Wheel tire assembly drop impact test device

Abstract

The utility model discloses a wheel tire assembly drop impact test device, and belongs to the technical field of vehicle part tests. The device comprises a supporting structure, a lifting structure and a falling structure. The supporting structure is used for supporting the lifting structure and the falling structure; the lifting structure is used for driving the falling structure to move in the vertical direction and disconnecting the lifting structure and the falling structure under the condition that a falling signal is received, so that the falling structure falls down; the falling structure is used for connecting a wheel tire assembly to be tested and driving the wheel tire assembly to fall down. According to the device, the lifting and falling of the wheel tire assembly are realized through the lifting structure, and the test requirement of the reliability of the wheel tire assembly is met.

Description

Technical Field

[0001] This utility model relates to the field of vehicle component testing technology, and in particular to a drop impact testing device for wheel and tire assembly. Background Technology

[0002] The wheel and tire assembly is the component of a vehicle that contacts the ground, undertaking multiple functions such as supporting, driving, and braking the vehicle. Due to the complexity of road conditions, if the wheel and tire assembly fails during driving, it may lead to a loss of overall vehicle control and a serious accident. Therefore, the reliability of wheels and tires is an important factor in ensuring safe vehicle operation, and the wheel and tire assembly is a critical component for vehicle safety. Thus, there is an urgent need for equipment to meet the reliability testing requirements of the wheel and tire assembly. Summary of the Invention

[0003] This invention provides a drop impact testing device for wheel and tire assemblies to meet the testing requirements for the reliability of wheel and tire assemblies. The technical solution is as follows:

[0004] On the one hand, a wheel and tire assembly drop impact testing device is provided, the wheel and tire assembly drop impact testing device includes: a support structure, a lifting structure, and a drop structure;

[0005] The support structure is used to support the lifting structure and the drop structure;

[0006] The lifting structure is used to drive the dropping structure to move in the vertical direction, and disconnects the connection between the lifting structure and the dropping structure when a dropping signal is received, so that the dropping structure falls.

[0007] The drop structure is used to connect to the wheel and tire assembly to be tested and to cause the wheel and tire assembly to fall.

[0008] Optionally, the support structure includes: a base plate, columns, crossbeams, a lower support for the optical axis, an optical axis, an upper support for the optical axis, and a force-measuring obstacle base; the base plate supports the components of the support structure other than the base plate itself; the columns are located on the base plate; the crossbeams are located between the columns and support the lifting structure; the upper support for the optical axis is located on the side of the crossbeam near the base plate, and the lower support for the optical axis is located on the side of the base plate near the crossbeam, with the lower support and the upper support matching; a first end of the optical axis is connected to the upper support for the optical axis, and a second end of the optical axis is connected to the lower support for the optical axis, the optical axis being used to determine the slip path of the drop structure; the force-measuring obstacle base is located on the side of the base plate near the crossbeam, and the force-measuring obstacle base corresponds to the lifting structure to receive the falling wheel and tire assembly and determine the first impact parameter;

[0009] The lifting structure includes: a lifting frame, a lifting device, and an electromagnetic lifter; the lifting frame is located on the crossbeam and is used to support the lifting device; the lifting device is used to drive the electromagnetic lifter to move in the vertical direction; the electromagnetic lifter is used to electromagnetically connect to the drop structure and disconnect the connection between the lifting structure and the drop structure upon receiving the drop signal.

[0010] The drop structure includes: a linear bearing, a bearing housing, a drop frame, a wheel support, and a flange; the flange is used to connect the wheel and tire assembly and the wheel support; the wheel support is used to connect the flange and the drop frame; the drop frame is used to support the components in the drop structure other than the drop frame; the bearing housing is located at the end of the drop frame and is used to fix the linear bearing; the linear bearing corresponds to the optical axis and is used to allow the drop structure to fall along the sliding path when the drop structure falls.

[0011] Optionally, the support structure further includes a magnetic ruler located inside the column; the drop structure further includes a magnetic pointer located on the bearing seat; the magnetic ruler and the magnetic pointer are used to determine the position of the drop structure.

