the performance of automobile tires that meet different working condition tests and are convenient to carry.

[0005] In a first aspect, the present application provides a device for testing the performance of automobile tires, comprising:

[0006] a base, wherein the base is provided with a working condition simulation area and a mounting bracket, the working condition simulation area is provided with a replaceable testing plate for simulating road conditions;

[0007] a testing drive assembly, wherein the testing drive assembly comprises a testing hub and a testing drive structure in transmission connection with the testing hub, the testing drive structure is arranged on the mounting bracket; the testing hub is located above the working condition simulation area and is used for installing a testing tire;

[0008] a load simulation assembly, wherein the load simulation assembly comprises a load pneumatic structure arranged on the mounting bracket and a load execution structure arranged on the testing drive structure, the load pneumatic structure is used to push the load execution structure into contact with the testing tire surface;

[0009] A pre-polishing assembly is arranged on the test driving structure and is in sliding connection with the load executing structure, and the pre-polishing assembly has a polishing part for performing a pre-polishing operation on the test tire before testing.

[0010] A control assembly is in communication connection with the test driving assembly, the load simulation assembly and the pre-polishing assembly, and the control assembly is used to control the pre-polishing assembly to perform a pre-polishing operation, and after the pre-polishing is completed, the control assembly is used to control the load simulation assembly to apply a target load to the test tire, and at the same time, the control assembly is used to control the test driving assembly to drive the test tire to rotate and roll in contact with the test plate; and the control assembly is further used to collect test data when the test driving assembly drives the test tire to rotate, and according to the test data, determine a tire test test result of the test tire.

[0011] According to the technical scheme provided in the application, the test driving structure comprises:

[0012] A driving motor is arranged on the mounting bracket.

[0013] A transmission shaft is connected to an output end of the driving motor through a damping structure.

[0014] According to the technical scheme provided in the application, the load pneumatic structure comprises:

[0015] A driving cylinder is arranged on the mounting bracket.

[0016] A pressure block is connected to a driving end of the driving cylinder; the pressure block has a pressure application surface.

[0017] The pressure block is moved by the driving cylinder, so that the pressure application surface is in abutment with the load executing structure, and the load executing structure is pushed into surface contact with the test tire to apply a target load.

[0018] According to the technical scheme provided in the application, the load executing structure comprises:

[0019] A support shell is arranged on the transmission shaft in a sliding manner; one side of the support shell close to the mounting bracket is provided with an abutment block, and the other side of the support shell is connected to a brake disc; the abutment block has a force receiving surface for abutting against the pressure application surface; and the brake disc is used to be in surface contact with the test tire to apply a target load.

[0020] According to the technical scheme provided in the application, the pre-polishing assembly comprises:

[0021] A support frame is sleeved on the transmission shaft, one end of the support frame penetrates through the lateral opening of the support housing, and the other end is provided with a polishing wheel used for rolling contact with the test tire to perform a pre-polishing operation.

[0022] According to the technical scheme provided in the application, the control assembly comprises:

[0023] The processing module is configured to control the pre-polishing assembly to perform a pre-polishing operation, and after the pre-polishing is completed, control the load simulation assembly to apply a target load to the test tire, and control the test driving assembly to drive the test tire to rotate and roll in contact with the test plate.

[0024] The data acquisition module is configured to acquire test data when the test driving assembly drives the test tire to rotate.

[0025] The processing module is further configured to determine the performance of the test tire according to the test data.

[0026] According to the technical scheme provided in the application, the mounting bracket at least comprises:

[0027] The mounting section is configured to assemble the test driving assembly and the load pneumatic structure, and the mounting section is provided with a receiving groove.

[0028] The adjusting section is slidably connected to one end of the receiving groove and connected to the base at the other end.

[0029] The fixing member is connected to the mounting section and the adjusting section, and is configured to limit the relative position of the mounting section and the adjusting section.

[0030] In a second aspect, the application provides a method for testing the performance of an automobile tire, comprising the following steps:

[0031] When the test tire is in a road surface simulation working condition, test data between the test tire and the test plate is acquired to obtain a test data set; the test data set comprises a plurality of acquisition time points, and friction data, rotation speed data and pressure data corresponding to each acquisition time point;

[0032] According to the friction data and the pressure data in the test data set, an initial dynamic friction coefficient is calculated to obtain an initial friction data set.

[0033] A reference speed and a speed correction coefficient of the test tire are obtained, and according to the initial dynamic friction coefficient in the initial friction data set, the rotation speed data, the reference speed and the speed correction coefficient, a corrected friction coefficient is calculated to obtain a corrected friction data set.

[0034] The total collection time of the test tire in the road simulation working condition is divided into a plurality of time periods, and the initial friction data set is divided into a plurality of initial data subsets and the modified friction data set is divided into a plurality of modified data subsets based on the time periods as the segmentation reference;

[0035] A first peak friction coefficient of each of the initial data subsets, a first average friction coefficient of each of the initial data subsets, a second peak friction coefficient of each of the modified data subsets, and a second average friction coefficient of each of the modified data subsets are obtained;

[0036] An initial data standard deviation is calculated according to the initial dynamic friction coefficient in the initial data subset and the first average friction coefficient corresponding to the initial data subset, and a modified data standard deviation is calculated according to the modified friction coefficient in the modified data subset and the second average friction coefficient corresponding to the modified data subset;

[0037] A first friction stability coefficient is calculated according to the first average friction coefficient and the initial data standard deviation, and a second friction stability coefficient is calculated according to the second average friction coefficient and the modified data standard deviation;

[0038] A tire test test result is generated according to 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.

[0039] According to the technical scheme provided in the present application, the following steps are further included:

[0040] When the pre-grinding assembly performs a pre-grinding operation on the tread of the test tire mounted on the test hub, the tread rubber coefficient of the test tire, the contact area of the test tire and the test plate, and the load data of the test tire are collected;

[0041] According to the tread rubber coefficient, the contact area, and the load data, the grinding depth of the test tire is calculated;

[0042] When the grinding depth is equal to the preset depth, the pre-grinding operation is stopped, and the test tire is switched to the road simulation working condition.

