Method and device for testing movement envelope of antiskid chain of automobile tire

Abstract

The invention provides an automobile tire antiskid chain motion envelope test method and device. The method comprises the following steps: S1, applying pressure to a test wheel according to design requirements; s2, acquiring an outer contour boundary of the test wheel during movement, and establishing test wheel movement envelope data; s3, an antiskid chain is installed on the test wheel, and pressure is applied to the test wheel provided with the antiskid chain according to design requirements; s4, acquiring an outer contour boundary of the test wheel provided with the antiskid chain during movement, and establishing movement envelope data of the test wheel provided with the antiskid chain; and S5, obtaining boundary reserved data. By means of the method, the movement envelope diagram of the tire after the antiskid chain is installed can be obtained and compared with the movement envelope diagram of the tire, the space occupied by the tire after the antiskid chain is installed on the vehicle body can be more accurately obtained, the design boundary can be compressed to the maximum degree in the vehicle body design so as to reserve the space, space waste is avoided, and meanwhile the vehicle body design efficiency is improved. And the requirement of a user for installing an antiskid chain can be met.

Description

Technical Field

[0001] This invention relates to the field of automobile manufacturing technology, and in particular to a method and apparatus for testing the motion envelope of anti-skid chains on automobile tires. Background Technology

[0002] With the development of new energy vehicle battery technology, vehicle range is rapidly increasing, expanding the travel range for users and enabling long-distance travel. For muddy and icy roads, vehicles need to be equipped with snow chains to ensure driving safety. This necessitates reserving space for snow chain installation and movement during vehicle design and development. However, due to the varying quality of snow chain models in China and inconsistent standards among manufacturers regarding reserved space, many manufacturers use a simple method: offsetting the maximum tire boundary outwards as the space for the snow chain. While simple, this method is inaccurate. In actual use, it not only wastes vehicle space but may also result in the inability to find snow chains that fit the reserved space, leading to a poor user experience. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a test method and device for obtaining the minimum reserved space for anti-skid chains by detecting the motion envelope of a tire equipped with anti-skid chains during actual driving.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a method for testing the motion envelope of anti-skid chains for automobile tires, comprising:

[0005] S1. Apply pressure to the test wheel according to the design requirements;

[0006] S2. Obtain the outer contour boundary of the test wheel during motion and establish the motion envelope data of the test wheel;

[0007] S3. Install anti-skid chains on the test wheel and apply pressure to the test wheel with anti-skid chains installed according to the design requirements;

[0008] S4. Obtain the outer contour boundary of the test wheel with anti-skid chain installed during movement, and establish the motion envelope data of the test wheel with anti-skid chain installed.

[0009] S5. Obtain boundary reserved data based on the motion envelope data of the test wheel with anti-skid chains installed and the motion envelope data of the test wheel.

[0010] Furthermore, in step S5, the motion envelope data of the test wheel is superimposed with the motion envelope data of the test wheel with anti-skid chain installed to obtain the maximum motion boundary and the minimum motion boundary. The distance between the maximum motion boundary and the minimum motion boundary is detected, and the maximum value is taken as the boundary reserved data.

[0011] Furthermore, prior to step S1, the test wheel is inflated to bring its tire pressure to the upper limit of the design tire pressure.

[0012] Furthermore, the rotational speed of the test wheel in step S2 is the same as the rotational speed of the test wheel with the anti-skid chain installed in step S4.

[0013] This invention also relates to a device for testing the motion envelope of anti-skid chains on automobile tires, characterized in that it comprises:

[0014] The base is used to mount the drive assembly and the lifting assembly;

[0015] The driving component is used to mount the test object and drive its rotation.

[0016] The lifting assembly is used to raise and lower the driven wheel, so that the driven wheel can apply pressure to the test object during testing;

[0017] The outer contour boundary detection module is used to acquire the motion envelope data of the test object.

