Wheel identification detection mechanism

Abstract

The utility model relates to a wheel identification detection mechanism which comprises a displacement limiting assembly and a swing limiting assembly which are arranged on the side edge of a tire to be detected, a sensor set with the relative position adjustable is installed at the movable end of the displacement limiting assembly, and the displacement limiting assembly comprises a lifting air cylinder serving as an installation reference and a transverse moving air cylinder serving as an installation reference. The sensor is installed on the adjusting frame and is driven by a piston rod of the transverse moving air cylinder. The sensor group is mounted on the sensor mounting and adjusting plate, the universal ball is positioned on one side, facing a tire to be detected, of the sensor mounting and adjusting frame, and the swing limiting assembly comprises a fixed base serving as a mounting reference, a rotating cylinder positioned on the fixed base, a swing arm driven by the rotating cylinder to reciprocate along an arc-shaped path, and a pressing roller, and the pressing part is rotationally connected to the movable end of the swing arm and is pressed on the to-be-detected tire along with the swing of the swing arm. The tire clamping device can effectively clamp a tire in a test plane and drive the tire to rotate so as to facilitate detection.

Description

Technical Field

[0001] The utility model relates to the technical field of wheel detection, in particular to a wheel mark detection mechanism. Background Art

[0002] At present, the identification detection of two-wheeled electric vehicle tires still relies on manual visual judgment to determine the front and back of the identification and the relative assembly position. However, with the increase in production volume and longer working hours, workers are prone to work in a fatigued state, which can easily lead to misoperation and deviation, affecting the quality of subsequent finished products.

[0003] Although the sensor recognition can accurately determine the collected signal, the position of the mark on each tire to be detected is different. Before the sensor recognizes the front and back information of the mark, it is necessary to find the position of the mark on each tire. Therefore, there is still inconvenience in the operation process. Utility Model Content

[0004] In view of the shortcomings of the above existing production technology, the applicant provides a wheel mark detection mechanism with a reasonable structure, which can effectively clamp the tire in the test plane and drive the tire to rotate for detection. The solution can also fine-tune the relative position of the limit assembly according to the actual tire.

[0005] The technical solution adopted by the utility model is as follows:

[0006] A wheel mark detection mechanism comprises a displacement limit assembly and a swing limit assembly arranged on the side of a tire to be detected, wherein a sensor group with adjustable relative position is installed on the movable end of the displacement limit assembly.

[0007] The displacement limiting component comprises:

[0008] Lifting cylinder, as the installation reference,

[0009] The horizontal cylinder is driven by the lifting cylinder to reciprocate vertically.

[0010] The sensor installation adjustment frame is driven by the piston rod of the transverse cylinder; the sensor group is installed on the sensor installation adjustment frame.

[0011] The universal ball is located on the side of the sensor mounting adjustment frame facing the tire to be tested.

[0012] The swing limit assembly comprises:

[0013] Fixed base, as the installation reference,

[0014] Rotating cylinder, located on a fixed base,

[0015] The swing arm is driven by the rotating cylinder to reciprocate along an arc path.

[0016] The pressing roller is rotatably connected to the movable end of the swing arm, and is pressed down on the tire to be tested as the swing arm swings.

[0017] As a further improvement of the above technical solution:

[0018] The displacement limiting assembly also includes a rib plate seat installed on the external frame, a slide rail and slider assembly is arranged on the rib plate seat, and the lifting cylinder pushes the transverse cylinder along the slide rail direction.

[0019] The slider is fixedly mounted on the rib plate seat, and the slide rail is connected to the bottom of the transverse cylinder and is adapted to the slider; the piston rod of the lifting cylinder drives the slide rail to move back and forth;

[0020] A threaded adjustment piece is extended and installed on the rib plate seat. The threaded adjustment piece is located on the movement path of the piston rod of the lifting cylinder. The movement path length of the piston rod is limited by the threaded adjustment piece.

[0021] The universal ball bearing is elastically connected to the sensor installation and adjustment frame.

[0022] Both sides of the sensor installation and adjustment frame are universal ball installation positions, the middle cavity is the sensor group installation position, and the sensor group is installed in the middle cavity through a connecting piece.

[0023] Guide columns are passed through both sides of the sensor installation and adjustment frame, and a wheel plate with a universal ball is sleeved on the bottom of the guide column, and a spring is sleeved on the column body of the guide column; in the initial state, the spring presses the wheel plate tightly against the bottom of the guide column, and the wheel plate is forced to squeeze the spring upward.

