Durability detection device for new energy automobile tire detection

Abstract

The invention discloses a durability detection device for new energy automobile tire detection, and relates to the technical field of automobile tire detection, the durability detection device comprises a bottom plate, the upper end surface of the bottom plate is fixedly provided with a back plate, the back plate is provided with a detection mechanism, and the detection mechanism is used for fixing a tire body and simulating durability detection of the tire body in a braking state. A vertical plate is fixed to the upper end face of the bottom plate, and a driving mechanism is installed on the vertical plate. According to the durability detection device for new energy automobile tire detection, through the arrangement of an adjusting mechanism, a second hydraulic rod is used for driving a rack to move, meshing transmission of a gear and a two-way threaded rod is matched, a fixing strip and friction convex particles are driven to stretch out and draw back, and the extension length of the friction convex particles on the outer surface of a friction wheel is adjusted; therefore, the friction coefficient between the friction wheel and the tire body is flexibly changed, friction environments under different road conditions such as dry, wet and slippery conditions and rough conditions can be accurately simulated, diversified detection requirements are met, and the comprehensiveness and accuracy of detection results are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive tire testing technology, specifically a durability testing device for testing tires of new energy vehicles. Background Technology

[0002] With the rapid development of the new energy vehicle industry, tires, as the core component in contact with the ground, directly affect vehicle driving safety, range and service life through their durability and wear resistance. Compared with traditional fuel vehicles, new energy vehicles have the characteristics of high torque, fast acceleration and higher vehicle weight, which puts forward higher requirements for tire load-bearing capacity, wear resistance and stability under braking conditions. Therefore, durability testing of tires before leaving the factory and during use has become a key link to ensure the safe operation of new energy vehicles. Currently, most existing tire durability testing devices for new energy vehicles suffer from limited functionality. They can only test the wear resistance of tires under normal driving conditions and cannot simulate the complex stress conditions under braking. The friction between the tire and the ground during braking and the stress changes during deceleration are important factors affecting tire durability. Existing devices cannot accurately detect the wear patterns and durability limits of tires under braking conditions. At the same time, the friction coefficient adjustment methods of existing testing devices are cumbersome and cannot flexibly simulate the friction environment under different road conditions (such as dry roads, wet roads, rough roads, etc.), resulting in deviations between the test results and actual usage scenarios, and making it difficult to fully reflect the tire's durability performance under complex working conditions. Summary of the Invention

[0003] The purpose of this invention is to provide a durability testing device for testing tires of new energy vehicles, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a durability testing device for new energy vehicle tire testing, comprising a base plate, a back plate fixed to the upper surface of the base plate, a testing mechanism mounted on the back plate, the testing mechanism being used for fixing the tire body and simulating the durability testing function of the tire body under braking conditions, a vertical plate fixed to the upper surface of the base plate, a driving mechanism mounted on the vertical plate, the driving mechanism being used for driving the tire body for testing, and an adjustment mechanism mounted on the driving mechanism being used for adjusting the coefficient of friction during tire body testing.

[0005] Preferably, the detection mechanism includes a first hydraulic rod fixed to the back plate, and a movable plate is fixed to the output end of the first hydraulic rod. The movable plate and the crossbar are slidably connected. The crossbar is symmetrically fixed to the movable platform. One end of the movable plate is fixed to one end of a first spring, and the other end of the first spring is fixed to a first pressure sensor, which is fixed to the movable platform. By extending and retracting the first hydraulic rod, the movable plate and the movable platform can be moved. By sliding between the movable plate and the crossbar, the movable plate can move relative to the movable platform. In conjunction with the action of the first spring and the first pressure sensor, the contact pressure of the tire body during detection can be detected.

[0006] Preferably, a first slider is fixed on the movable platform, and the first slider is slidably connected to the first guide rail. The first guide rail is fixed to the back plate. The movable platform is positioned by contacting the baffle, and the baffle is fixed to the back plate. When the movable platform moves, the sliding guidance between the first slider and the first guide rail can ensure the stability of the movement of the movable platform. The baffle can be used to position the movable platform when it moves to the rightmost position, ensuring the normal operation of the detection.