[0018] Furthermore, the lifting assembly includes a lifting driver and a movable component mounted on the base. The driver can drive the movable component to reciprocate in the vertical direction. The movable component is provided with a driven wheel axle, and the driven wheel is rotatably mounted on the driven wheel axle.

[0019] Furthermore, there are two movable parts, which are respectively disposed on both sides of the driven wheel.

[0020] Furthermore, the lifting assembly also includes a pressure sensor for detecting the pressure on the driven wheel.

[0021] Furthermore, the drive assembly includes a drive motor mount and a drive motor. The drive motor is mounted on the base via the drive motor mount, such that the drive motor shaft is located above the driven wheel. The test object is detachably mounted on the drive motor shaft.

[0022] Furthermore, the outer contour boundary detection module is a high-speed camera.

[0023] The beneficial effects of this invention are as follows: It provides a test method that can simulate the movement of a tire with anti-skid chains installed in a real environment. This method can obtain the motion envelope diagram of the tire after anti-skid chains are installed. By comparing it with the motion envelope diagram of the tire, the space occupied by the wheel on the vehicle body after anti-skid chains are installed can be obtained more accurately. In the vehicle body design, the design boundary can be compressed to the maximum extent to reserve space, avoiding space waste while meeting the user's needs for installing anti-skid chains. Attached Figure Description

[0024] The specific structure of the present invention will be described in detail below with reference to the accompanying drawings:

[0025] Figure 1 This is a flowchart illustrating the motion envelope test method for automobile tire anti-skid chains according to the present invention.

[0026] Figure 2 This is a schematic diagram of the motion envelope of the test wheel in the automobile tire anti-skid chain motion envelope test method of the present invention;

[0027] Figure 3 This is a schematic diagram of the motion envelope of a test wheel equipped with a snow chain in the automobile tire anti-skid chain motion envelope test method of the present invention;

[0028] Figure 4 This is a schematic diagram illustrating the superposition of the motion envelope of the test wheel and the motion envelope of the test wheel equipped with the anti-skid chain in the automobile tire anti-skid chain motion envelope test method of the present invention;

[0029] Figure 5 This is a schematic diagram of the overall structure of the automotive tire anti-skid chain motion envelope testing device of the present invention;

[0030] 1- Test wheel motion envelope; 2- Test wheel motion envelope with anti-skid chain installed; 3- Anti-skid chain movement space;

[0031] 100-Base; 200-Lifting assembly; 210-Moving part; 300-Driven wheel; 400-Drive assembly; 500-Test object; 600-Outer contour boundary detection module. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0033] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0035] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0037] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0038] Example

[0039] Please see Figures 1 to 4 This invention provides a method for testing the motion envelope of anti-skid chains on automobile tires, comprising:

[0040] S1. Apply pressure to the test wheel according to the design requirements;

[0041] By applying pressure to the test wheel, the pressure on the test wheel is ensured to meet the requirements of the vehicle's axle load, thereby simulating the stress conditions of the test wheel.

[0042] Before applying pressure to the test tire, inflate it to the upper limit of its design pressure. This ensures that accurate test tire motion envelope data can be obtained.

[0043] S2. Obtain the outer contour boundary of the test wheel during motion and establish the motion envelope data of the test wheel;

[0044] The test wheel is driven to rotate to reach a preset speed to simulate the motion state of the test wheel during travel. After the speed stabilizes, the outer contour detection module sweeps the outer contour of the test wheel in motion to obtain the motion boundary of the test wheel during the motion process, thereby obtaining the motion envelope 1 of the test wheel. The motion envelope data of the test wheel is established through the motion envelope 1 of the test wheel.

[0045] After installing snow chains on the tires, the vehicle speed cannot be too high in order to protect the tires and ensure driving safety. Generally, the speed is about 30-40 km / h. In order to ensure that the design has redundancy, in this embodiment, the test wheel is driven to rotate at a speed of 40 km / h to simulate the force conditions of the test wheel at a speed of 40 km / h.