[0024] In the initial state of the spring, the vertical height of the universal ball is lower than the vertical height of the sensor group.

[0025] A bearing support is provided on the top of the fixed base, a swing arm is hinged on the bearing support and is driven by a rotating cylinder, and a distance is set between the swing arm and the top of the fixed base.

[0026] The axis of the pressing roller points to the center of the tire to be tested.

[0027] The clamping roller and the universal ball are in contact with the tire to be tested and are driven by the tire to be tested.

[0028] The beneficial effects of the utility model are as follows:

[0029] The utility model has a compact and reasonable structure and is easy to operate. It realizes the transformation of traditional manual tire inspection, replaces operators on the assembly production line, realizes fast and convenient identification of tire logos, reduces the probability of wrong placement, and can adapt to related factors caused by different sizes and specifications of tires and different tire extrusion deformations to a greater extent. It can adapt to the influence of product defects itself through this mechanical structure, realize rapid matching with the installation direction of the air nozzle on the wheel hub, realize the automation upgrade of the assembly production line, and improve the degree of factory automation.

[0030] The utility model limits the two sides of the tire. One side adopts the method of applying pressure in the horizontal and vertical directions. When the horizontal and vertical pressure is applied and the tire is easily lifted, the other side adopts a swinging limit, which swings from top to bottom to pressurize the tire. On the one hand, it can limit the two sides of the tire symmetrically. On the other hand, no matter whether the tire is lifted or how large the lifting angle is, the swinging structure is not easily stuck by the lifted tire, thereby achieving effective limiting on both sides.

[0031] A threaded adjustment piece is connected between the two cylinders of the displacement limiting assembly of the utility model. The threaded adjustment piece can limit the lifting height of the lifting cylinder, so as to fine-tune the vertical distance between the tire and the cylinder. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0033] Figure 2 for Figure 1 The enlarged view of part A is used to illustrate the structure of the threaded adjustment part.

[0034] Figure 3 This is a schematic diagram of the sensor installation and adjustment framework of the utility model.

[0035] Figure 4 It is a schematic diagram of the structure of the swing displacement component of the utility model.

[0036] Among them: 1. Displacement limit assembly; 2. Swing limit assembly; 3. Sensor group; 4. Universal ball; 5. Wheel plate; 6. Guide column; 7. Spring;

[0037] 101. Lifting cylinder; 102. Transverse cylinder; 103. Sensor installation and adjustment frame; 104. Rib plate seat; 105. Sliding block; 106. Sliding rail; 107. Threaded adjustment member;

[0038] 201. Fixed base; 202. Rotating cylinder; 203. Swing arm; 204. Pressing roller; 205. Bearing support. DETAILED DESCRIPTION

[0039] The specific implementation of the present utility model is described below in conjunction with the accompanying drawings.

[0040] like Figure 1-Figure 4 As shown, the wheel mark detection mechanism of this embodiment includes a displacement limit assembly 1 and a swing limit assembly 2 arranged on the side of the tire to be detected. A sensor group 3 with adjustable relative position is installed on the movable end of the displacement limit assembly 1.

[0041] The displacement limiting component 1 comprises:

[0042] Lifting cylinder 101, as the installation reference,

[0043] The traverse cylinder 102 is driven by the lifting cylinder 101 to reciprocate vertically.

[0044] The sensor installation and adjustment frame 103 is driven by the piston rod of the transverse cylinder 102; the sensor group 3 is installed on the sensor installation and adjustment frame 103,

[0045] The universal ball 4 is located on the side of the sensor installation adjustment frame facing the tire to be tested.

[0046] The swing limit assembly 2 comprises:

[0047] The fixed base 201 is used as the installation reference.

[0048] The rotating cylinder 202 is located on the fixed base 201.

[0049] The swing arm 203 is driven by the rotary cylinder 202 to reciprocate along an arc path.

[0050] The pressing roller 204 is rotatably connected to the movable end of the swing arm 203 and is pressed down on the tire to be tested as the swing arm 203 swings.

[0051] The displacement limiting assembly 1 also includes a rib plate seat 104 installed on the external frame, on which a slide rail 106 and a slider 105 assembly are arranged, and the lifting cylinder 101 pushes the transverse cylinder 102 along the slide rail 106 direction.