[0012] Optionally, the shape of the force-measuring obstacle base is determined based on the experimental scenario.

[0013] Optionally, the support structure further includes a position adjustment block located on the base plate, used to adjust the position of the lower support of the optical axis to adjust the tilt of the optical axis.

[0014] Optionally, the support structure further includes a support base and a support shaft; the support base is located inside the column and is used to connect the support shaft and the column; wherein, the support base is installed inside the column through mounting holes on the inside of the column, and the inside of the column includes multiple mounting holes; the support shaft is located on the support base and is placed horizontally, and the support shaft is used to support the drop structure when the wheel and tire assembly drop impact test device is not in operation.

[0015] Optionally, before the wheel and tire assembly drop impact test apparatus is operated, the support shaft is moved outside the slip path of the drop structure.

[0016] Optionally, the wheel and tire assembly drop impact testing device further includes: a protective structure; the supporting structure further includes a safety net latch and a safety net pivot; the protective structure includes a safety net, a release hinge, a latch lock, and a handle; the safety net pivot is used to connect the release hinge, and the safety net pivot and the release hinge are used to realize the rotation of the protective structure along the safety net pivot; the latch lock and the safety net latch are used to lock or unlock the safety net; the safety net is used to protect the safety of the test environment during the impact test; the handle is used to provide a gripping position for the safety net.

[0017] Optionally, the wheel and tire assembly drop impact test device further includes: a latch lock position sensor, a support shaft sensor, and a safety net sensor; the latch lock sensor is used to determine the position of the latch lock; the support shaft sensor is used to determine the position of the support shaft; the safety net sensor is used to determine the position of the safety net; when the latch lock sensor issues a first signal; or the support shaft sensor issues a second signal; or the safety net sensor issues a third signal, the release function of the electromagnetic lifter is disabled; the first signal indicates that the latch lock is not inserted, the second signal indicates that the support shaft has not moved outside the slip path of the drop structure, and the third signal indicates that the safety net is not closed.

[0018] Optionally, the support structure further includes a rubber ring, a hook, and a leveling foot; the rubber ring is located on the lower support of the optical shaft and is used to protect the wheel and tire assembly drop impact test device; the hook is located on the side of the support structure and is used to provide a connection point for moving the wheel and tire assembly drop impact test device; the leveling foot is located on the underside of the base plate and is used to level the wheel and tire assembly drop impact test device; the lifting structure further includes: a pin, a lifting equipment hook, and an H-type chain connector; the pin is located on the lifting frame and is used to provide a fulcrum for the lifting equipment hook; the lifting equipment hook is located at the upper end of the lifting equipment and is used to connect the fulcrum to fix the lifting equipment and the lifting frame; the H-type chain connector is used to connect the lifting chain of the lifting equipment and the electromagnetic lifter.

[0019] The technical solution provided by this utility model brings at least the following beneficial effects:

[0020] The technical solution provided by this utility model realizes the lifting and dropping of the wheel and tire assembly through the lifting structure, which meets the test requirements for the reliability of the wheel and tire assembly, thereby facilitating the reliability test of the wheel and tire. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of a wheel and tire assembly drop impact test device proposed in this utility model;

[0023] Figure 2 This is a schematic diagram of a support structure proposed in this utility model;

[0024] Figure 3 This is a schematic diagram of a lifting structure proposed in this utility model;

[0025] Figure 4 This is a schematic diagram of a drop structure proposed in this utility model;

[0026] Figure 5 This is a schematic diagram of the structure of a force-measuring obstacle base proposed in this utility model;

[0027] Figure 6 This is a schematic diagram of another force-measuring obstacle base proposed in this utility model;

[0028] Figure 7 This is a structural schematic diagram of another force-measuring obstacle base proposed in this utility model;

[0029] Figure 8 This is a schematic diagram of a protective structure proposed in this utility model.