[0046] S3. Install anti-skid chains on the test wheel and apply pressure to the test wheel with anti-skid chains installed according to the design requirements;

[0047] After obtaining the motion envelope data of the test wheel, the rotation of the test wheel is stopped, anti-skid chains are installed on the test wheel, and pressure is applied to the test wheel with anti-skid chains to ensure that the pressure on the test wheel with anti-skid chains meets the requirements of the axle load of the whole vehicle, thereby simulating the stress condition of the test wheel with anti-skid chains installed.

[0048] When selecting anti-skid chains, the appropriate anti-skid chain model can be chosen according to project requirements and tire model, including the thickness of the anti-skid chain and the installation method of partial or full coverage.

[0049] S4. Obtain the outer contour boundary of the test wheel with anti-skid chain installed during movement, and establish the motion envelope data of the test wheel with anti-skid chain installed.

[0050] The test wheel equipped with anti-skid chains is driven to rotate to a preset speed to simulate the motion state of the test wheel equipped with anti-skid chains during travel. After the speed stabilizes, the outer contour detection module sweeps the outer contour of the test wheel equipped with anti-skid chains in motion to obtain the motion boundary of the test wheel equipped with anti-skid chains during the motion process, thereby obtaining the motion envelope 2 of the test wheel equipped with anti-skid chains. The motion envelope data of the test wheel equipped with anti-skid chains is established through the motion envelope 2 of the test wheel equipped with anti-skid chains.

[0051] To ensure data consistency, the rotational speed of the test wheel in step S2 is the same as that of the test wheel with anti-skid chains installed in step S4.

[0052] Since the motion envelope data of the test wheel was obtained by rotating at a speed of 40 km / h, in order to ensure data consistency, the test wheel equipped with anti-skid chains was also rotated at a speed of 40 km / h to simulate the state of the tire with anti-skid chains in a real sports environment.

[0053] S5. Obtain boundary reserved data based on the motion envelope data of the test wheel with anti-skid chains installed and the motion envelope data of the test wheel.

[0054] Based on the motion envelope data of the test wheel and the motion envelope data of the test wheel with anti-skid chains, the motion envelope 1 of the test wheel and the motion envelope 2 of the test wheel with anti-skid chains are superimposed with the axis of the wheel axle as the base point. The outer side of the motion envelope 2 of the test wheel with anti-skid chains is the maximum motion boundary, and the outer side of the motion envelope 1 of the test wheel is the minimum motion boundary. The space between the maximum motion boundary and the minimum motion boundary is the anti-skid chain motion space 3. The distance between the maximum motion boundary and the minimum motion boundary is detected, and the maximum value of the distance is taken as the boundary reserved data.

[0055] To ensure that the design boundaries are compressed to the maximum extent to reserve space and avoid wasting space, while meeting the user's needs for installing anti-skid chains, the maximum movement boundary includes the maximum movement boundary of the tread and the maximum movement boundary of the sidewall. The minimum movement boundary includes the minimum movement boundary of the tread and the minimum movement boundary of the sidewall. The boundary reservation data includes the tread boundary reservation data and the sidewall boundary reservation data. The tread boundary reservation data is the maximum value of the distance between the maximum and minimum tread movement boundaries, and the sidewall boundary reservation data is the maximum value of the distance between the maximum and minimum sidewall movement boundaries.

[0056] Among them, the tread boundary reserved data can compress the space in the front-rear and vertical directions of the wheel while meeting the requirements for installing anti-skid chains; the sidewall boundary reserved data can compress the space in the left-right direction of the wheel while meeting the requirements for installing anti-skid chains.

[0057] When designing the wheel arches and fender openings of a car, the design can be based on the reserved data at this boundary, so as to ensure that the car body is compact while reserving enough space for the anti-skid chain.