[0052] The slider 105 is fixedly mounted on the rib plate seat 104, and the slide rail 106 is connected to the bottom of the transverse cylinder 102 and is adapted to the slider 105; the piston rod of the lifting cylinder 101 drives the slide rail 106 to reciprocate;

[0053] A threaded adjustment member 107 is extended and installed on the rib plate seat 104 . The threaded adjustment member 107 is located on the movement path of the piston rod of the lifting cylinder 101 . The movement path length of the piston rod is limited by the threaded adjustment member 107 .

[0054] The universal ball 4 is elastically connected to the sensor installation and adjustment frame.

[0055] Both sides of the sensor installation and adjustment frame are installation positions for universal balls 4, and the middle cavity is the installation position for sensor group 3. The sensor group 3 is installed in the middle cavity through a connecting piece.

[0056] Guide columns 6 are passed through both sides of the sensor installation and adjustment frame, and a wheel plate 5 with a universal ball 4 is sleeved on the bottom end of the guide column 6, and a spring 7 is sleeved on the column body of the guide column 6; in the initial state, the spring 7 presses the wheel plate 5 against the bottom end of the guide column 6, and the wheel plate 5 is forced to squeeze the spring 7 upward.

[0057] In the initial state of the spring 7 , the vertical height of the universal ball 4 is lower than the vertical height of the sensor group 3 .

[0058] A bearing support 205 is provided on the top of the fixed base 201 , and a swing arm 203 is hinged on the bearing support 205 and driven by the rotating cylinder 202 , and a distance is set between the swing arm 203 and the top of the fixed base 201 .

[0059] The axis of the pressing roller 204 points to the center of the tire to be tested.

[0060] The pressing roller 204 and the universal ball 4 are both in contact with the tire to be tested and are driven by the tire to be tested.

[0061] The specific structure and working principle of the utility model are as follows:

[0062] like Figure 1 The figure shows a schematic diagram of the detection mechanism of the utility model acting on a tire. The detection mechanism includes a displacement limit assembly 1 and a swing limit assembly 2 symmetrically arranged on both sides of the tire. The displacement limit assembly 1 first presses and limits the tire, and then the swing limit assembly 2 presses and limits the other side of the tire.

[0063] like Figure 1 and Figure 2 As shown, the displacement limiting assembly 1 comprises a lifting cylinder 101 fixedly mounted on an external frame and a rib plate seat 104. A slider 105 is fixedly connected to the side of the rib plate seat 104 facing the lifting cylinder 101.

[0064] The piston rod of the lifting cylinder 101 penetrates the bottom plate of the rib plate seat 104 and extends upward, and a block is connected to the piston rod of the lifting cylinder 101, and a slide rail 106 is connected to the block. The slide rail 106 and the slider 105 are embedded and matched, and the two can slide relative to each other. When the piston rod of the lifting cylinder 101 reciprocates, it can push the slide rail 106 to slide in the depression of the slider 105. The top of the slide rail 106 is connected to the transverse cylinder 102.

[0065] An angle steel is also extended from the rib plate seat 104. A threaded adjustment member 107 is passed through a section of the angle steel away from the rib plate seat 104. The threaded adjustment member 107 can be a screw or a bolt. When the piston rod of the lifting cylinder 101 is pushed upward, the block will hit the threaded adjustment member 107. The length of the exposed threaded adjustment member 107 affects the length of the piston rod of the lifting cylinder 101 that can be extended, that is, it affects the height that the traverse cylinder 102 can be lifted and lowered. This can adjust the vertical height between the piston rod of the traverse cylinder 102 and the tire.

[0066] The piston rod end of the traverse cylinder 102 is connected to a sensor installation adjustment frame 103. A chamber is formed in the middle of the sensor installation adjustment frame 103, and the sensor group 3 is installed in the chamber. By adjusting the installation angle of the connecting parts such as screws, the relative position of the sensor can be changed to match the surface to be detected of different tires.

[0067] Guide columns 6 are symmetrically arranged on both sides of the sensor installation and adjustment frame 103. A wheel plate 5 is penetrated at the bottom of the guide column 6, and a nut can be expanded or installed at the bottom of the guide column 6 to prevent the wheel plate 5 from falling. A spring 7 is also penetrated on the guide column 6, and the spring 7 presses the wheel plate 5 against the bottom of the guide column 6 in the initial state.

[0068] The bottom of the wheel plate 5 is a universal ball 4 for pressing on the tire. The reaction force received on the universal ball 4 can reversely compress the spring 7, so that the tire is always in a state of being compressed and able to rotate.

