A device for testing the performance of a vehicle tire

Abstract

The application relates to the technical field of automobile tire performance testing devices, and particularly discloses an automobile tire performance testing device, which comprises a rack with a platform, a rotating drum rotatably connected to the rack, a wheel hub arranged on the platform and used for mounting a tire, the tire abutting against the rotating drum, a suspension platform arranged on the platform and located at one side of the wheel hub, a swing arm, a shock absorber with a lower end connected to the wheel hub, an upper end of the shock absorber connected to the suspension platform through a mounting frame, a load actuator mounted on the platform, an output end of the load actuator connected to the suspension platform, a balancer connected between the platform and the suspension platform, a driving unit mounted on the platform, an output end of the driving unit connected to the wheel hub, a steering actuator mounted on the suspension platform, an output end of the steering actuator connected to the wheel hub, and a brake caliper arranged on the wheel hub. The automobile tire performance testing device can adjust the speed, load, steering and braking conditions of the tire, shorten the testing period and reduce the testing cost.

Description

Technical Field

[0001] This invention relates to the field of automotive tire performance testing equipment, and in particular to an automotive tire performance testing equipment. Background Technology

[0002] On the one hand, the performance and durability testing of automobile tires is carried out through vehicle road tests, which are time-consuming and expensive. On the other hand, the performance and durability testing of automobile tires is carried out through testing equipment, but the current testing equipment lacks the ability to install tires in the actual vehicle condition, and the tire load and resistance are consistent with the actual vehicle condition, which cannot meet the requirements of various tire shifting, steering and braking conditions. Summary of the Invention

[0003] The purpose of this invention is to provide an automotive tire performance testing device that can adjust tire speed, load, steering and braking conditions, shorten the testing cycle and reduce testing costs.

[0004] To achieve the above objectives, the present invention provides an automobile tire performance testing device, comprising: Rack, with a platform; The drum is rotatably connected within the frame; A wheel hub, disposed on the platform and used to mount a tire, the tire abutting against the drum; Suspension platforms are spaced apart on the platform and located on one side of the wheel hub; The swing arm has its third end hinged to the wheel hub, and its first and second ends are fixedly connected to the suspension platform. The shock absorber is connected at its lower end to the wheel hub and at its upper end to the suspension platform via a mounting bracket. A load actuator is mounted on the platform, and the output end of the load actuator is connected to the suspension platform; A balancer is connected between the platform and the suspension platform, and is located on the side of the suspension platform away from the wheel hub; A drive unit is mounted on the platform, and the output end of the drive unit is connected to the wheel hub; A steering actuator, mounted on the suspension platform, the output end of the steering actuator being connected to the wheel hub; and Brake calipers are located on the wheel hub.

[0005] In some embodiments, the device further includes a damping spring and a column, the damping spring being connected between the damper and the mounting bracket, the lower end of the column being fixed to the suspension platform, and the mounting bracket being connected to the column.

[0006] In some embodiments, the device further includes a connecting rod and a connecting seat, the connecting seat being fixed to the suspension platform, the upper end of the connecting rod being hinged to the side wall of the shock absorber, and the lower end of the connecting rod being hinged to the connecting seat.

[0007] In some embodiments, a plurality of strain gauges are also included, which are used to measure the stress generated by the hub, the swing arm, and the damping spring.

[0008] In some embodiments, the system further includes a first swing arm seat and a second swing arm seat mounted on the suspension platform, wherein a first end of the swing arm is connected to the first swing arm seat and a second end of the swing arm is connected to the second swing arm seat.

[0009] In some embodiments, the platform also includes a gantry mounted on the platform, and two load actuators are provided. The load actuators are mounted on the gantry and are connected to the suspension platform via a first force sensor.

[0010] In some embodiments, the drive unit includes a drive motor, a transmission shaft, and a drive shaft. The drive motor is mounted on the platform via a motor frame. The output end of the drive motor is connected to the input end of the transmission shaft via a speed and torque sensor. The output end of the transmission shaft is connected to the input end of the drive shaft. The output end of the drive shaft is connected to the bearing of the wheel hub.

[0011] In some embodiments, the system further includes a support, a steering tie rod, a second force sensor, and a steering knuckle. The steering actuator is mounted on the suspension via the support, the steering knuckle is mounted on the wheel hub, and the output of the steering actuator is connected to the steering knuckle via the steering tie rod and the second force sensor.