[0058] As can be seen from the above description, the beneficial effects of the present invention are as follows: It provides a test method that can simulate the movement of a tire with anti-skid chains installed in a real environment. This method can obtain the motion envelope diagram of the tire after anti-skid chains are installed. By comparing it with the motion envelope diagram of the tire, the space occupied by the wheel on the vehicle body after anti-skid chains are installed can be obtained more accurately. In the vehicle body design, the design boundary can be compressed to the maximum extent to reserve space, avoiding space waste while meeting the user's needs for installing anti-skid chains.

[0059] Please see Figure 5 The present invention also relates to a vehicle tire anti-skid chain motion envelope testing device for implementing the above-mentioned testing method. The testing device specifically includes:

[0060] Base 100, for mounting drive assembly 400 and lifting assembly 200;

[0061] Drive component 400 is used to mount test object 500 and drive test object 500 to rotate;

[0062] The lifting assembly 200 is used to lift the driven wheel 300 so that the driven wheel 300 applies pressure to the test object 500 during the test. The driven wheel 300 is used to support the test object and apply pressure to the test object to simulate the ground. The magnitude of the pressure applied by the driven wheel 300 to the test object 500 is controlled by the lifting assembly 200 to adjust the height of the driven wheel 300 in the vertical direction.

[0063] The outer contour boundary detection module 600 is used to acquire the motion envelope data of the test object 500.

[0064] In this embodiment, the middle recess of the base 100 forms a driven wheel receiving groove with front and rear openings. The side wall of the driven wheel receiving groove is provided with a lifting component groove. The lifting component 200 is disposed in the lifting component groove. The driven wheel 300 is disposed in the driven wheel receiving groove through the lifting component 200, which can lower the center of gravity of the testing device and ensure that the test can be carried out stably and reliably.

[0065] The drive assembly 400 includes a drive motor mount and a drive motor. The drive motor is mounted on the base 100 via the drive motor mount, with the drive motor shaft positioned above the driven wheel 300. The test object 500 is detachably mounted on the drive motor shaft. The drive motor enables the test object 500 to accelerate, decelerate, and rotate at a constant speed, simulating various working conditions of a tire in actual use. The test object 500 includes a test wheel and a test wheel equipped with anti-skid chains.

[0066] In order to drive the driven wheel 300 to rise and fall, so that the driven wheel 300 abuts against the test object 500 and applies pressure to the test object 500 to simulate the force conditions of the test wheel, the lifting assembly 200 includes a lifting driver and a movable part 210 disposed on the base 100. The driver can drive the movable part 210 to reciprocate in the vertical direction. The movable part 210 is provided with a driven wheel shaft, and the driven wheel 300 is rotatably disposed on the driven wheel shaft.

[0067] In one embodiment, the lifting drive is a lifting drive motor, and the shaft of the lifting drive motor is connected to a lead screw. The movable part 210 moves up and down in the vertical direction by rotating the lead screw, thereby driving the driven wheel shaft to move up and down.

[0068] In order to ensure that the driven wheel 300 applies uniform pressure to the test object 500, there are two movable parts 210, which are respectively disposed on both sides of the driven wheel 300.

[0069] The base 100 has two lifting component slots on opposite sides of the driven wheel receiving slot. Each lifting component slot has a movable part 210, and each end of the driven wheel shaft is rotatably connected to a movable part 210. By simultaneously raising and lowering the two movable parts 210, pressure can be applied to the test object more stably and reliably.

[0070] Two moving parts 210 can be raised and lowered using a lifting actuator via a linkage. Specifically, the shaft of the lifting actuator is connected to the linkage via gears, and each end of the linkage is connected to a lead screw via gears. When the shaft of the lifting actuator rotates, it drives both lead screws to rotate simultaneously, thereby causing the moving parts on each lead screw to move up and down. Similarly, each lead screw can be equipped with its own lifting actuator, and the two lifting actuators can be controlled by a synchronizer to ensure that the two moving parts 210 maintain the same lifting speed and amplitude.

