Tire correction value measuring device

Abstract

The utility model discloses a tire correction value measuring device, which particularly relates to the technical field of motor vehicle detection, and comprises a main cross beam, two connecting strips are arranged in the main cross beam in a sliding manner, a fixed bracket is fixedly arranged at one end of each connecting strip, a connecting bracket is hinged to one side of the fixed bracket, and a self-adaptive mechanism is arranged on one side of the connecting bracket. The self-adaptive mechanism comprises an adjusting rod rotationally arranged in the connecting support, a deflection frame is fixedly arranged at one end of the adjusting rod, a plurality of guide cylinders are fixedly arranged on the inner wall of the deflection frame, guide rods are slidably arranged in the guide cylinders, the guide cylinders and the guide rods are sleeved with first springs, and a U-shaped frame is fixedly arranged at one end of each guide rod. According to the utility model, the positions of the tire contact wheel and the auxiliary contact wheel can be adjusted at multiple angles, self-adaptive adjustment is carried out according to the surface fluctuation of the tire, good contact is ensured, measurement accuracy is ensured, the adjustment is accurate and convenient, and the measurement accuracy is improved.

Description

Technical Field

[0001] This utility model relates to the field of motor vehicle testing technology, and more specifically, to a tire correction value measuring device. Background Technology

[0002] The taxi meter consists of a main unit, a mileage measurement sensor, and an empty / loaded vehicle switching device. During operation, mileage and time signals are input to a metering microprocessor, which processes the data and displays the fare. The meter has an allowable error range and requires metrological verification to ensure accuracy. In actual verification, various tire parameters need to be accurately measured and corrected to ensure the vehicle's safety, comfort, fuel economy, and other performance indicators.

[0003] However, in existing institutions, the descriptions, methods, and tools for tire markings are unclear. In the roller distance measurement method, more than 4 / 5 of the main roller of the calibration device is underground, and the mark is inserted into the ground after the drive wheel rotates 5 times. It is difficult to determine the mileage without disassembling the supporting facilities. Furthermore, the steel tape measure used for distance measurement has a large error, which affects the accuracy of mileage measurement.

[0004] A search revealed that Chinese Patent CN221173889U discloses a tire correction value measuring device. In this structure, when the front drive wheel of a vehicle rotates its fixed ring on a flat road surface and a roller calibration device, it drives the tire contact wheel and rotary encoder to rotate synchronously, generating two sets of equivalent pulse counts for both. This reflects the real-time travel distance of the tire. Furthermore, the device uses a main crossbeam and a measuring bracket as its support structure, and is fixed by clamping the vehicle's hood and tire mudguards during assembly. This makes installation convenient, provides excellent stability, and ensures measurement accuracy. In addition, the tire contact wheel is adjustable, adaptable to the testing needs of different vehicle models, and has a wide range of applications, effectively improving the device's practicality and versatility, and better meeting diverse measurement requirements.

[0005] However, in actual use, this structure aims to prevent the tire contact wheel from falling into the tire tread grooves to avoid measurement errors. But in practice, due to the complexity and variety of tire treads, the tire contact wheel may still fall into the tread grooves, thus affecting the measurement accuracy and causing inaccurate tire correction values. Utility Model Content

[0006] In order to overcome the above-mentioned defects of the prior art, the present invention provides a tire correction value measuring device to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides the following technical solution:

[0008] A tire correction value measuring device includes a main crossbeam, with two connecting strips slidably disposed inside the main crossbeam. A fixed bracket is fixedly disposed at one end of each connecting strip, and a connecting bracket is hinged to one side of the fixed bracket. An adaptive mechanism is disposed on one side of the connecting bracket.