[0030] Reference numerals: 1. Lifting structure; 2. Supporting structure; 3. Drop structure; 4. Protective structure; 5. Lifting frame; 101. Lifting equipment hook; 102. Pin; 103. Lifting equipment; 104. H-type chain connector; 105. Electromagnetic lifter; 106. Crossbeam; 201. Upper support for optical axis; 202. Optical axis; 203. Column; 204. Magnetic ruler; 205. Force measuring obstacle base; 206. Rubber ring; 207. Lower support for optical axis; 208. Base plate; 209. Hook. 210. Safety net bolt; 211. Safety net pivot; 212. Support base; 213. Support shaft; 214. Left and right adjustment block; 215. Front and rear adjustment block; 216. Leveling foot; 217. Linear bearing; 301. Bearing seat; 302. Drop frame; 303. Wheel support; 304. Flange; 305. Magnetic pointer; 306. Safety net; 401. Handle; 402. Pin hinge; 403. Bolt lock; 404. Wheel and tire assembly sample 5. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the present invention will be described in further detail below with reference to the accompanying drawings.

[0032] It should be noted that the terms "first," "second," etc. (if applicable) in the specification of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this application. Rather, they are merely examples of utility models consistent with some aspects of this application.

[0033] The wheel and tire assembly, as the core component that directly contacts the ground, not only bears the entire weight of the vehicle but also propels it forward, enables precise braking, and maintains stability and handling under various road conditions. In real-world road environments, the wheel and tire assembly faces a variety of complex conditions, such as slippery surfaces, uneven terrain, and extreme weather conditions (high or low temperatures). External factors can challenge the wear, grip, tire pressure stability, and even the overall structural strength of the wheel and tire assembly. If the wheel and tire assembly fails during operation due to aging, damage, or design flaws, it will directly threaten the vehicle's handling, potentially causing the vehicle to deviate from its intended trajectory, increase braking distance, or even lose control completely, leading to serious traffic accidents and posing a significant risk to passenger safety. Therefore, reliability testing is required for the wheel and tire assembly before it leaves the factory to ensure its reliability.

[0034] Therefore, see Figure 1 The diagram shows a structural schematic of a wheel and tire assembly drop impact testing device, which can meet the testing requirements for the reliability of wheel and tire assemblies. The device includes: a support structure 2, a lifting structure 1, and a drop structure 3; the support structure 2 supports the lifting structure 1 and the drop structure 3; the lifting structure 1 moves the drop structure 3 vertically and disconnects the connection between the lifting structure 1 and the drop structure 3 upon receiving a drop signal, causing the drop structure 3 to fall; the drop structure 3 connects to the wheel and tire assembly 5 to be tested and causes it to fall.

[0035] The wheel and tire assembly 5 drop impact test apparatus is designed to test the reliability and durability of the wheel and tire assembly 5 under drop impact conditions. The support structure 2 is the foundation of the entire test apparatus, responsible for supporting the lifting structure 1 and the drop structure 3. The support structure 2 needs to be robust and stable to ensure that it does not wobble or collapse during testing. The design of the support structure 2 needs to take into account the overall weight of the test apparatus, the impact force generated during the drop, and long-term durability.

[0036] The lifting structure 1 is used to move the drop structure 3 vertically, thereby achieving smooth lifting and lowering of the drop structure 3. The drop structure 3 is the part of the test device that is directly connected to the wheel and tire assembly 5 to be tested. It can be a platform or frame used to fix the wheel and tire assembly 5. The design of the drop structure 3 needs to take into account the size, weight, and shape of the wheel and tire assembly 5 to ensure that it can be firmly connected and drive the wheel and tire assembly 5 to fall. In addition, the drop structure 3 also needs to have sufficient rigidity and impact resistance to withstand the huge impact force generated during the fall without damage. The wheel and tire assembly 5 to be tested can be directly referred to as the wheel and tire assembly or the wheel and tire assembly prototype.