[0043] According to the technical scheme provided in the present application, the following steps are further included:

[0044] The tire pressure and the ambient temperature of the test tire are obtained in real time;

[0045] When the tire pressure is greater than a preset pressure value and / or the ambient temperature exceeds a preset temperature range, a safety warning information is generated and the test driving assembly is controlled to stop running.

[0046] From the above technical solutions, the present application has at least the following beneficial effects:

[0047] The present application provides a kind of automobile tire performance test device, comprising: base, base is equipped with working condition simulation area and mounting bracket, working condition simulation area is equipped with replaceable test board, for simulating road condition;Test drive component, test drive component includes test hub and test drive structure with test hub transmission connection, test drive structure is set on mounting bracket;Test hub is located above working condition simulation area, for installing test tire;Load simulation component, load simulation component includes load pneumatic structure being set on mounting bracket and load execution structure being set on test drive structure, load pneumatic structure is used to push load execution structure and test tire surface contact;Pre-polishing component, pre-polishing component is set on test drive structure and is slidably connected with load execution structure, pre-polishing component has polishing part, for executing pre-polishing operation to test tire before test;Control component, control component and test drive component, load simulation component and pre-polishing component are communicatively connected, control component is used to control pre-polishing component to execute pre-polishing operation, and after pre-polishing is completed, control load simulation component to apply target load to test tire, while control test drive component to drive test tire to rotate, and to roll contact with test board;Control component is also used to collect test data when test drive component drives test tire to rotate, and according to test data, determine tire test test result of test tire.

[0048] The present application takes base as basic bearing frame, different test boards can simulate different types of road conditions, such as simulating wet and slippery, dry, icy road surface, etc., through replaceable test board of working condition simulation area, construct diversified road environment, test drive component drives test tire to rotate to restore real driving state, load simulation component can apply target load to test tire to simulate real vehicle weight, pre-polishing component can pretreat test tire tread before test to simulate actual wear condition, and control component controls the cooperative work of each component, real-time acquisition of friction, speed, pressure and other data and analysis draw tire test test result of test tire. On the one hand, the present application combines replaceable test board with load and drive simulation to more truly reflect the dynamic antiskid performance of tire under different road conditions and load, and the data conforms to real driving condition and has higher reference value;On the other hand, the structure of the present application is modular layout design, which can improve portability and facilitate on-site detection;At the same time, pre-polishing function and automatic data acquisition and analysis also reduce manual intervention, effectively improve test efficiency and accuracy, and provide more comprehensive, efficient and practical demand-oriented solution for tire performance detection. BRIEF DESCRIPTION OF DRAWINGS

[0049] Other features, objects, and advantages of the application will become more apparent from the following detailed description when read in connection with the following drawings.

[0050] Figure 1 It is a structural diagram of the automobile tire performance detection test device.

[0051] Figure 2 It is an enlarged view of the automobile tire performance detection test device.

[0052] Figure 3 It is a structural diagram of the control assembly.

[0053] Figure 4 It is a flow chart of the automobile tire performance detection test method.

[0054] Reference signs in the drawings: 1, base; 2, mounting bracket; 3, test plate; 4, test hub; 5, test tire; 6, driving motor; 7, transmission shaft; 8, driving cylinder; 9, pressure block; 10, support housing; 11, abutting block; 12, brake disc; 13, support frame; 14, polishing wheel; 15, processing module; 16, data acquisition module; 17, sliding groove; 18, spring; 19, shock absorber; 20, secondary pressure block; 21, display module; 22, mounting section; 23, adjustment section; 24, fixing member. DETAILED DESCRIPTION

[0055] The application will be further described below in conjunction with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the related application, and not to limit the application. In addition, it should be noted that only parts related to the application are shown in the drawings for ease of description.

[0056] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The present application will be described in detail below with reference to the drawings and in conjunction with the embodiments.

[0057] In order to make the automobile tire performance detection test device provided by the embodiments of the present application more clear and easy to understand, the device will be introduced below in conjunction with the drawings. As shown in the drawings, it is a structural diagram of the automobile tire performance detection test device provided by the embodiments of the present application, which comprises: Figure 1

[0058] 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 conditions;

[0059] ​a test driving assembly, the test driving assembly comprising a test hub 4 and a test driving structure in driving connection with the test hub 4, the test driving structure being arranged on the mounting support 2; the test hub 4 being located above the working condition simulation area, for mounting a test tire 5;

[0060] a load simulation assembly, the load simulation assembly comprising a load pneumatic structure arranged on the mounting support 2 and a load execution structure arranged on the test driving structure, the load pneumatic structure being used to push the load execution structure to make surface contact with the test tire 5;

[0061] a pre-polishing assembly, the pre-polishing assembly being arranged on the test driving structure and in sliding connection with the load execution structure, the pre-polishing assembly having a polishing part, for performing a pre-polishing operation on the test tire 5 before testing;

[0062] a control assembly, the control assembly being in communication connection with the test driving assembly, the load simulation assembly and the pre-polishing assembly, the control assembly being used to control the pre-polishing assembly to perform the pre-polishing operation, and after the pre-polishing is completed, the control assembly is used to control the load simulation assembly to apply a target load to the test tire 5, and simultaneously control the test driving assembly to drive the test tire 5 to rotate and make rolling contact with the test plate 3; the control assembly is also used to collect test data when the test driving assembly drives the test tire 5 to rotate, and according to the test data, determine a tire test test result of the test tire 5.