[0009] The adaptive mechanism includes an adjusting rod rotatably disposed inside the connecting bracket. A deflection frame is fixedly disposed at one end of the adjusting rod. Multiple guide cylinders are fixedly disposed on the inner wall of the deflection frame. A guide rod is slidably disposed inside the guide cylinder. A first spring is sleeved on the outside of both the guide cylinder and the guide rod. A U-shaped frame is fixedly disposed at one end of the guide rod. A tire contact wheel and an auxiliary contact wheel are rotatably disposed inside the U-shaped frame. A rotary encoder is disposed on one side of the tire contact wheel. One end of the first spring is connected to the inner wall of the deflection frame, and the other end of the first spring is fixedly connected to the U-shaped frame. The tire contact wheel is disposed on one side of the auxiliary contact wheel.

[0010] By adopting the above technical solution, the positions of the tire contact wheel and the auxiliary contact wheel can be adjusted from multiple angles, and the U-shaped frame can be adaptively adjusted according to the undulations of the tire surface to ensure good contact. Moreover, the width design of the auxiliary contact wheel can reduce the impact of tire tread pattern on measurement accuracy, and the rotary encoder can accurately collect data to ensure accurate measurement.

[0011] As a further description of the above technical solution: a handle is fixedly provided on one side of the adjusting rod, an L-shaped support rod is fixedly provided on one side of the connecting bracket, threaded holes are provided on the surface of the adjusting rod, the L-shaped support rod and the threaded holes are connected by bolts, an arc-shaped groove is provided on the surface of the connecting bracket, and a rotating locking handle is provided inside the arc-shaped groove.

[0012] By adopting the above technical solution, the handle allows the operator to apply force to rotate the adjusting rod, thereby accurately adjusting the angle of the tire contact wheel and the auxiliary contact wheel on the connecting bracket to adapt to the measurement needs of different tires. The structure is simple and the operation is convenient.

[0013] As a further description of the above technical solution: an adjustment mechanism is provided on one side of the main crossbeam. The adjustment mechanism includes multiple U-shaped fixing frames fixedly installed on one side of the main crossbeam. A limit plate is slidably installed inside the U-shaped fixing frame. A locking rod is fixedly installed inside the limit plate. Multiple slots are opened on the surface of the connecting strip. The locking rod is inserted into the slots.

[0014] A second spring is sleeved on the outside of the lever, a handle is fixedly installed at one end of the lever, and the other end of the lever passes through the main crossbeam and extends into the main crossbeam.

[0015] By adopting the above technical solution, the distance between the two fixed brackets can be quickly adjusted to adapt to the tire layout of different vehicles, and the T-shaped connecting strip can be stably positioned to avoid displacement during the measurement process, ensuring the stability and accuracy of the measurement. The adjustment process is simple and direct, and operators can efficiently complete the installation and adjustment of the device, thus improving work efficiency.

[0016] As a further description of the above technical solution: the surface of the fixed bracket is provided with a sliding groove, a slider is slidably arranged inside the sliding groove, a fixing block is fixedly arranged on one side of the slider, a threaded rod is provided on one side of the slider, a nut is threadedly connected to one end of the threaded rod, a washer is fixedly arranged on one side of both the threaded rod and the nut, and the threaded rod is slidably connected to the sliding groove;

[0017] A photoelectric switch is fixedly installed on one side of the connecting strip, a tire body is installed on one side of the main crossbeam, a sensor adhesive sticker is installed on the surface of the tire body, and a control box is installed on one side of the tire body.

[0018] By adopting the above technical solution, the position of the fixing block can be flexibly adjusted according to the actual situation of the vehicle, so that it can be pressed against the appropriate position, and can be firmly fixed after tightening the nut, ensuring the stability of the device during measurement, accurately detecting the number of tire rotations, providing an accurate data basis for measurement, and ensuring the reliability of the measurement results.

[0019] The technical effects and advantages of this utility model are as follows:

[0020] 1. By setting an adaptive mechanism, compared with the existing technology, the connecting bracket can initially adjust the angle by rotating the locking handle, and then make precise fine adjustments with the adjusting rod to ensure that the tire contact wheel and the auxiliary contact wheel can be accurately aligned with the tire, laying the foundation for accurate measurement. Moreover, when the tire tread is uneven, the adaptive mechanism composed of the guide rod, the first spring and the U-shaped frame can ensure that the tire contact wheel and the auxiliary contact wheel are always in good contact with the tire. In addition, the width of the auxiliary contact wheel is greater than the common tread groove spacing. Even if part of the tire contact wheel falls into the tread groove, the auxiliary contact wheel can still maintain contact, reducing the measurement error caused by the tread, realizing accurate measurement of the tire correction value and improving the reliability of the measurement results.