[0037] During the test, the drop structure 3 (and its wheel and tire assembly 5) is first raised to a predetermined height via the lifting structure 1. Then, when the lifting structure 1 receives a drop signal, it quickly disconnects from the drop structure 3, allowing it to fall freely. During the fall, the wheel and tire assembly 5 experiences a significant impact force, simulating a drop scenario it might encounter in real-world use. By observing and measuring the performance of the wheel and tire assembly 5 after the drop, its reliability and durability can be evaluated.

[0038] See Figure 2 The diagram shows a structural schematic of a support structure. Figure 3 A schematic diagram of a lifting structure is shown. Figure 4The diagram shows a schematic of a drop structure. The support structure 2 includes: a base plate 209, columns 204, a crossbeam 201, a lower support 208 for the optical axis, an optical axis 203, an upper support 202 for the optical axis, and a force-measuring obstacle base 206. The base plate 209 supports all components of the support structure 2 except for itself. The columns 204 are located on the base plate 209. The crossbeam 201 is located between the columns 204 and supports the lifting structure 1. The upper support 202 for the optical axis is located on the side of the crossbeam 201 closest to the base plate 209, and the lower support 208 for the optical axis... On the side of the base plate 209 near the crossbeam 201, the lower support 208 and the upper support 202 of the optical axis are matched; the first end of the optical axis 203 is connected to the upper support 202 of the optical axis, and the second end of the optical axis 203 is connected to the lower support 208 of the optical axis. The optical axis 203 is used to determine the sliding path of the drop structure 3; the force measuring obstacle base 206 is located on the side of the base plate 209 near the crossbeam 201, and the force measuring obstacle base 206 corresponds to the lifting structure 1 to receive the falling wheel and tire assembly 5 and determine the first impact parameter.

[0039] Support structure 2 is the core skeleton of the entire test apparatus, providing the necessary stability and support to ensure the proper operation of other components. Base plate 209 is the load-bearing foundation of the entire apparatus. It needs to be made of robust materials, such as steel or thick steel plates, to support the weight of all components above and ensure the stability of the entire apparatus. Uprights 204 are located on base plate 209, providing vertical support. They are typically designed as tall structures to provide sufficient space for lifting and drop operations. The number and location of uprights 204 are determined based on the size of the test apparatus and the loads that need to be supported. Crossbeams 201 are located between uprights 204, extending horizontally to provide a support platform for lifting structure 1. Crossbeams 201 can be made of robust steel to ensure they can withstand the weight of lifting structure 1 and drop structure 3, as well as the impact force generated during a drop.

[0040] The lower support 208 and upper support 202 of the optical axis are located on the base plate 209 and crossbeam 201 respectively, jointly supporting the optical axis 203. The optical axis 203 is a straight axis used to determine the sliding path of the drop structure 3. The design of the lower support 208 and upper support 202 ensures the stable installation of the optical axis 203 and allows the drop structure 3 to slide smoothly along the optical axis 203. Optionally, the optical axis 203 is made of wear-resistant and corrosion-resistant materials to withstand the friction and impact forces generated during the fall. The force-measuring obstacle base 206 is located on the side of the base plate 209 near the crossbeam 201, corresponding to the lifting structure 1. It is used to receive the falling wheel and tire assembly 5 and measure parameters such as the impact force generated during the fall. The force-measuring obstacle base 206 is typically made of robust materials and equipped with measuring devices such as sensors to accurately record impact data.

[0041] The lifting structure 1 is responsible for raising the drop structure 3 to a predetermined height and releasing the drop structure 3 upon receiving a drop signal. The lifting frame 101, located on the crossbeam 201, is the main body of the lifting structure 1, made of steel, to support the weight of the lifting equipment 104 and the electromagnetic lifter 106. Optionally, the lifting structure 1 can be a welded square tube structure. The lifting equipment 104 is used to drive the electromagnetic lifter 106 to move vertically. This invention does not limit the type of lifting equipment 104; for example, it can be an electric hoist, a hydraulic cylinder, or other types of lifting devices. The electromagnetic lifter 106 is the connecting device between the lifting structure 1 and the drop structure 3. The drop structure 3 is attracted by electromagnetic force; when a drop signal is received, the electromagnetic lifter 106 is de-energized, releasing the drop structure 3, causing it to slide down along the optical axis 203.