[0007] Preferably, a bracket is fixed to the upper end of the movable platform, and a laser rangefinder is fixed to the lower end of the bracket. The laser rangefinder is located above the tire body. A rotatable rotating shaft is connected to the movable platform, and a positioning plate is fixed on the rotating shaft. A positioning shaft is fixed on the positioning plate. The wear degree of the tire body can be detected by the laser rangefinder, the tire body can be positioned by the rotating shaft, and the tire body can be locked by the bolts cooperating with the positioning plate.

[0008] Preferably, a brake wheel is also fixed on the rotating shaft, and the brake wheel cooperates with the brake plate to achieve frictional deceleration. A slide rod is fixed on the brake plate, and the slide rod is slidably connected to the movable plate. A second spring is fixed between the slide rod and the movable plate. Through the cooperation of the brake wheel and the brake plate, the braking deceleration effect of the rotating shaft can be achieved, thereby simulating the durability test of the tire body under braking conditions.

[0009] Preferably, the driving mechanism includes a second hydraulic rod fixed to the vertical plate, and a fixed plate is fixed to the output end of the second hydraulic rod. The fixed plate and the guide rod are slidably connected. The guide rod is fixed to the movable frame. The fixed plate and one end of the third spring are fixed to each other, and the other end of the third spring is fixed to the second pressure sensor. The second pressure sensor is fixed to the movable frame. The extension and retraction of the second hydraulic rod can provide a basic force for the movement of the fixed plate and the movable frame. The sliding guidance between the fixed plate and the guide rod can make the fixed plate move relative to the movable frame. With the action of the third spring and the second pressure sensor, the contact pressure of the tire body during detection can be detected.

[0010] Preferably, the lower end of the movable frame is symmetrically fixed with second sliders, and the second sliders are slidably connected to the second guide rail. The second guide rail is fixed to the base plate. When the movable frame moves, the sliding guidance between the second slider and the second guide rail can ensure the stability of the movable frame's movement.

[0011] Preferably, a motor is also fixed on the movable frame, and the output end of the motor is fixed to the friction wheel. The friction wheel bearing is connected to the movable frame, and an adjustment mechanism is installed on the friction wheel. The movable frame is positioned by contacting the limiting plate, and the limiting plate is fixed on the base plate. The motor can drive the friction wheel to rotate, thereby ensuring normal operation of the detection. The limiting plate can also limit the leftmost position of the movable frame.

[0012] Preferably, the adjusting mechanism includes a bidirectional threaded rod with a bearing connected to the friction wheel, and the bidirectional threaded rod is connected to the movable frame by a bearing. A gear is fixed on the bidirectional threaded rod, and the gear meshes with a rack to achieve transmission. The rack is fixed to the fixed plate, and the rack is slidably connected to the movable frame. Through the meshing transmission between the gear and the rack, a basic force can be provided for the rotation of the bidirectional threaded rod.

[0013] Preferably, the bidirectional threaded rod and the disc are threadedly connected, and the disc is rotatably connected to one end of the connecting rod, while the other end of the connecting rod is rotatably connected to the round rod. Simultaneously, the round rod and the friction wheel are slidably connected. A fixing strip is also fixed to the round rod, and this fixing strip is slidably connected to the friction wheel. Friction protrusions are uniformly fixed on the fixing strip. The rotation of the bidirectional threaded rod drives the disc to move. Combined with the transmission action of the connecting rod, the round rod, the fixing strip, and the friction protrusions can move, thereby adjusting the distance between the friction protrusions and the friction wheel, and thus achieving the adjustment of the friction coefficient.