[0021] 2. By setting up an adjustment mechanism, compared with the existing technology, the adjustment mechanism on the main crossbeam can easily adjust the distance between the two fixed brackets through the cooperation of the locking rod, the second spring, the T-shaped connecting strip and the locking groove. It can quickly adapt to the tire layout of different vehicles, improve the versatility of the device, and make the fixed brackets firmly fixed to the mudguard of the vehicle tire, ensuring the stability of the device during the measurement process and avoiding the impact of loosening on the measurement results. Secondly, the flexible adjustment mechanism ensures that the device can be accurately installed and aligned with the tire, providing a guarantee for the accurate acquisition of tire rotation data by the rotary encoder, photoelectric switch, etc., and enabling the signal processing unit in the control box to calculate the accurate tire correction value according to the formula, thereby improving the measurement accuracy. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0023] Figure 2 This is a schematic diagram of the adaptive mechanism structure of this utility model.

[0024] Figure 3 This is a schematic diagram showing the detailed structure of the adaptive mechanism of this utility model.

[0025] Figure 4 This is a schematic diagram of the adjustment mechanism of this utility model.

[0026] Figure 5 This is a schematic diagram showing the detailed structure of the adjustment mechanism of this utility model.

[0027] The attached diagram is labeled as follows: 1. Main crossbeam; 2. Connecting strip; 3. Fixed bracket; 4. Connecting bracket; 5. Adjusting rod; 6. Deflection frame; 7. Guide cylinder; 8. Guide rod; 9. First spring; 10. U-shaped frame; 11. Tire contact wheel; 12. Auxiliary contact wheel; 13. Rotary encoder; 14. Handle; 15. L-shaped support rod; 16. Threaded hole; 17. Rotary locking handle; 18. U-shaped fixed frame; 19. Limiting plate; 20. Locking rod; 21. Locking groove; 22. Second spring; 23. Slider; 24. Fixed block; 25. Threaded rod; 26. Nut; 27. Washer; 28. Tire body; 29. ​​Induction adhesive patch; 30. Control box. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] The embodiments disclosed in this application are as follows: Figure 1-5The tire correction value measuring device shown includes a main crossbeam 1. Two connecting bars 2 are slidably arranged inside the main crossbeam 1. A fixed bracket 3 is fixedly arranged at one end of the connecting bar 2. A connecting bracket 4 is hinged to one side of the fixed bracket 3. An adaptive mechanism is arranged on one side of the connecting bracket 4.

[0030] The adaptive mechanism includes an adjusting rod 5 rotatably disposed inside the connecting bracket 4. A deflection frame 6 is fixedly disposed at one end of the adjusting rod 5. Multiple guide cylinders 7 are fixedly disposed on the inner wall of the deflection frame 6. A guide rod 8 is slidably disposed inside the guide cylinder 7. A first spring 9 is sleeved on the outside of both the guide cylinder 7 and the guide rod 8. A U-shaped frame 10 is fixedly disposed at one end of the guide rod 8. A tire contact wheel 11 and an auxiliary contact wheel 12 are rotatably disposed inside the U-shaped frame 10. A rotary encoder 13 is disposed on one side of the tire contact wheel 11. One end of the first spring 9 is connected to the inner wall of the deflection frame 6, and the other end of the first spring 9 is fixedly connected to the U-shaped frame 10. The tire contact wheel 11 is disposed on one side of the auxiliary contact wheel 12.