[0069] The swing limit assembly 2 on the other side is installed based on the fixed base 201. A rotating cylinder 202 is arranged on the fixed base 201. The rotating shaft of the rotating cylinder 202 drives the swing arm 203. The swing arm 203 is inserted into the bearing support 205 and moves closer to or away from the tire under the drive of the rotating cylinder 202. A clamping roller 204 is arranged at the end of the swing arm 203 away from the rotating cylinder 202. When in use, the clamping roller 204 and the universal ball 4 are both pressed on the tire, while allowing the tire to rotate. During the rotation of the tire, the sensor group 3 obtains corresponding information.

[0070] The above description is an explanation of the utility model, not a limitation of the utility model. The scope of the utility model is defined by the claims. Any form of modification can be made within the protection scope of the utility model.

Claims

1. A wheel mark detection mechanism, characterized in that: The invention comprises a displacement limiting component (1) and a swing limiting component (2) arranged on the side of the tire to be detected, wherein a sensor group (3) with adjustable relative position is installed on the movable end of the displacement limiting component (1). The displacement limiting component (1) comprises: The lifting cylinder (101) serves as the installation reference. The traverse cylinder (102) is driven by the lifting cylinder (101) to reciprocate vertically. The sensor installation and adjustment frame (103) is driven by the piston rod of the transverse cylinder (102); the sensor group (3) is installed on the sensor installation and adjustment frame (103). The universal ball (4) is located on the side of the sensor installation and adjustment frame (103) facing the tire to be detected. The swing limit assembly (2) includes: The fixed base (201) serves as the installation reference. The rotary cylinder (202) is located on the fixed base (201). The swing arm (203) is driven by the rotary cylinder (202) to reciprocate along an arc path. The pressing roller (204) is rotatably connected to the movable end of the swing arm (203) and is pressed down on the tire to be tested as the swing arm (203) swings.

2. The wheel mark detection mechanism according to claim 1, characterized in that: The displacement limiting assembly (1) also includes a rib plate seat (104) mounted on an external frame, a slide rail (106) and a slider (105) assembly being arranged on the rib plate seat (104), and the lifting cylinder (101) pushes the transverse cylinder (102) along the direction of the slide rail (106).

3. The wheel mark detection mechanism according to claim 2, characterized in that: The slide block (105) is fixedly mounted on the rib plate seat (104); the slide rail (106) is connected to the bottom of the transverse cylinder (102) and is adapted to the slide block (105); the piston rod of the lifting cylinder (101) drives the slide rail (106) to move back and forth; A threaded adjustment member (107) is extended and installed on the rib plate seat (104). The threaded adjustment member (107) is located on the movement path of the piston rod of the lifting cylinder (101). The movement path length of the piston rod is limited by the threaded adjustment member (107).

4. The wheel mark detection mechanism according to claim 1, characterized in that: The universal ball (4) is elastically connected to the sensor installation and adjustment frame.

5. The wheel mark detection mechanism according to claim 4, characterized in that: Both sides of the sensor installation and adjustment frame are universal ball (4) installation positions, the middle cavity is the sensor group (3) installation position, and the sensor group (3) is installed in the middle cavity through a connecting piece.

6. The wheel mark detection mechanism according to claim 5, characterized in that: Guide columns (6) are passed through both sides of the sensor installation and adjustment frame, and a wheel plate (5) with a universal ball (4) is sleeved on the bottom end of the guide column (6), and a spring (7) is sleeved on the column body of the guide column (6); in the initial state, the spring (7) presses the wheel plate (5) against the bottom end of the guide column (6), and the wheel plate (5) is forced to squeeze the spring (7) upward.

7. The wheel mark detection mechanism according to claim 6, characterized in that: In the initial state of the spring (7), the vertical height of the universal ball (4) is lower than the vertical height of the sensor group (3).

8. The wheel mark detection mechanism according to claim 1, characterized in that: A bearing support (205) is provided on the top of the fixed base (201), and a swing arm (203) is hinged on the bearing support (205) and driven by the rotating cylinder (202), and a distance is set between the swing arm (203) and the top of the fixed base (201).

9. The wheel mark detection mechanism according to claim 1, characterized in that: The axis of the pressing roller (204) points to the center of the tire to be tested.

10. The wheel mark detection mechanism according to claim 1, characterized in that: The pressing roller (204) and the universal ball (4) are both in contact with the tire to be tested and are driven by the tire to be tested.

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