[0063] It should be noted that the base 1 serves as a basic support structure, for carrying the test driving assembly, the load simulation assembly, the pre-polishing assembly, etc. The surface of the base 1 forms a working condition simulation area, which is used to mount different types of test plates 3, and the different types of test plates 3 are used to simulate different types of road working conditions. The connection mode between the test plate 3 and the working condition simulation area is, for example, sliding connection. For example, the working condition simulation area is provided with a groove, and the groove is provided with a drawer type slide rail structure. The drawer type slide rail structure has a first connecting piece and a second connecting piece in sliding connection. The first connecting piece is connected with the inner wall of the groove. The second connecting piece is formed with a clamping groove which is adapted to the size of the test plate 3, for placing the test plate 3 and the groove to adapt to each other, so as to quickly replace different types of test plates 3, and avoid displacement of the test plate 3, and to a certain extent, also improve the test efficiency. The road working conditions that can be formed by the test plate 3 are, for example, dry asphalt pavement, wet and slippery pavement, icy and snowy pavement, etc.

[0064] The mounting bracket 2 is arranged on the base 1 and is used to mount a test driving assembly and a load assembly. The test driving assembly is used to assist in testing the tire 5 to simulate the rotating state of the tire during vehicle driving. Specifically, the test hub 4 and the test driving structure are in transmission connection, the test driving structure is used to mount the test tire 5, and the test hub 4 and the test tire 5 are driven to rotate by the test driving structure. The load simulation assembly is used to simulate the weight of the vehicle and restore the tire performance under the actual load. Here, the load simulation assembly has a load pneumatic structure and a load execution structure which are used in cooperation. After the load pneumatic structure is started, the load pneumatic structure can be in surface contact with the load execution structure, and then the target load is applied to the test tire 5, so that the actual compression of the vehicle weight on the tire is simulated, and the contact pressure of the test tire 5 and the test plate 3 during testing is more consistent with the actual use scene, and the measurement is more real 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 the actual use.

[0065] The control assembly is in communication connection with the test driving assembly, the load simulation assembly and the pre-grinding assembly. Specifically, in the pre-grinding stage, the pre-grinding assembly is controlled to perform the pre-grinding operation on the test tire 5. In the dynamic testing stage, the load simulation assembly is controlled to apply the target load to the test tire 5, and the test driving assembly is controlled to drive the test tire 5 to rotate, so that the test tire 5 and the test plate 3 are in rolling contact. During the testing, the control assembly also determines the tire test test result of the test tire 5 according to the collected test data.

[0066] The specific working process of the device is as follows:

[0067] According to the type of the road working condition to be tested, the corresponding test plate 3 is replaced, the test tire 5 is mounted on the test hub 4 by using the quick-release flange, the control assembly sets the initialization parameters, for example, the load, the driving speed and the wear condition matched with the actual vehicle, then the control assembly starts the pre-grinding assembly, the grinding part of the pre-grinding assembly is in contact with 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 assembly is reset, the control assembly starts the load simulation assembly to apply the target load to the test tire 5, and starts the test driving assembly to drive the test tire 5 to rotate, the test tire 5 is in rolling contact with the test plate 3, the control assembly collects the test data in real time, and generates the tire test test result.

[0068] Compared with the defects of the traditional device, such as large size, poor portability, single test scene and non-actual data, the test device of the present application realizes the comprehensive and accurate evaluation of the tire performance through pre-grinding, dynamic load testing and multi-dimensional data collection, and provides an efficient and actual demand-matching solution for the automobile tire detection.

[0069] Further, the test driving structure comprises:

[0070] A driving motor 6 is arranged on the mounting bracket 2.

[0071] A transmission shaft 7 is connected to the output end of the driving motor 6 through a damping structure.

[0072] The driving motor 6 is a power source of the test driving structure, which is used to simulate the driving speed of the vehicle in different scenes. One end of the transmission shaft 7 is connected to the output end of the driving motor 6 through a damping structure, and the other end is connected to the test hub 4 through a quick-release flange. The transmission shaft 7 is used to stably transmit the rotating power of the driving motor 6 to the test hub 4, thereby driving the test tire 5 to rotate synchronously, ensuring that the tire rotation speed is consistent with the motor output speed, and providing a stable motion reference for subsequent friction force measurement. At the same time, the quick-release flange design can realize the quick disassembly and assembly of the tire, greatly shortening the deployment time of the device.

[0073] Here, the damping structure is also used to simulate the real driving vibration working condition. The specific structure of the damping structure is, for example, a shock absorber 19, which has an adjustable pre-pressing force, for example, in the range of 50-200N. The pre-pressing force can be adjusted according to the specifications of the test tire 5 and the target load size, to ensure that the damping effect matches the test working condition. When the driving motor 6 drives the transmission shaft 7 to rotate, the damping structure can buffer the rigid vibration between them, and at the same time cooperate with the elastic support of the mounting bracket 2 to jointly simulate the vibration and impact in actual driving, so that the dynamic force borne by the test tire 5 during rotation is closer to the real road condition, and thus the test data collected subsequently has more reference value.

[0074] Further, as shown in Figure 2 The load pneumatic structure includes:

[0075] A driving cylinder 8 is arranged on the mounting bracket 2.

[0076] A pressure block 9 is connected to the driving end of the driving cylinder 8. The pressure block 9 has a pressing surface.

[0077] The driving cylinder 8 drives the pressure block 9 to move, so that the pressing surface abuts against the load execution structure, thereby pushing the load execution structure into contact with the test tire 5 to apply the target load.

[0078] The driving cylinder 8 is a pneumatic driving source, which is fixed on the mounting bracket 2. The load adjustment range of the driving cylinder 8 is, for example, 500-8000N, which can cover the actual load requirements of different vehicle models on the tire, solving the problems of fixed load and poor adaptability of traditional devices. Here, the vehicle model is, for example, a small car or an SUV.