[0071] In order to ensure that sufficient pressure is applied to the test object 500, the lifting assembly 200 also includes a pressure sensor for detecting the pressure on the driven wheel 300.

[0072] The pressure sensor detects the pressure on the driven wheel 300 to determine whether the test object 500 meets the axle load requirements of the whole vehicle, so as to simulate the stress condition of the test wheel.

[0073] In order to obtain the motion envelope of the test object, the outer contour boundary detection module is a high-speed camera. The high-speed camera can capture the tire tread and sidewall contour of the test object 500.

[0074] By capturing images of the moving test object 500 with a high-speed camera over a period of time, the activity boundary of the test object 500 can be depicted. The activity boundary data can be entered into a computer to generate the motion envelope data of the test object.

[0075] It will be readily understood by those skilled in the art that the above embodiments can be freely combined and superimposed without conflict.

[0076] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method for testing the motion envelope of anti-skid chains on automobile tires, comprising: S1. Apply pressure to the test wheel according to the design requirements; S2. Obtain the outer contour boundary of the test wheel during motion and establish the motion envelope data of the test wheel; S3. Install anti-skid chains on the test wheel and apply pressure to the test wheel with anti-skid chains installed according to the design requirements; S4. Obtain the outer contour boundary of the test wheel with anti-skid chain installed during movement, and establish the motion envelope data of the test wheel with anti-skid chain installed. S5. Obtain boundary reserved data based on the motion envelope data of the test wheel with anti-skid chains installed and the motion envelope data of the test wheel.

2. The method for testing the motion envelope of anti-skid chains on automobile tires according to claim 1, characterized in that: In step S5, the motion envelope data of the test wheel is superimposed with the motion envelope data of the test wheel with anti-skid chain installed to obtain the maximum motion boundary and the minimum motion boundary. The distance between the maximum motion boundary and the minimum motion boundary is detected, and the maximum value is taken as the boundary reserved data.

3. The method for testing the motion envelope of anti-skid chains on automobile tires according to claim 1, characterized in that: Before step S1, the test wheel is inflated to bring its tire pressure to the upper limit of the design tire pressure.

4. The method for testing the motion envelope of anti-skid chains on automobile tires according to claim 1, characterized in that: The rotational speed of the test wheel in step S2 is the same as that of the test wheel with anti-skid chain installed in step S4.

5. A device for testing the motion envelope of anti-skid chains on automobile tires, characterized in that, include: The base is used to mount the drive assembly and the lifting assembly; The driving component is used to mount the test object and drive its rotation. The lifting assembly is used to raise and lower the driven wheel, so that the driven wheel can apply pressure to the test object during testing; The outer contour boundary detection module is used to acquire the motion envelope data of the test object.

6. The automotive tire anti-skid chain motion envelope testing device according to claim 5, characterized in that: The lifting assembly includes a lifting driver and a movable component mounted on a base. The lifting driver can drive the movable component to reciprocate in a vertical direction. The movable component is provided with a driven wheel axle, and the driven wheel is rotatably mounted on the driven wheel axle.

7. The automotive tire anti-skid chain motion envelope testing device according to claim 6, characterized in that: There are two movable parts, which are respectively disposed on both sides of the driven wheel.

8. The automotive tire anti-skid chain motion envelope testing device according to claim 5, characterized in that: The lifting assembly also includes a pressure sensor for detecting the pressure on the driven wheel.

9. The automotive tire anti-skid chain motion envelope testing device according to claim 5, characterized in that: The drive assembly includes a drive motor mount and a drive motor. The drive motor is mounted on the base via the drive motor mount, such that the drive motor shaft is located above the driven wheel. The test object is detachably mounted on the drive motor shaft.

10. The automotive tire anti-skid chain motion envelope testing device according to claim 5, characterized in that: The outer contour boundary detection module is a high-speed camera.

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