[0014] Compared with the prior art, the beneficial effects of the present invention are: 1. This durability testing device for testing tire bodies of new energy vehicles, through the coordinated cooperation of the testing mechanism and the drive mechanism, can not only simulate the rotation state of the tire body during normal driving to complete the conventional wear resistance test, but also drive the brake plate to contact the brake wheel through the extension of the first hydraulic rod to simulate the deceleration process of the tire body under different braking forces, accurately detect the wear condition of the tire body under braking conditions, fill the gap that existing devices cannot fully cover the braking condition test, and make the test results more valuable. 2. This durability testing device for testing the tire body of new energy vehicles, through the setting of the adjustment mechanism, uses the second hydraulic rod to drive the rack to move, and in conjunction with the meshing transmission of the gear and the bidirectional threaded rod, drives the fixed strip and friction protrusions to extend and retract, thereby realizing the adjustment of the extension length of the friction protrusions on the outer surface of the friction wheel, and thus flexibly changing the friction coefficient between the friction wheel and the tire body. It can accurately simulate the friction environment under different road conditions such as dry, wet, and rough, meet diverse testing needs, and improve the comprehensiveness and accuracy of the test results; 3. The durability testing device for testing the tire body of new energy vehicles has a tire body that is nested with a positioning shaft and a positioning plate and then locked with bolts. The installation and operation are simple and the positioning accuracy is high, which can effectively prevent the tire body from shifting during the testing process. At the same time, the movable table slides with the first guide rail through the first slider and the movable frame slides with the second guide rail through the second slider. With the flexible support of the spring, the stability of the tire body when in contact with the friction wheel is ensured, which further improves the reliability of the test data. 4. This durability testing device for testing the tire body of new energy vehicles uses a first pressure sensor and a second pressure sensor to monitor in real time the pressure between the tire body and the friction wheel, and the elastic force of the spring during braking. This allows for the quantification of braking force and contact pressure, enabling staff to accurately grasp the force changes during the testing process and providing precise data support for the analysis and optimization of tire body durability performance. Attached Figure Description

[0015] Figure 1 This is a frontal three-dimensional structural diagram of the overall composition of the device of the present invention; Figure 2 This is a top-view three-dimensional structural diagram of the overall composition of the device of the present invention; Figure 3 This is a frontal three-dimensional structural diagram of the detection mechanism of the present invention; Figure 4 This is a frontal three-dimensional structural diagram of the drive mechanism of the present invention; Figure 5 This is a frontal cross-sectional three-dimensional structural diagram of the drive mechanism of the present invention; Figure 6 This is a top-view cross-sectional three-dimensional structural diagram of the drive mechanism of the present invention; Figure 7 This is a frontal three-dimensional structural diagram of the adjustment mechanism of the present invention.

[0016] In the diagram: 1. Base plate; 2. Back plate; 3. Detection mechanism; 301. First hydraulic rod; 302. Movable plate; 303. Crossbar; 304. Movable platform; 305. First spring; 306. First pressure sensor; 307. First slider; 308. First guide rail; 309. Brake; 310. Laser rangefinder; 311. Rotating shaft; 312. Positioning plate; 313. Positioning shaft; 314. Brake wheel; 315. Brake plate; 316. Slide rod; 317. Second spring; 318. Baffle; 4. Tire body 5. Vertical plate; 6. Drive mechanism; 601. Second hydraulic rod; 602. Fixed plate; 603. Guide rod; 604. Movable frame; 605. Third spring; 606. Second pressure sensor; 607. Second slider; 608. Second guide rail; 609. Motor; 610. Friction wheel; 611. Limiting plate; 7. Adjustment mechanism; 701. Bidirectional threaded rod; 702. Gear; 703. Rack; 704. Disc; 705. Connecting rod; 706. Round rod; 707. Fixed strip; 708. Friction protrusions. Detailed Implementation

[0017] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Please see Figures 1-7 This invention provides a technical solution: a durability testing device for testing tires of new energy vehicles, comprising a base plate 1, a back plate 2 fixed on the upper surface of the base plate 1, a testing mechanism 3 installed on the back plate 2, the testing mechanism 3 being used to fix the tire body 4 and to simulate the durability testing function of the tire body 4 under braking conditions, a vertical plate 5 fixed on the upper surface of the base plate 1, a driving mechanism 6 installed on the vertical plate 5, the driving mechanism 6 being used to realize the driving testing function of the tire body 4, and an adjustment mechanism 7 installed on the driving mechanism 6, the adjustment mechanism 7 being used to adjust the friction coefficient during the testing of the tire body 4.