[0079] The connection between the pressure block 9 and the driving end of the driving cylinder 8 is, for example, a hinged connection. The driving cylinder 8 drives the movement of the pressure block 9, and then the pressure surface of the pressure block 9 is in contact with the load execution structure, so as to drive the load execution structure to contact the test tire 5, so as to realize the transmission of the load to the test tire 5, and simulate the real scene of the tire bearing the weight of the vehicle body when the vehicle is driving.

[0080] Further, as shown in Figure 2 , the load execution structure comprises:

[0081] The support shell 10 is slidably arranged on the transmission shaft 7. The support shell 10 is provided with an abutting block 11 on the side close to the mounting bracket 2, and is connected with a brake disc 12 on the other side. The abutting block 11 has a bearing surface for abutting the pressure surface. The brake disc 12 is used to contact the test tire 5 to apply a target load.

[0082] Here, the support shell 10 is a basic support component of the load execution structure. The support shell 10 and the transmission shaft 7 are slidably connected. In the load applying stage, the support shell 10 can adjust its relative position with the test tire 5 under the driving of the pressure surface of the pressure block 9, so as to ensure that the brake disc 12 can be in uniform surface contact with the tire surface of the test tire 5, and avoid excessive or insufficient local load due to position deviation.

[0083] The abutting block 11 is a receiving structure for load transmission, which is arranged on the side of the support shell 10 close to the mounting bracket 2. The abutting block 11 has a bearing surface, the shape and size of which are matched with the pressure surface of the pressure block 9. When the pressure block 9 moves under the driving of the driving cylinder 8, the pressure surface can be in close contact with the bearing surface of the abutting block 11, so as to avoid point contact or local contact during load transmission, which may cause load loss. At the same time, since the output shaft of the pressure block 9 and the driving cylinder 8 are in a hinged connection, the bearing surface of the abutting block 11 has a certain adaptability, and can adjust the contact angle with the slight deflection of the pressure block 9, so as to ensure that even if there is a slight installation error or vibration, the two can still be stably attached, and the load transmission efficiency is not affected. In addition, the connection between the abutting block 11 and the support shell 10 can be integrated or strengthened by welding process, so as to ensure that the overall structure can stably bear the load, avoid the breakage or displacement of the components during the test, and affect the test safety and data accuracy.

[0084] The connection between the brake disc 12 and the other side of the support shell 10 is, for example, a flexible connection, and the two can be connected by a spring 18. When simulating the vibration in actual driving, the brake disc 12 can adjust the position synchronously with the slight vibration of the support shell 10 and the transmission shaft 7, and always keep stable contact with the tire surface of the test tire 5, so as to ensure that the load size does not fluctuate greatly with the vibration; at the same time, the stable application of the load can form a contact pressure between the test tire 5 and the test plate 3, which conforms to the actual working condition.

[0085] The process of applying a specific load is that the driving cylinder 8 pushes the pressure block 9 to move, the pressure surface of the pressure block 9 is in contact with the force receiving surface of the abutting block 11 on the support shell 10, and the load is transmitted to the support shell 10 through the abutting block 11; the support shell 10 transmits the received load to the brake disc 12 on the other side of the transmission shaft 7 in the axial direction, at this time, the support shell 10 can fine-tune the relative position of the brake disc 12 and the test tire 5 by sliding along the transmission shaft 7; the brake disc 12 is in uniform surface contact with the tread of the test tire 5 under the pushing of the support shell 10, and the target load is stably applied to the tire, thereby simulating the vehicle weight.

[0086] In addition, the position of the support shell 10 close to the pressure block 9 is also provided with a secondary pressure block 20 for assisting pressure transmission.

[0087] Further, the pre-grinding assembly comprises:

[0088] The support frame 13 is sleeved on the transmission shaft 7, one end of the support frame 13 penetrates through the lateral opening of the support shell 10, and the other end of the support frame 13 is provided with the grinding wheel 14, which is used for rolling contact with the test tire 5 to perform the pre-grinding operation.

[0089] The support frame 13 is sleeved on the transmission shaft 7 and penetrates through the lateral opening of the support shell 10, and here the lateral opening is, for example, a sliding groove 17, which can slide relative to the support frame 13 when the support shell 10 slides along the transmission shaft 7.

[0090] The grinding wheel 14 is installed at the other end of the support frame 13 and contacts the test tire 5 by rolling contact to perform the pre-grinding operation, and the power source of the grinding wheel 14 is a belt transmission structure embedded in the support shell 10, for example, a driving belt pulley, a driven belt pulley and a transmission belt are used in cooperation, the driving belt pulley is connected with the transmission shaft 7, and when the transmission shaft 7 rotates under the driving of the driving motor 6, the driving belt pulley rotates synchronously with the transmission shaft 7, the rotating power of the transmission shaft 7 is converted into the power source of the belt transmission, the driven belt pulley is driven to rotate by the friction of the transmission belt, and the central shaft of the driven belt pulley is connected with the rotating shaft of the grinding wheel 14, so that the rotating shaft of the grinding wheel 14 is directly driven to rotate synchronously when the driven belt pulley rotates, and the grinding wheel 14 rotates, and the driving motor for the belt transmission structure is not needed, and power reuse is realized.

[0091] Further, as shown in Figure 3 The control assembly comprises:

[0092] The processing module 15 is used for controlling the pre-grinding assembly to perform the pre-grinding operation, and after the pre-grinding is completed, the processing module 15 controls the load simulation assembly to apply the target load to the test tire 5, and controls the test driving assembly to drive the test tire 5 to rotate and roll in contact with the test plate 3.

[0093] The data acquisition module 16 is configured to acquire the test data when the test tire 5 is rotated by the test driving assembly;

[0094] The processing module 15 is further configured to determine the performance of the test tire 5 according to the test data.

[0095] It should be noted that the processing module 15 is, for example, a microprocessor + control software, and the data acquisition module 16 is, for example, a data acquisition card + force sensor.