[0012] In some embodiments, the system further includes a mounting frame, a servo motor, a lead screw, a slide rail, a slider, a master cylinder, a brake reservoir, and a brake pipe. The mounting frame is fixed to the suspension platform. The servo motor is mounted on one end of the mounting frame. The slide rail is disposed on the mounting frame. The master cylinder is mounted on the other end of the mounting frame. The brake reservoir is connected to the inlet of the master cylinder. The outlet of the master cylinder is connected to the brake caliper through the brake pipe. The output end of the servo motor is connected to the lead screw. The slider is threadedly connected to the lead screw. The slider is slidably connected to the slide rail. The slider is connected to the piston rod of the master cylinder. A displacement torque sensor is disposed on the lead screw.

[0013] In some embodiments, the device further includes a dynamometer and a drum sleeve. The dynamometer is disposed within the frame, and its input end is connected to the drum. The drum sleeve is disposed on the peripheral wall of the drum and abuts against the tire.

[0014] This invention provides a vehicle tire performance testing device, which has the following advantages compared with the prior art: The frame has a platform, a drum is rotatably connected to the frame, a wheel hub is mounted on the platform and used to mount a tire, the tire abuts against the drum, a suspension platform is spaced on the platform and located on one side of the wheel hub, the third end of a swing arm is hinged to the wheel hub, the first and second ends of the swing arm are fixedly connected to the suspension platform, the lower end of a shock absorber is connected to the wheel hub, the upper end of the shock absorber is connected to the suspension platform via a mounting bracket, a load actuator is mounted on the platform, the output end of the load actuator is connected to the suspension platform, a balancer is connected between the platform and the suspension platform and is located on the side of the suspension platform away from the wheel hub, a drive unit is mounted on the platform, the output end of the drive unit is connected to the wheel hub, a steering actuator is mounted on the suspension platform, the output end of the steering actuator is connected to the wheel hub, and a brake caliper is located on the wheel hub. In this way, the drive unit can adjust the tire speed change conditions, the load actuator can adjust the tire load conditions, the steering actuator can adjust the tire steering conditions, and the brake caliper can adjust the tire braking conditions. Compared with the whole vehicle road test, the test cycle is shortened and the test cost is reduced. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of an automobile tire performance testing device provided in some embodiments of the present invention.

[0016] Figure 2 This is a top view of the suspension structure of an automobile tire performance testing device provided in some embodiments of the present invention.

[0017] Figure 3 This is a magnified schematic diagram of the suspension structure of an automobile tire performance testing device provided in some embodiments of the present invention.

[0018] Figure 4 This is an enlarged structural schematic diagram of the swing arm and shock absorber of an automobile tire performance testing device provided in some embodiments of the present invention.

[0019] Figure 5 This is a schematic diagram of an enlarged load driver structure for an automobile tire performance testing device provided in some embodiments of the present invention.

[0020] Figure 6 This is an enlarged structural schematic diagram of the drive unit of an automobile tire performance testing device provided in some embodiments of the present invention.

[0021] Figure 7 This is an enlarged structural schematic diagram of the steering actuator of an automobile tire performance testing device provided in some embodiments of the present invention.

[0022] Figure 8 This is an enlarged schematic diagram of the brake caliper structure of an automobile tire performance testing device provided in some embodiments of the present invention.

[0023] In the diagram: 1. Frame; 1a. Platform; 2. Drum; 21. Dynamometer; 22. Drum sleeve; 3. Hub; 31. Tire; 4. Suspension platform; 5. Swing arm; 51. First swing arm seat; 52. Second swing arm seat; 6. Vibration damper; 61. Mounting bracket; 62. Vibration damping spring; 63. Column; 64. Connecting rod; 65. Connecting seat; 7. Load actuator; 71. Gantry frame; 72. First force sensor; 8. Balancer; 9. Drive unit; 91. Drive motor; 92. 93. Drive shaft; 94. Motor frame; 95. Speed ​​and torque sensor; 10. Steering actuator; 101. Support; 102. Steering tie rod; 103. Second force sensor; 104. Steering knuckle; 11. Brake caliper; 111. Mount; 112. Servo motor; 113. Lead screw; 114. Slide rail; 115. Slider; 116. Master brake cylinder; 117. Brake reservoir; 118. Brake pipe; 119. Displacement and torque sensor; 12. Strain gauge. Detailed Implementation

[0024] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0025] It should be understood that in the description of this application, the terms "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are used solely for the convenience of describing this application and for 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 application. 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 indicated technical features. That is, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, unless otherwise stated, "a plurality of" means two or more.