[0031] When the tire contact wheel 11 and the auxiliary contact wheel 12 come into contact with the tire body 28, if there are uneven conditions such as tire tread, the guide rod 8 will slide inside the guide cylinder 7. At the same time, the first spring 9 will compress or stretch according to the undulations of the tire surface, so that the U-shaped frame 10 can adaptively adjust its position to ensure that the tire contact wheel 11 and the auxiliary contact wheel 12 always have good contact with the surface of the tire body 28. In addition, the width of the auxiliary contact wheel 12 is designed to be greater than the spacing of common tire tread grooves. In this way, even if part of the tire contact wheel 11 falls into the tread groove, the auxiliary contact wheel 12 will still be in contact with the tire surface, reducing the impact on measurement accuracy.

[0032] Reference Figure 2-3 As shown, a handle 14 is fixedly installed on one side of the adjusting rod 5, and an L-shaped support rod 15 is fixedly installed on one side of the connecting bracket 4. Threaded holes 16 are opened on the surface of the adjusting rod 5. The L-shaped support rod 15 and the threaded holes 16 are connected by bolts. An arc groove is opened on the surface of the connecting bracket 4, and a rotating locking handle 17 is installed inside the arc groove.

[0033] If a more precise adjustment of the angles of the tire contact wheel 11 and the auxiliary contact wheel 12 is required, the handle 14 on the adjusting rod 5 can be rotated to rotate the adjusting rod 5, thereby causing the deflection frame 6 to rotate. After adjusting to the appropriate angle, the L-shaped support rod 15 and the threaded hole 16 on the surface of the adjusting rod 5 can be connected and fixed with bolts to further fix the position of the adjusting rod 5.

[0034] Reference Figure 4-5As shown, an adjustment mechanism is provided on one side of the main crossbeam 1. The adjustment mechanism includes multiple U-shaped fixing frames 18 fixedly installed on one side of the main crossbeam 1. A limit plate 19 is slidably installed inside the U-shaped fixing frame 18. A locking rod 20 is fixedly installed inside the limit plate 19. Multiple slots 21 are opened on the surface of the connecting strip 2. The locking rod 20 is inserted into the slot 21.

[0035] A second spring 22 is sleeved on the outside of the locking rod 20. A handle is fixedly installed at one end of the locking rod 20, and the other end of the locking rod 20 passes through the main crossbeam 1 and extends into the main crossbeam 1.

[0036] Place the main crossbeam 1 in a suitable position on the vehicle to be inspected. If it is necessary to adjust the distance between the two fixed brackets 3 on the main crossbeam 1, first pull the handle at one end of the lever 20 so that the lever 20 overcomes the elastic force of the second spring 22 and is pulled out from the slot 21 on the surface of the T-shaped connecting strip 2.

[0037] At this time, the T-shaped connecting strip 2 can slide inside the main crossbeam 1. After sliding it to the appropriate position, release the handle of the locking rod 20. Under the elastic force of the second spring 22, the locking rod 20 is inserted into the corresponding slot 21, thus fixing the position of the T-shaped connecting strip 2 and adjusting the distance between the two fixed brackets 3 to adapt to different vehicles.

[0038] Reference Figure 1 , 5 As shown, the surface of the fixed bracket 3 is provided with a sliding groove, and a slider 23 is slidably arranged inside the sliding groove. A fixing block 24 is fixedly arranged on one side of the slider 23, and a threaded rod 25 is provided on one side of the slider 23. A nut 26 is threadedly connected to one end of the threaded rod 25. A washer 27 is fixedly arranged on one side of both the threaded rod 25 and the nut 26. The threaded rod 25 is slidably connected to the sliding groove.

[0039] A photoelectric switch is fixedly installed on one side of the connecting strip 2, a tire body 28 is installed on one side of the main crossbeam 1, a sensor adhesive sticker 29 is installed on the surface of the tire body 28, and a control box 30 is installed on one side of the tire body 28.

[0040] The slider 23 on the surface of the fixed bracket 3 can slide in the groove. By sliding the slider 23, the fixed block 24 is moved to a suitable position so that it can abut against the vehicle's tire mudguard. Then, the threaded rod 25 passes through the slider 23 and the nut 26 is screwed into one end of the threaded rod 25. By tightening the nut 26, the friction is increased by the washer 27, and the slider 23 and the fixed block 24 are fixed, thereby fixing the fixed bracket 3 to the vehicle.