[0096] When the device starts the pre-polishing mode, the processing module 15 first sends an instruction to the driving cylinder 8 of the load simulation assembly to control the driving cylinder 8 to push the support shell 10 to slide along the transmission shaft 7, thereby driving the support frame 13 and the polishing wheel 14 to approach the tread of the test tire 5, and synchronously triggering the belt drive structure inside the support shell 10 to drive the polishing wheel 14 to rotate. When the preset polishing requirement is reached, the control driving cylinder 8 is de-energized to drive the polishing wheel 14 to reset, i.e., the pre-polishing operation is completed. After the pre-polishing is completed, the processing module 15 switches to the load application mode, sends a pressure adjustment instruction to the driving cylinder 8 to control the driving cylinder 8 to output a corresponding pressure to push the pressure block 9 against the abutting block 11 of the support shell 10, and then apply a target load to the test tire 5 through the brake disc 12 to provide an accurate reference for subsequent dynamic friction force measurement. After the load is stably applied, the processing module 15 starts the test driving assembly, sends a rotating speed instruction to the driving motor 6 to control the driving motor 6 to drive the transmission shaft 7 and the test hub 4 to rotate, thereby making the test tire 5 roll in contact with the test plate 3 at a preset speed, so as to simulate the tire rotating state under different driving scenes. The processing module 15 analyzes and calculates after the data acquisition module 16 acquires the test data, and finally outputs the tire test test result of the test tire 5. Here, the preset speed can be set according to actual needs.

[0097] In addition, the control assembly further includes a display module 21 for real-time display of various data during the test, so as to facilitate observation and reading of the test situation by the staff.

[0098] Further, the mounting bracket 2 at least includes:

[0099] The mounting section 22 is configured to assemble the test driving assembly and the load pneumatic structure; the mounting section 22 is provided with a receiving groove;

[0100] The adjusting section 23 is slidably connected to one end of the receiving groove, and the other end of the adjusting section 23 is connected to the base 1;

[0101] The fixing member 24 is connected to the mounting section 22 and the adjusting section 23, and is configured to limit the relative position of the mounting section 22 and the adjusting section 23.

[0102] The mounting section 22 is used to mount the test driving assembly and the load simulation assembly, and the mounting section 22 is provided with a receiving groove. 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 in the receiving groove, so as to adjust the relative distance between the test hub 4 and the test plate 3, and ensure that the test tire 5 can stably contact the test plate 3, thereby solving the problem of poor tire diameter adaptability of the traditional device. Alternatively, when performing the pre-polishing operation, the test tire 5 is prevented from contacting the test plate 3 while performing the pre-polishing operation, thereby affecting the wear state required to be presented by the test tire 5.

[0103] The other end of the adjusting section 23 is fixed to the base 1 by bolts or welding, and the connection position is located beside the working condition simulation area of the base 1, so as to ensure that the overall force of the mounting bracket 2 is balanced, and the mounting bracket 2 is prevented from tilting due to vibration during testing, thereby affecting the safety and data accuracy of the test.

[0104] The fixing member 24 is, for example, a bolt + locking nut structure. Specifically, the side wall of the receiving groove of the mounting section 22 and the corresponding position of the adjusting section 23 are both provided with a waist-shaped hole. After the bolt passes through the waist-shaped hole, the bolt is locked by the nut. When the adjusting section 23 is slid to the target position, the bolt and the nut are tightened, thereby locking the relative position of the two, and ensuring that the mounting bracket 2 does not displace during the test.

[0105] As shown in Figure 4 The application provides a test method for testing the performance of an automobile tire, which comprises the following steps:

[0106] S100, when the test tire 5 is in a road surface simulation working condition, collecting test data between the test tire 5 and the test plate 3 to obtain a test data set. The test data set includes a plurality of collection time points, and friction data, rotation speed data and pressure data corresponding to each collection time point.

[0107] The test tire 5 in the road surface simulation working condition means that the test driving assembly drives the test tire 5 to rotate to simulate the actual driving state, and the load simulation assembly applies a stable target load to the tire through the brake disc 12 to ensure that the tire is in close rolling contact with the test plate 3, thereby restoring the interactive scene between the tire and the road surface in the actual driving.

[0108] The data acquisition module 16 at least includes a force sensor, a motor speed sensor, and a pressure sensor. The friction force data is collected by the force sensor, for example, the force sensor is installed near the test plate 3 or the brake disc 12, and the dynamic friction force when the tire rolls in contact with the test plate 3 is captured in real time. The speed data is collected by the motor speed sensor, for example, the motor speed sensor is integrated in the driving motor 6, and the actual speed of the test tire 5 is collected in real time. The pressure data is collected by the pressure sensor, for example, the pressure sensor is integrated in the driving cylinder 8, and is used to reflect the vertical load applied to the tire. The force sensor, the motor speed sensor, and the pressure sensor synchronously collect the above-mentioned data at the same sampling frequency, so that the friction force, the speed, and the pressure data at each collection time are one-to-one corresponding, forming a test data set, and avoiding the deviation caused by the asynchronous data in subsequent calculation. Here, the sampling frequency is, for example, 100 Hz.

[0109] S200, according to the friction force data and the pressure data in the test data set, the initial dynamic friction coefficient is calculated, and the initial friction data set is obtained.

[0110] Here, the dynamic friction coefficient refers to the ratio of the dynamic friction force to the vertical load.

[0111] The initial dynamic friction coefficient is calculated according to the following formula:

[0112] ;

[0113] Wherein, is the initial dynamic friction coefficient, is the friction force data, is the pressure data, is the collection time.

[0114] The friction force data and the pressure data at each collection time in the test data set are substituted into the above-mentioned formula, the initial dynamic friction coefficient corresponding to each collection time is obtained, all the coefficients are arranged in time sequence, and the initial friction data set is formed.