[0026] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0027] like Figure 1 , Figure 2 , Figure 3 and Figure 8As shown, the automobile tire performance testing device of some embodiments of the present invention includes a frame 1, a drum 2, a wheel hub 3, a suspension platform 4, a swing arm 5, a shock absorber 6, a load actuator 7, a balancer 8, a drive unit 9, a steering actuator 10, and a brake caliper 11.

[0028] The frame 1 has a platform 1a. The platform 1a provides support for the various components.

[0029] The drum 2 is rotatably connected to the frame 1. Specifically, the drum 2 is rotatably mounted between two bearing seats, which are located inside the frame.

[0030] The hub 3 is mounted on the platform 1a and is used to mount the tire 31, which abuts against the drum 2. In this way, the drum 2 can simulate the resistance of the tire 31 rolling on the road surface.

[0031] The suspension platform 4 is spaced on the platform 1a and located on one side of the wheel hub 3. In this way, the suspension platform 4 can simulate the subframe of a car.

[0032] The third end of the swing arm 5 is hinged to the wheel hub 3, and the first and second ends of the swing arm 5 are fixedly connected to the suspension platform 4. In this way, the swing arm 5 connects the suspension platform 4 and the wheel hub 3.

[0033] The lower end of the shock absorber 6 is connected to the wheel hub 3, and the upper end of the shock absorber 6 is connected to the suspension platform 4 via the mounting bracket 61. In this way, the shock absorber 6 can reduce the vibration of the wheel hub 3.

[0034] The load actuator 7 is mounted on the platform 1a, and its output end is connected to the suspension platform 4. The load actuator 7 can adjust the load conditions applied to the suspension platform 4.

[0035] The balancer 8 is connected between the platform 1a and the suspension 4, and is located on the side of the suspension 4 away from the wheel hub 3. In this way, the balancer 8 simulates the tire on the other side of the suspension 4. Its stiffness is adjustable, and it can balance the forces on the suspension 4 in all directions. Specifically, the balancer 8 uses an air spring, which utilizes the compressibility of the air in the internal sealed cavity to achieve elastic support. After being loaded, the balancer 8 automatically adjusts its stiffness and height by the change in compressed air pressure, which plays a supporting role for the suspension 4. It can withstand the longitudinal and lateral forces generated by the tire 31 during the test, ensuring that the suspension 4 remains in a balanced state.

[0036] The drive unit 9 is mounted on the platform 1a, and its output is connected to the wheel hub 3. Thus, the drive unit 9 can adjust the gear shifting of the tire 31.

[0037] The steering actuator 10 is mounted on the suspension platform 4, and the output end of the steering actuator 10 is connected to the wheel hub 3. In this way, the steering actuator 10 can adjust the steering condition of the tire 31.

[0038] The brake caliper 11 is located on the wheel hub 3. Specifically, the brake caliper 11 can clamp the brake disc mounted on the wheel hub 3, thereby adjusting the braking condition of the tire 31.

[0039] Based on the above structural setup, the actual vehicle installation state of tire 31 can be simulated. The drive unit 9 can adjust the speed change condition of tire 31, the load actuator 7 can adjust the load condition of tire 31, the steering actuator 10 can adjust the steering condition of tire 31, and the brake caliper 11 can adjust the braking condition of tire 31. Compared with the whole vehicle road test, the test cycle is shortened and the test cost is reduced.

[0040] like Figure 4 As shown, in some embodiments, a damping spring 62 and a column 63 are also included. The damping spring 62 is connected between the vibration damper 6 and the mounting bracket 61, and the lower end of the column 63 is fixed to the suspension platform 4. The mounting bracket 61 is connected to the column 63. In this way, the damping spring 62 and the column 63 stabilize the mounting structure of the vibration damper 6.

[0041] In some embodiments, the device further includes a connecting rod 64 and a connecting seat 65. The connecting seat 65 is fixed to the suspension platform 4, the upper end of the connecting rod 64 is hinged to the side wall of the shock absorber 6, and the lower end of the connecting rod 64 is hinged to the connecting seat 65. In this way, the position of the shock absorber 6 is stabilized by the connecting rod 64 and the connecting seat 65.