[0019] The detection mechanism 3 includes a first hydraulic rod 301 fixed to the back plate 2, and a movable plate 302 fixed to the output end of the first hydraulic rod 301. The movable plate 302 is slidably connected to a crossbar 303. The crossbar 303 is symmetrically fixed to the movable platform 304. One end of the movable plate 302 is fixed to one end of a first spring 305, and the other end of the first spring 305 is fixed to a first pressure sensor 306, which is also fixed to the movable platform 304. A first slider 307 is fixed to the movable platform 304, and a first guide rail 308 is slidably connected to it. The first guide rail 308 is fixed to the back plate 2. The movable platform 304 contacts the baffle 318 to achieve positioning. The position is such that the baffle 318 is fixed on the back plate 2; the upper end of the movable platform 304 is fixed with a bracket 309, and the lower end of the bracket 309 is fixed with a laser rangefinder 310, and the laser rangefinder 310 is located above the tire body 4; the movable platform 304 is connected with a rotatable rotating shaft 311, and a positioning plate 312 is fixed on the rotating shaft 311, and a positioning shaft 313 is fixed on the positioning plate 312; a brake wheel 314 is also fixed on the rotating shaft 311, and the brake wheel 314 cooperates with the brake plate 315 to achieve frictional deceleration; a slide rod 316 is fixed on the brake plate 315, and the slide rod 316 is slidably connected to the movable plate 302; a second spring 317 is fixed between the slide rod 316 and the movable plate 302. When using this durability testing device for new energy vehicle tire testing, such as Figures 1-7 As shown, the tire body 4 is first installed. The tire body 4 can be positioned and installed by nesting the tire body 4 with the positioning shaft 313. Then, the tire body 4 can be locked by bolts passing through the tire body 4 and cooperating with the positioning plate 312. After the tire body 4 is installed, during testing, simply extend the first hydraulic rod 301 to move the movable plate 302. The flexible support of the first spring 305 allows the movable platform 304 and the installed tire body 4 to move synchronously. Combined with the sliding guidance between the first slider 307 and the first guide rail 308, the stability of the movement of the movable platform 304 and the tire body 4 is ensured until the tire body 4 contacts the friction wheel 610. At this point, the motor 609 drives the friction wheel 610 to rotate. The friction between the friction wheel 610 and the tire body 4 causes the tire body 4, positioning plate 312, rotating shaft 311, and brake wheel 314 to rotate. When simulating the wear resistance test of the tire body 4 under braking conditions, the first hydraulic rod 301 extends further. Positioning is achieved by the tire body 4 contacting the friction wheel 610, and positioning is also achieved by the movable frame 604 contacting the limiting plate 611. This limits the positions of the movable platform 304, tire body 4, and friction wheel 610, thus causing the movable plate 302 to be subjected to force relative to the movable platform 304. 04. The movement of the movable platform 304, coordinated with the sliding guide action between the movable plate 302 and the crossbar 303, ensures the stability of the movement. At this time, the first spring 305 contracts under force, and the first pressure sensor 306 detects the elastic force of the first spring 305, thereby detecting the pressure generated by the tire body 4 on the friction wheel 610. When the movable plate 302 moves relative to the movable platform 304 under force, it simultaneously drives the slide bar 316 and the brake plate 315 to move. When the brake plate 315 contacts the brake wheel 314... The first hydraulic rod 301 continues to extend, causing the second spring 317 to contract under force, thereby generating friction between the brake plate 315 and the brake wheel 314, thus achieving the deceleration effect of the rotating shaft 311 and the tire body 4, and simulating the wear resistance test of the tire body 4 under braking conditions. The greater the friction between the brake plate 315 and the brake wheel 314, the slower the rotation speed of the simulated tire body 4 relative to the friction wheel 610, so that the wear resistance test of the simulated tire body 4 under different braking forces can be simulated according to actual needs. The drive mechanism 6 includes a second hydraulic rod 601 fixed to the vertical plate 5, and a fixed plate 602 fixed to the output end of the second hydraulic rod 601. The fixed plate 602 is slidably connected to the guide rod 603, and the guide rod 603 is fixed to the movable frame 604. The fixed plate 602 is fixed to one end of the third spring 605, and the other end of the third spring 605 is fixed to the second pressure sensor 