[0115] S300, the reference speed and the speed correction coefficient of the test tire 5 are obtained, the initial dynamic friction coefficient in the initial friction data set, the speed data, the reference speed, and the speed correction coefficient are used to calculate the correction friction coefficient, and the correction friction data set is obtained.

[0116] It should be noted that the traditional static test or the fixed speed test ignores the influence of the speed on the result, so that the friction coefficients at different speeds cannot be compared horizontally. In this step, the initial dynamic friction coefficients at different speeds are normalized to a unified reference through the speed correction method, so that the data are more consistent with the scene of speed change in actual driving.

[0117] The reference speed is for example 0.5 m / s, which can simulate the common low-speed driving condition of urban roads. The speed correction coefficient is for example 0.02 s / m, which is used to reflect the sensitivity of the friction coefficient to the change in speed, and different tire materials or road types can be fine-tuned.

[0118] The corrected friction coefficient is calculated according to the following formula:

[0119] ;

[0120] wherein, is the corrected friction coefficient, is the speed correction coefficient, is the tire linear speed, is the reference speed. The tire linear speed can be converted according to the rotational speed data.

[0121] The corrected friction coefficient of each collection time is arranged in time to form a corrected friction data set, solving the problem of incomparable data at different rotational speeds.

[0122] S400, the total collection time of the test tire 5 in the road simulation condition is divided into multiple time periods, and the initial friction data set is divided into multiple initial data sub-sets, and the corrected friction data set is divided into multiple corrected data sub-sets.

[0123] Here, the total collection time can be set according to the test requirements, for example, 10 seconds, corresponding to 1000 collection data points, and the sampling frequency is 100 Hz.

[0124] The time period division principle is for example uniform division by time or condition change node division; if the road and load do not change during the test, uniform division is used, such as dividing the total time of 10 seconds into 10 1-second time periods; if a certain stage needs to be analyzed, such as the transient stage of the tire just contacting the test plate 3, the time period interval of this stage can be reduced, such as 0.5 seconds / period.

[0125] The initial friction data set is split into multiple initial data sub-sets according to the time period, and the corrected friction data set is split into multiple corrected data sub-sets, each sub-set is used to reflect the friction characteristics in a local time period, avoiding the whole analysis to cover up the local fluctuations, such as the short-time friction coefficient of the tire tread due to local wear.

[0126] S500, obtaining the first peak friction coefficient of each initial data sub-set, the first average friction coefficient of each initial data sub-set, the second peak friction coefficient of each corrected data sub-set, and the second average friction coefficient of each corrected data sub-set.

[0127] The first peak friction coefficient is the maximum value of the initial dynamic friction coefficients in the initial data subset, and is used to reflect the maximum anti-skid capability that the tire can provide in the time period.

[0128] The first average friction coefficient is the arithmetic mean of all the initial dynamic friction coefficients in the initial data subset, and is used to reflect the overall level of the tire anti-skid performance in the time period.

[0129] The second peak friction coefficient is the maximum value of the corrected friction coefficients in the corrected data subset, and is used to reflect the maximum anti-skid capability that the tire can provide in the time period.

[0130] The second average friction coefficient is the arithmetic mean of all the corrected friction coefficients in the corrected data subset, and is used to reflect the overall level of the tire anti-skid performance in the time period.

[0131] S600, according to the initial dynamic friction coefficients in the initial data subset and the first average friction coefficient corresponding to the initial data subset, calculate the initial data standard deviation; according to the corrected friction coefficients in the corrected data subset and the second average friction coefficient corresponding to the corrected data subset, calculate the corrected data standard deviation.

[0132] Here, the standard deviation is used to reflect the degree of deviation of the data from the average value, the larger the standard deviation, the more intense the friction coefficient fluctuation, and the more unstable the tire anti-skid performance, such as the contact force fluctuation caused by uneven tread pattern.

[0133] The standard deviation is calculated according to the following formula:

[0134] ;

[0135] wherein, is the standard deviation, is the number of friction coefficients, is the i-th friction coefficient of a certain subset, is the average friction coefficient of the corresponding subset.

[0136] For the initial data subset, the initial dynamic friction coefficients and the first average friction coefficient are substituted into the above formula to calculate the initial data standard deviation, which is used to reflect the original fluctuation of the friction coefficient before correction.

[0137] For the corrected data subset, the corrected friction coefficients and the second average friction coefficient are substituted into the above formula to calculate the corrected data standard deviation, which is used to reflect the true fluctuation of the friction coefficient after eliminating the speed influence; the interference degree of the speed on the stability of the friction coefficient can be judged by comparison.

[0138] S700, calculate a first friction stability coefficient according to the first average friction coefficient and the initial data standard deviation, and calculate a second friction stability coefficient according to the second average friction coefficient and the corrected data standard deviation.

[0139] Here, the friction stability coefficient is the ratio of the average friction coefficient to the standard deviation, and can quantify the stability as a comparable index.

[0140] The ratio of the first average friction coefficient to the initial data standard deviation is taken as the first friction stability coefficient, and the ratio of the second average friction coefficient to the corrected data standard deviation is taken as the second friction stability coefficient.

[0141] S800, generate a tire test test result according to 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.

[0142] For anti-skid ability evaluation, compare the peak friction coefficient with the industry standard, such as the peak friction coefficient on a wet road should be ≥0.4, to judge the maximum anti-skid potential of the tire; combined with the average friction coefficient, evaluate the anti-skid level under normal working conditions.

[0143] For stability evaluation, the friction stability coefficient is used to judge the performance consistency of the tire at different time periods, such as a stability coefficient <5, indicating that the fluctuation is severe and tire tread wear unevenness should be monitored.

[0144] Compared with the traditional static friction test, this method simulates tire rotation and real load, and the data is more consistent with actual driving conditions; speed correction eliminates speed interference, and segmented analysis and stability quantization avoid misjudgment caused by a single index; the whole process is automatically executed by the control component, without manual calculation, and the deployment time is reduced from the traditional 45min to 3min, greatly improving the test efficiency.