[0042] like Figure 4 As shown, in some embodiments, multiple strain gauges 12 are also included. The strain gauges 12 are used to measure the stress generated by the wheel hub 3, the swing arm 5, and the shock absorber spring 62. In this way, by measuring the stress with the whole vehicle through the strain gauges 12, it is ensured that the load on the tire 31 is consistent with the actual vehicle condition.

[0043] like Figure 4 As shown, in some embodiments, a first swing arm seat 51 and a second swing arm seat 52 are also mounted on the suspension platform 4. The first end of the swing arm 5 is connected to the first swing arm seat 51, and the second end of the swing arm 5 is connected to the second swing arm seat 52. In this way, the first swing arm seat 51 and the second swing arm seat 52 stabilize the mounting structure of the swing arm 5.

[0044] In the above embodiment, the coordinates of the mounting points of the shock absorber 6, connecting rod 64, first swing arm seat 51, and second swing arm seat 52 are located by a coordinate measuring machine, so that the wheel hub 3 is installed according to the actual vehicle state, and the camber angle, toe angle, caster angle, and inclination angle of the tire 31 are consistent with the actual vehicle state.

[0045] like Figure 5As shown, in some embodiments, a gantry 71 mounted on the platform is also included. Two load actuators 7 are provided and mounted on the gantry 71. The load actuators 7 are connected to the suspension platform 4 via a first force sensor 72. Specifically, the first force sensor 72 can measure the load applied by the load actuator 7. The load actuator 7 is a hydraulic cylinder or a pneumatic cylinder, and the position of the load application point is adjustable.

[0046] like Figure 6 As shown, in some embodiments, the drive unit 9 includes a drive motor 91, a transmission shaft 92, and a drive shaft 93. The drive motor 91 is mounted on the platform 1a via a motor bracket 94. The output end of the drive motor 91 is connected to the input end of the transmission shaft 92 via a speed and torque sensor 95. The output end of the transmission shaft 92 is connected to the input end of the drive shaft 93. The output end of the drive shaft 93 is connected to the bearing 32 of the wheel hub 3. Specifically, the external spline of the drive shaft 93 is connected to the internal spline of the bearing 32. The speed and torque sensor 95 monitors the input speed and torque, ensuring that the drive of the tire 31 is consistent with the actual vehicle state.

[0047] like Figure 7 As shown, in some embodiments, the system also includes a support 101, a steering tie rod 102, a second force sensor 103, and a steering knuckle 104. The steering actuator 10 is mounted on the suspension platform 4 via the support 101, and the steering knuckle 104 is mounted on the wheel hub 3. The output end of the steering actuator 10 is connected to the steering knuckle 104 via the steering tie rod 102 and the second force sensor 103. Specifically, the outer ball joint of the steering tie rod 102 is connected to the steering arm pin hole of the steering knuckle 104. The steering actuator 10 drives the steering tie rod 102, and the second force sensor 103 measures the steering force, thus ensuring that the steering of the tire 31 is consistent with the actual vehicle state.

[0048] like Figure 8As shown, in some embodiments, the system also includes a base 111, a servo motor 112, a lead screw 113, a slide rail 114, a slider 115, a master brake cylinder 116, a brake reservoir 117, and a brake pipe 118. The base 111 is fixed to the suspension platform 4. The servo motor 112 is mounted on one end of the base 111. The slide rail 114 is mounted on the base 111. The master brake cylinder 116 is mounted on the other end of the base 111. The brake reservoir 117 is connected to the inlet of the master brake cylinder 116. The outlet of the master brake cylinder 116 is connected to the brake caliper 11 through the brake pipe 118. The output end of the servo motor 112 is connected to the lead screw 113. The slider 115 is threadedly connected to the lead screw 113. The slider 115 is slidably connected to the slide rail 114. The slider 115 is connected to the piston rod of the master brake cylinder 116. A displacement torque sensor 119 is provided on the lead screw 113. Thus, the servo motor 112 drives the slider 115 to slide on the slide rail 114 via the lead screw 113, pushing the piston rod of the master cylinder 116 to compress the brake fluid and generate high hydraulic pressure. The brake caliper 11 is controlled to move through the brake pipe 118, the brake reservoir 117 stores and provides brake fluid, and the displacement torque sensor 119 measures the braking stroke and braking force, so that the braking of the tire 31 is consistent with the actual vehicle state.