[0041] When the tire body 28 rotates, it drives the tire contact wheel 11 to rotate. The rotary encoder 13 on one side of the tire contact wheel 11 generates a pulse signal. At the same time, after the photoelectric switch detects the signal reflected by the induction adhesive patch 29, it starts counting the number of rotations of the tire body 28. When the number of rotations of the tire body 28 reaches the preset number, the pulse signal emitted by the rotary encoder 13 is sent to the control box 30. The signal processing unit in the control box 30 directly calculates the correction value of the tire body 28 according to the preset tire correction value calculation formula.

[0042] Working principle of this utility model:

[0043] This utility model is a tire correction value measuring device. When using the device, first, place the main crossbeam 1 in a suitable position on the vehicle to be tested. If it is necessary to adjust the distance between the two fixed brackets 3 on the main crossbeam 1, first pull the handle at one end of the clamp rod 20 so that the clamp rod 20 overcomes the elastic force of the second spring 22 and is pulled out from the groove 21 on the surface of the T-shaped connecting strip 2.

[0044] At this time, the T-shaped connecting strip 2 can slide inside the main crossbeam 1. After sliding it to the appropriate position, release the handle of the locking rod 20. Under the elastic force of the second spring 22, the locking rod 20 is inserted into the corresponding slot 21, thus fixing the position of the T-shaped connecting strip 2 and adjusting the distance between the two fixed brackets 3 to adapt to different vehicles.

[0045] The slider 23 on the surface of the fixed bracket 3 can slide in the groove. By sliding the slider 23, the fixed block 24 is moved to a suitable position so that it can abut against the vehicle's tire mudguard. Then, the threaded rod 25 passes through the slider 23 and the nut 26 is screwed into one end of the threaded rod 25. By tightening the nut 26, the friction is increased by the washer 27, and the slider 23 and the fixed block 24 are fixed, thereby fixing the fixed bracket 3 to the vehicle.

[0046] Next, the connecting bracket 4 is hinged to one side of the fixed bracket 3. The angle of the connecting bracket 4 can be initially adjusted by rotating the locking handle 17 and sliding it in the arc groove on the surface of the connecting bracket 4.

[0047] If a more precise adjustment of the angle between the tire contact wheel 11 and the auxiliary contact wheel 12 is required, the handle 14 on the adjusting rod 5 can be rotated to drive the adjusting rod 5 to rotate, thereby causing the deflection frame 6 to rotate. After adjusting to the appropriate angle, the L-shaped support rod 15 and the threaded hole 16 on the surface of the adjusting rod 5 can be connected and fixed with bolts to further fix the position of the adjusting rod 5.

[0048] When the tire contact wheel 11 and the auxiliary contact wheel 12 come into contact with the tire body 28, if there are uneven conditions such as tire tread, the guide rod 8 will slide inside the guide cylinder 7. At the same time, the first spring 9 will compress or stretch according to the undulations of the tire surface, so that the U-shaped frame 10 can adaptively adjust its position to ensure that the tire contact wheel 11 and the auxiliary contact wheel 12 always have good contact with the surface of the tire body 28. Furthermore, the width of the auxiliary contact wheel 12 is designed to be greater than the spacing of common tire tread grooves. In this way, even if part of the tire contact wheel 11 falls into the tread groove, the auxiliary contact wheel 12 will still be in contact with the tire surface, reducing the impact on measurement accuracy.

[0049] Open the control box 30, then attach the induction adhesive sticker 29 to the surface of the tire body 28, and perform the measurement operation. Move the vehicle slowly on a flat road and control the vehicle to drive in a straight line. When the drive wheel enters a relatively uniform rotation state, start the measurement through the control box 30.