[0145] Further, the method further comprises the following steps:

[0146] When the pre-grinding assembly performs a 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 of the test tire 5 and the test plate 3, and the load data of the test tire 5 are collected;

[0147] According to the tread rubber coefficient, the contact area and the load data, the grinding depth of the test tire 5 is calculated;

[0148] When the grinding depth is equal to the preset depth, the pre-grinding operation is stopped, and the test tire 5 is switched to a road simulation working condition.

[0149] It should be noted that the tread rubber coefficient is used to reflect the inherent parameters of the hardness and wear resistance of the tire tread rubber, and the coefficients of different materials are different, such as the obvious difference between natural rubber and synthetic rubber.

[0150] Here, the tread rubber coefficient can be directly obtained by reading the factory parameters of the test tire 5. The contact area of the test tire 5 and the test plate 3 refers to the actual contact area of the grinding wheel 14 and the tread of the test tire 5 when pre-grinding. The contact profile of 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 when pre-grinding, that is, the pressure load of the grinding wheel 14 on the tread, which is consistent with the principle of the target load of the subsequent dynamic test, but the value can be set separately.

[0151] The grinding depth is calculated according to the following formula:

[0152] ;

[0153] Wherein, is the grinding depth, is the load data of the test tire 5, is the tread rubber coefficient, is the contact area of the test tire 5 and the test plate 3.

[0154] According to the target grinding depth set according to the test requirements, the wear degree in the actual use of the tire is simulated, such as grinding the new tire to 50% of the pattern depth, or grinding the aged tire to the critical safety depth. The processing module 15 continuously compares the real-time calculated grinding depth with the preset depth, and when the difference between the two is less than the preset threshold, it is determined that the grinding depth meets the standard; here, the preset threshold is, for example, ±0.05mm, and the preset depth is set according to the actual requirements. After determining that the standard is met, the processing module 15 immediately sends an instruction to the load simulation assembly to control the drive cylinder 8 to release pressure, push the support shell 10 to drive the grinding wheel 14 away from the tread of the test tire 5, and at the same time cut off the power of the belt transmission structure inside the support shell 10. The power transmission relying on the key groove of the transmission shaft 7 can be indirectly suspended by controlling the assembly, the grinding wheel 14 stops rotating, and the pre-grinding operation is terminated. After the pre-grinding is stopped, the processing module 15 confirms that the grinding wheel 14 has been completely reset, that is, away from the tread of the test tire 5; the laser displacement sensor detects the roughness of the tread again, confirms that Ra=6.3±0.5μm, and ensures that the grinding quality is qualified; the pressure sensor feedbacks that the load has been zeroed, and there is no residual pressure affecting the subsequent test.

[0155] After the processing module 15 confirms, the control load simulation assembly switches to the test load mode, that is, the target test load is output by the driving cylinder 8, and a stable load is applied to the test tire 5 through the brake disc 12; at the same time, the control test driving assembly is started, the driving motor 6 drives the transmission shaft 7 and the test tire 5 to rotate, and enters the tire rotating state; the working condition simulation area of the base 1 has installed the test plate 3, such as a wet and slippery road test plate, the test tire 5 is in rolling contact with the test plate 3 under the action of rotation and load, and is formally switched to the road simulation working condition, and is ready for the subsequent S100 test data acquisition.

[0156] Further, the method further comprises the following steps:

[0157] Real-time acquisition of the tire pressure and the ambient temperature of the test tire 5;

[0158] When the tire pressure is greater than the preset pressure value and / or the ambient temperature exceeds the preset temperature range, a safety warning information is generated and the test driving assembly is controlled to stop running.

[0159] Here, the tire pressure data can be collected by a tire pressure sensor, for example, the tire pressure sensor is integrated in the test hub 4 or the tire valve, when the test hub 4 is installed with the test tire 5, the tire pressure sensor can directly contact the inner wall of the tire or the valve core, and real-time capture the internal air pressure of the tire. The ambient temperature can be collected by a temperature sensor, for example, the temperature sensor is installed beside the working condition simulation area of the base 1 or on the installation support 2, which can directly monitor the air temperature of the test environment, rather than the temperature of the tire or the equipment itself, to ensure that the data conforms to the actual test environment conditions.

[0160] The preset pressure value can be determined in combination with the safe use range of the tire and the adaptability of the test device; for example, the preset pressure value is 3.5 bar. For example, the preset temperature range is -10℃~50℃.

[0161] The judgment rule is that the tire pressure is greater than the preset pressure value and / or the ambient temperature exceeds the preset temperature range, that is, any one of the two risks occurs or both occur, which triggers a safety response, that is, a safety warning information is generated to prompt the staff that the test is abnormal, and the test driving assembly is controlled to stop running, to avoid the risk of continuous operation under abnormal working conditions, to provide comprehensive safety protection for pre-grinding and dynamic testing, and to ensure that the test data is obtained under compliant working conditions.

[0162] The above description is only the preferred embodiment of the present application and the explanation of the technical principles. It should be understood by those skilled in the art that the scope of the protection of the present application is not limited to the technical solutions formed by the specific combinations of the above technical features. It should also cover other technical solutions formed by the combinations of the above technical features or their equivalent features without departing from the concept of the present application. For example, the technical solutions formed by the mutual replacements of the above features and the technical features disclosed in the present application (but not limited to) with similar functions.