[0049] like Figure 1 As shown, in some embodiments, a dynamometer 21 and a drum sleeve 22 are also included. The dynamometer 21 is disposed inside the frame 1, and its input end is connected to the drum 2. The drum sleeve 22 is disposed on the peripheral wall of the drum 2 and abuts against the tire 31. In this way, different drum sleeves 22 are used to simulate different road surfaces, so that the resistance of the tire 31 in rolling, steering, and braking is consistent with the actual vehicle conditions.

[0050] Based on the above embodiments, the controller controls the drum 2, drive motor 91, steering actuator 10, load actuator 7, and servo motor 112 to meet the requirements of various tire speed change, load, steering, and braking conditions.

[0051] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A device for testing the performance of automobile tires, characterized in that, include: Rack, with a platform; The drum is rotatably connected within the frame; A wheel hub, disposed on the platform and used to mount a tire, the tire abutting against the drum; Suspension platforms are spaced apart on the platform and located on one side of the wheel hub; The swing arm has its third end hinged to the wheel hub, and its first and second ends are fixedly connected to the suspension platform. The shock absorber is connected at its lower end to the wheel hub and at its upper end to the suspension platform via a mounting bracket. A load actuator is mounted on the platform, and the output end of the load actuator is connected to the suspension platform; A balancer is connected between the platform and the suspension platform, and is located on the side of the suspension platform away from the wheel hub; A drive unit is mounted on the platform, and the output end of the drive unit is connected to the wheel hub; A steering actuator is mounted on the suspension platform, and the output end of the steering actuator is connected to the wheel hub; as well as Brake calipers are located on the wheel hub.

2. The automobile tire performance testing device according to claim 1, characterized in that, It also includes a shock-absorbing spring and a column. The shock-absorbing spring is connected between the shock absorber and the mounting bracket. The lower end of the column is fixed to the suspension platform. The mounting bracket is connected to the column.

3. The automobile tire performance testing device according to claim 2, characterized in that, It also includes a connecting rod and a connecting seat, the connecting seat being fixed to the suspension platform, the upper end of the connecting rod being hinged to the side wall of the shock absorber, and the lower end of the connecting rod being hinged to the connecting seat.

4. The automobile tire performance testing device according to claim 2, characterized in that, It also includes multiple strain gauges used to measure the stress generated by the hub, the swing arm, and the damping spring.

5. The automobile tire performance testing device according to claim 1, characterized in that, It also includes a first swing arm seat and a second swing arm seat installed on the suspension platform, with a first end of the swing arm connected to the first swing arm seat and a second end of the swing arm connected to the second swing arm seat.

6. The automobile tire performance testing device according to claim 1, characterized in that, It also includes a gantry frame installed on the platform, and two load actuators are provided. The load actuators are installed on the gantry frame and are connected to the suspension platform through a first force sensor.

7. The automobile tire performance testing device according to claim 1, characterized in that, The drive unit includes a drive motor, a transmission shaft, and a drive shaft. The drive motor is mounted on the platform via a motor frame. The output end of the drive motor is connected to the input end of the transmission shaft via a speed and torque sensor. The output end of the transmission shaft is connected to the input end of the drive shaft. The output end of the drive shaft is connected to the bearing of the wheel hub.

8. The automobile tire performance testing device according to claim 1, characterized in that, It also includes a support, a steering tie rod, a second force sensor, and a steering knuckle. The steering actuator is mounted on the suspension platform via the support, and the steering knuckle is mounted on the wheel hub. The output end of the steering actuator is connected to the steering knuckle via the steering tie rod and the second force sensor.

9. The automobile tire performance testing device according to claim 1, characterized in that, It also includes a base, a servo motor, a lead screw, a slide rail, a slider, a master cylinder, a brake reservoir, and a brake pipe. The base is fixed to the suspension platform. The servo motor is mounted on one end of the base. The slide rail is located on the base. The master cylinder is mounted on the other end of the base. The brake reservoir is connected to the inlet of the master cylinder. The outlet of the master cylinder is connected to the brake caliper through the brake pipe. The output end of the servo motor is connected to the lead screw. The slider is threadedly connected to the lead screw and slidably connected to the slide rail. The slider is connected to the piston rod of the master cylinder. A displacement torque sensor is installed on the lead screw.

10. The automobile tire performance testing device according to claim 1, characterized in that, It also includes a dynamometer and a drum sleeve. The dynamometer is located inside the frame, and its input end is connected to the drum. The drum sleeve is located on the circumferential wall of the drum and abuts against the tire.

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