606, which is also fixed to the movable frame 604. A second slider 607 is symmetrically fixed to the front and rear of the lower end of the movable frame 604, and the second slider 607 is slidably connected to the second guide rail 608, which is fixed to the base plate 1. A motor 609 is also fixed to the movable frame 604, and the output end of the motor 609 is fixed to the friction wheel 610. The friction wheel 610 is connected to the movable frame 604 by a bearing, and an adjustment mechanism 7 is installed on the friction wheel 610. Positioning is achieved by contacting the limiting plate 611, and the limiting plate 611 is fixed on the base plate 1; the adjusting mechanism 7 includes a bidirectional threaded rod 701 with a bearing connected to the friction wheel 610, and the bidirectional threaded rod 701 is connected to the movable frame 604 by a bearing, and a gear 702 is fixed on the bidirectional threaded rod 701. At the same time, the gear 702 meshes with the rack 703 to achieve transmission. The rack 703 is fixed to the fixed plate 602, and the rack 703 is slidably connected to the movable frame 604; the bidirectional threaded rod 701 is threadedly connected to the disc 704, and the disc 704 is rotatably connected to one end of the connecting rod 705. The other end of the connecting rod 705 is rotatably connected to the round rod 706, and the round rod 706 is slidably connected to the friction wheel 610. A fixing strip 707 is also fixed on the round rod 706, and the fixing strip 707 is slidably connected to the friction wheel 610. Friction protrusions 708 are evenly fixed on the fixing strip 707; During the use of the device, such as Figures 1-7As shown, after the tire body 4 is installed, the first hydraulic rod 301 is not extended. This means the movable platform 304 contacts the baffle 318 for positioning, ensuring the stability of the movable platform 304 and the tire body 4. When simulating wear resistance testing of the tire body 4 under different road conditions (i.e., different friction coefficients), only the second hydraulic rod 601 needs to be extended, causing the fixed plate 602 to move under force. Combined with the flexible support of the third spring 605, the movable frame 604 and the friction wheel 610 can move synchronously. This, along with the second slider 607 and the second guide... The sliding guide between rails 608 ensures the stability of the movement of the movable frame 604 and the friction wheel 610 until the friction wheel 610 contacts the tire body 4. At this time, the friction wheel 610 is driven to rotate by the motor 609. Combined with the friction between the friction wheel 610 and the tire body 4, the tire body 4 can rotate. Since the brake plate 315 and the brake wheel 314 are separated at this time, the tire body 4 can rotate normally (i.e., simulate the normal driving state of the tire body 4), thereby realizing the wear resistance detection function of the tire body 4. When it is necessary to adjust the coefficient of friction between the friction wheel 610 and the tire body 4, simply control the second hydraulic rod 601 to continue extending. Since the contact between the friction wheel 610 and the tire body 4 is limited at this time, the fixed plate 602 moves relative to the movable frame 604 under the continued extension of the second hydraulic rod 601. Combined with the sliding action between the fixed plate 602 and the guide rod 603, the stability of the fixed plate 602's movement can be ensured. At this time, the third spring 605 contracts under force, and in conjunction with the function of the second pressure sensor 606, the pressure between the friction wheel 610 and the tire body 4 can be monitored. Furthermore, when the fixed plate 602 moves relative to the movable frame 604, it synchronously drives the rack 703 to move. Combined with the sliding action between the rack 703 and the movable frame 604, the pressure between the friction wheel 610 and the tire body 4 can be adjusted. To ensure the stability of the rack 703's movement, the meshing transmission between the rack 703 and the gear 702 allows the bidirectional threaded rod 701 to rotate, thereby driving the two discs 704 to move towards each other. Combined with the transmission action of the connecting rod 705, this allows the round rod 706, the fixing strip 707, and the friction protrusions 708 to move outwards from the friction wheel 610. The sliding action between the round rod 706 and the friction wheel 610 ensures the stability of the movement of the fixing strip 707 and the friction protrusions 708, thus adjusting the distance between the friction protrusions 708 and the outer surface of the friction wheel 610. This, in turn, adjusts the coefficient of friction between the friction wheel 610 and the tire body 4, simulating the wear resistance testing of the tire body 4 under different road conditions.