[0050] When the tire body 28 rotates, it drives the tire contact wheel 11 to rotate. The rotary encoder 13 on one side of the tire contact wheel 11 generates a pulse signal. At the same time, after the photoelectric switch detects the signal reflected by the induction adhesive patch 29, it starts counting the number of rotations of the tire body 28. When the number of rotations of the tire body 28 reaches the preset number, the pulse signal emitted by the rotary encoder 13 is sent to the control box 30. The signal processing unit in the control box 30 directly calculates the correction value of the tire body 28 according to the preset tire correction value calculation formula.

[0051] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A tire correction value measuring device, comprising a main crossbeam (1), characterized in that: The main crossbeam (1) has two connecting strips (2) that slide inside. One end of the connecting strip (2) is fixedly provided with a fixed bracket (3). A connecting bracket (4) is hinged to one side of the fixed bracket (3). An adaptive mechanism is provided on one side of the connecting bracket (4). The adaptive mechanism includes an adjusting rod (5) rotatably disposed inside the connecting bracket (4), a deflection frame (6) is fixedly disposed at one end of the adjusting rod (5), a plurality of guide cylinders (7) are fixedly disposed on the inner wall of the deflection frame (6), a guide rod (8) is slidably disposed inside the guide cylinder (7), and a first spring (9) is sleeved on the outside of both the guide cylinder (7) and the guide rod (8). A U-shaped frame (10) is fixedly provided at one end of the guide rod (8). A tire contact wheel (11) and an auxiliary contact wheel (12) are rotatably provided inside the U-shaped frame (10). A rotary encoder (13) is provided on one side of the tire contact wheel (11).

2. The tire correction value measuring device according to claim 1, characterized in that: One end of the first spring (9) is connected to the inner wall of the deflection frame (6), and the other end of the first spring (9) is fixedly connected to the U-shaped frame (10). The tire contact wheel (11) is located on one side of the auxiliary contact wheel (12).

3. The tire correction value measuring device according to claim 1, characterized in that: A handle (14) is fixedly provided on one side of the adjusting rod (5), and an L-shaped support rod (15) is fixedly provided on one side of the connecting bracket (4). The surface of the adjusting rod (5) is provided with threaded holes (16), the L-shaped support rod (15) and the threaded holes (16) are connected by bolts, the surface of the connecting bracket (4) is provided with an arc groove, and a rotating locking handle (17) is provided inside the arc groove.

4. The tire correction value measuring device according to claim 1, characterized in that: An adjustment mechanism is provided on one side of the main crossbeam (1). The adjustment mechanism includes multiple U-shaped fixing frames (18) fixedly installed on one side of the main crossbeam (1). A limit plate (19) is slidably installed inside the U-shaped fixing frame (18). A locking rod (20) is fixedly installed inside the limit plate (19). The surface of the connecting strip (2) is provided with multiple slots (21), and the locking rod (20) is inserted into the slots (21).

5. The tire correction value measuring device according to claim 4, characterized in that: The outer side of the lever (20) is fitted with a second spring (22), one end of the lever (20) is fixedly provided with a handle, and the other end of the lever (20) passes through the main crossbeam (1) and extends into the main crossbeam (1).

6. The tire correction value measuring device according to claim 1, characterized in that: The surface of the fixed bracket (3) is provided with a sliding groove, and a slider (23) is slidably arranged inside the sliding groove. A fixing block (24) is fixedly arranged on one side of the slider (23), and a threaded rod (25) is arranged on one side of the slider (23).

7. The tire correction value measuring device according to claim 6, characterized in that: One end of the threaded rod (25) is threadedly connected to a nut (26), and a washer (27) is fixedly provided on one side of both the threaded rod (25) and the nut (26). The threaded rod (25) is slidably connected to the groove.

8. The tire correction value measuring device according to claim 1, characterized in that: A photoelectric switch is fixedly installed on one side of the connecting strip (2), a tire body (28) is installed on one side of the main crossbeam (1), a sensor adhesive patch (29) is installed on the surface of the tire body (28), and a control box (30) is installed on one side of the tire body (28).

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