Claims

1. A method of testing the performance of an automotive tire, characterized in that, The method comprises the following steps: Collecting test data between the test tire (5) and the test plate (3) when the test tire (5) is in the road surface simulation working condition to obtain a test data set; the test data set comprises a plurality of collection time points and friction data, rotation speed data and pressure data corresponding to each collection time point; According to the friction data and the pressure data in the test data set, an initial dynamic friction coefficient is calculated to obtain an initial friction data set; A reference speed and a speed correction coefficient of the test tire (5) are obtained, and a correction friction coefficient is calculated according to the initial dynamic friction coefficient in the initial friction data set, the rotation speed data, the reference speed and the speed correction coefficient to obtain a correction friction data set; The total collection time length of the test tire (5) in the road surface simulation working condition is divided into a plurality of time periods, and the initial friction data set is divided into a plurality of initial data sub-sets and the correction friction data set is divided into a plurality of correction data sub-sets according to the time periods as the segmentation reference; A first peak friction coefficient of each initial data sub-set, a first average friction coefficient of each initial data sub-set, a second peak friction coefficient of each correction data sub-set and a second average friction coefficient of each correction data sub-set are obtained; According to the initial dynamic friction coefficient in the initial data sub-set and the first average friction coefficient corresponding to the initial data sub-set, an initial data standard deviation is calculated; According to the correction friction coefficient in the correction data sub-set and the second average friction coefficient corresponding to the correction data sub-set, a correction data standard deviation is calculated; According to the first average friction coefficient and the initial data standard deviation, a first friction stability coefficient is calculated, and according to the second average friction coefficient and the correction data standard deviation, a second friction stability coefficient is calculated; According to 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, a tire test test result is generated.

2. A method of testing the performance of a vehicle tire as set forth in claim 1, characterized in that, Further comprising the following steps: When the pre-polishing assembly performs a pre-polishing 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 of the test tire (5) and the test plate (3) and the load data of the test tire (5) are collected; According to the tread rubber coefficient, the contact area and the load data, the polishing depth of the test tire (5) is calculated; When the polishing depth is equal to the preset depth, the pre-polishing operation is stopped, and the test tire (5) is switched to the road surface simulation working condition.

3. A method of testing the performance of a vehicle tire as defined in claim 1, wherein, Further comprising the following steps: The tire pressure and the ambient temperature of the test tire (5) are obtained in real time; When the tire pressure is greater than a preset pressure value and / or the ambient temperature exceeds a preset temperature range, a safety warning information is generated and the test driving assembly is controlled to stop running.

4. The method of claim 1, wherein the tire performance test is a tire wear test. Further comprising an automobile tire performance test device for implementing the automobile tire performance test method; The automobile tire performance test device comprises: 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 conditions; A test drive assembly includes a test hub (4) and a test drive structure in transmission connection with the test hub (4), the test drive structure is arranged on the mounting bracket (2); the test hub (4) is located above the working condition simulation area for mounting a test tire (5); A load simulation assembly includes a load pneumatic structure arranged on the mounting bracket (2) and a load execution structure arranged on the test drive structure, the load pneumatic structure is used to push the load execution structure into surface contact with the test tire (5); A pre-polishing assembly is arranged on the test drive structure and in sliding connection with the load execution structure, the pre-polishing assembly has a polishing part for performing a pre-polishing operation on the test tire (5) before testing; A control assembly is in communication connection with the test drive assembly, the load simulation assembly and the pre-polishing assembly, the control assembly is used to control the pre-polishing assembly to perform a pre-polishing operation, and after the pre-polishing is completed, the control assembly controls the load simulation assembly to apply a target load to the test tire (5), and controls the test drive assembly to drive the test tire (5) to rotate and roll in contact with the test plate (3); the control assembly is also used to collect test data when the test drive assembly drives the test tire (5) to rotate, and determine a tire test test result of the test tire (5) according to the test data.

5. A method of testing a tire performance of an automobile according to claim 4, wherein The test drive structure includes: A drive motor (6) is arranged on the mounting bracket (2); A transmission shaft (7) is connected to the output end of the drive motor (6) through a damping structure.

6. A method of testing a tire performance of an automobile according to claim 5, wherein The load pneumatic structure includes: A drive cylinder (8) is arranged on the mounting bracket (2); A pressure block (9) is connected to the drive end of the drive cylinder (8); the pressure block (9) has a pressure applying surface; The pressure applying surface is in abutment with the load execution structure by moving the pressure block (9) driven by the drive cylinder (8), and then the load execution structure is pushed into surface contact with the test tire (5) to apply a target load.

7. A method of testing a tire performance of an automobile according to claim 6, wherein The load execution structure includes: A support shell (10) is arranged on the transmission shaft (7); the support shell (10) is provided with an abutment block (11) on one side close to the mounting bracket (2), and the other side is connected with a brake disc (12); the abutment block (11) has a force receiving surface for abutting the pressure applying surface; the brake disc (12) is used to contact the test tire (5) to apply a target load.

8. A method of testing a tire performance of an automobile according to claim 7, wherein The pre-polishing assembly includes: A support frame (13) is sleeved on the transmission shaft (7), one end of the support frame (13) penetrates through the lateral opening of the support housing (10), and the other end is provided with a grinding wheel (14) for rolling contact with the test tire (5) to perform a pre-grinding operation.

9. A method of testing a tire performance of an automobile according to claim 4, wherein The control assembly comprises: a processing module (15) for controlling the pre-grinding assembly to perform a pre-grinding operation, and after the pre-grinding is completed, controlling the load simulation assembly to apply a target load to the test tire (5), and controlling the test driving assembly to drive the test tire (5) to rotate and roll in contact with the test plate (3); a data acquisition module (16) for acquiring test data when the test driving assembly drives the test tire (5) to rotate; The processing module (15) is further used for determining the performance of the test tire (5) according to the test data.

10. A method of testing tire performance of an automobile as set forth in claim 4, wherein The mounting bracket (2) at least comprises: a mounting section (22) for assembling the test driving assembly and the load pneumatic structure; the mounting section (22) is provided with a receiving groove; an adjusting section (23) which is slidably connected to one end of the receiving groove and connected to the other end of the base (1); a fixing member (24) connected to the mounting section (22) and the adjusting section (23) for limiting the relative position of the mounting section (22) and the adjusting section (23).

Images