[0020] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0021] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only for the purpose of helping to understand the method and core ideas of the present invention. The above descriptions are only preferred embodiments of the present invention. It should be noted that due to the limitations of textual expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of the present invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of the present invention.

Claims

1. A durability testing device for testing tires of new energy vehicles, comprising a base plate (1), characterized in that: A back plate (2) is fixed on the upper surface of the base plate (1). A detection mechanism (3) is installed on the back plate (2). The detection mechanism (3) is used to fix the tire body (4) and simulate the durability test of the tire body (4) under braking conditions. A vertical plate (5) is fixed on the upper surface of the base plate (1). A drive mechanism (6) is installed on the vertical plate (5). The drive mechanism (6) is used to realize the drive test of the tire body (4). An adjustment mechanism (7) is installed on the drive mechanism (6). The adjustment mechanism (7) is used to adjust the friction coefficient when the tire body (4) is tested.

2. The durability testing device for testing tires of new energy vehicles according to claim 1, characterized in that: The detection mechanism (3) includes a first hydraulic rod (301) fixed on the back plate (2), and a movable plate (302) is fixed at the output end of the first hydraulic rod (301). The movable plate (302) and the crossbar (303) are slidably connected. The crossbar (303) is symmetrically fixed on the movable platform (304). The movable plate (302) and one end of the first spring (305) are fixed to each other. The other end of the first spring (305) is fixed on the first pressure sensor (306). The first pressure sensor (306) is fixed on the movable platform (304).

3. The durability testing device for testing tires of new energy vehicles according to claim 2, characterized in that: The movable platform (304) is fixed with a first slider (307), and the first slider (307) is slidably connected to the first guide rail (308). The first guide rail (308) is fixed on the back plate (2). The movable platform (304) contacts the baffle (318) to achieve positioning, and the baffle (318) is fixed on the back plate (2).

4. The durability testing device for testing tires of new energy vehicles according to claim 3, characterized in that: The upper end of the movable platform (304) is fixed with a bracket (309), and the lower end of the bracket (309) is fixed with a laser rangefinder (310). The laser rangefinder (310) is located above the tire body (4). The movable platform (304) is connected with a rotatable rotating shaft (311), and a positioning plate (312) is fixed on the rotating shaft (311). A positioning shaft (313) is fixed on the positioning plate (312).

5. A durability testing device for testing tires of new energy vehicles according to claim 4, characterized in that: A brake wheel (314) is also fixed on the rotating shaft (311), and the brake wheel (314) cooperates with the brake plate (315) to achieve frictional deceleration. A slide rod (316) is fixed on the brake plate (315), and the slide rod (316) is slidably connected to the movable plate (302). A second spring (317) is fixed between the slide rod (316) and the movable plate (302).

6. The durability testing device for testing tires of new energy vehicles according to claim 1, characterized in that: The drive mechanism (6) includes a second hydraulic rod (601) fixed on the vertical plate (5), and a fixed plate (602) is fixed to the output end of the second hydraulic rod (601). The fixed plate (602) and the guide rod (603) are slidably connected. The guide rod (603) is fixed on the movable frame (604). The fixed plate (602) and one end of the third spring (605) are fixed to each other. The other end of the third spring (605) is fixed on the second pressure sensor (606). The second pressure sensor (606) is fixed on the movable frame (604).

7. A durability testing device for testing tires of new energy vehicles according to claim 6, characterized in that: The lower end of the movable frame (604) is symmetrically fixed with a second slider (607), and the second slider (607) is slidably connected to the second guide rail (608), and the second guide rail (608) is fixed on the base plate (1).

8. A durability testing device for testing tires of new energy vehicles according to claim 7, characterized in that: The movable frame (604) is also fixed with a motor (609), and the output end of the motor (609) is fixed to the friction wheel (610). The friction wheel (610) is connected to the movable frame (604) with a bearing. At the same time, an adjustment mechanism (7) is installed on the friction wheel (610). The movable frame (604) contacts the limiting plate (611) to achieve positioning, and the limiting plate (611) is fixed on the base plate (1).

9. A durability testing device for testing tires of new energy vehicles according to claim 8, characterized in that: The adjustment mechanism (7) includes a bidirectional threaded rod (701) with a bearing connected to the friction wheel (610), and the bidirectional threaded rod (701) and the movable frame (604) are connected by a bearing. A gear (702) is fixed on the bidirectional threaded rod (701), and the gear (702) meshes with the rack (703) to achieve transmission. The rack (703) is fixed to the fixed plate (602), and the rack (703) and the movable frame (604) are slidably connected.

10. A durability testing device for testing tires of new energy vehicles according to claim 9, characterized in that: The bidirectional threaded rod (701) is threadedly connected to the disc (704), and the disc (704) is rotatably connected to one end of the connecting rod (705). The other end of the connecting rod (705) is rotatably connected to the round rod (706). Meanwhile, the round rod (706) is slidably connected to the friction wheel (610). A fixing strip (707) is also fixed on the round rod (706), and the fixing strip (707) is slidably connected to the friction wheel (610). Friction protrusions (708) are uniformly fixed on the fixing strip (707).

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