[0042] The drop structure 3 is the part that connects to the wheel and tire assembly 5 and drives it to fall. A linear bearing 301 is mounted on a bearing housing 302, corresponding to the optical axis 203, to reduce frictional resistance during the drop structure 3's descent and ensure a smooth descent along the optical axis 203. The drop frame 303 is the main body of the drop structure 3, supporting all components except the drop frame 303. Optionally, the bearing housing 302 and the drop frame 303 are connected in an adjustable manner. The spacing of the linear bearings 301 is adjusted by changing the position of the bearing housing 302 on the drop frame 303 to accommodate different widths between the two optical axes 203. It can be made of steel to ensure it can withstand the impact force generated during the fall. A wheel support 304 connects the wheel and tire assembly 5 and the drop frame 303. A flange 305 is a connector that connects the wheel support 304 and the wheel and tire assembly 5, ensuring the wheel and tire assembly 5 is securely fixed to the drop structure 3. Optionally, the flange 305 and the wheel support 304 can be rotated to allow different positions of the wheel and tire assembly 5 to impact with the force-measuring obstacle base 206.

[0043] In one possible implementation, the support structure 2 further includes a magnetic ruler 205 located inside the column 204; the drop structure 3 further includes a magnetic pointer 306 located on the bearing seat 302; the magnetic ruler 205 and the magnetic pointer 306 are used to determine the position of the drop structure 3.

[0044] The magnetic scale 205 is a measuring tool installed inside the column 204, either in close contact with the column 204 or at a certain distance. The magnetic scale 205 has fine graduations or magnetic coding, or is equipped with a sensor, for recording position information. The magnetic scale 205 provides a continuous and accurate position reference. When the drop structure 3 moves vertically, the corresponding magnetic pointer 306 moves along the magnetic scale 205, allowing the magnetic scale 205 to record the current position of the drop structure 3. This enables precise control of the height of the drop structure 3, monitoring of position changes during the drop, and ensuring the accuracy of the test. Optionally, the magnetic scale 205 can also display the position of the drop structure 3.

[0045] The magnetic pointer 306 is an indicator that responds to changes in a magnetic field. In this experimental setup, the magnetic pointer 306 is mounted on a bearing housing 302, corresponding to the magnetic scale 205. Made of magnetic material, the magnetic pointer 306 slides on the magnetic scale 205 as the drop structure 3 moves. The magnetic pointer 306 provides positional information to the magnetic scale 205. As the drop structure 3 moves on the magnetic scale 205, the magnetic pointer 306 moves accordingly, pointing to a mark or code on the magnetic scale 205, thus indicating the current position of the drop structure 3. Based on the readings from the magnetic scale 205, the magnetic scale 205 obtains the current position of the drop structure 3.

[0046] In one possible implementation, the shape of the force-measuring obstacle base 206 is determined based on the experimental scenario. The type of obstacle on the force-measuring obstacle base 206 can be changed as needed, including but not limited to radial impact obstacles, 90° impact obstacles, standard speed bump obstacles, etc.

[0047] In the drop impact test of the wheel and tire assembly 5, the shape of the force-measuring obstacle base 206 directly affects the contact method and impact effect between the wheel and tire assembly 5 and the obstacle during the drop. Therefore, the shape of the force-measuring obstacle base 206 needs to be determined according to the specific requirements of the test scenario.

[0048] Experimental scenarios may include different road conditions, obstacle types, and usage scenarios of the wheel and tire assembly 5. For example, if the test aims to simulate the wheel and tire assembly 5 encountering a sudden pothole or protrusion on a highway, the shape of the force-measuring obstacle base 206 may need to be designed to simulate the shape of such a pothole or protrusion. To meet the needs of different experimental scenarios, the obstacle type of the force-measuring obstacle base 206 can be changed. That is, the test personnel can select the most suitable obstacle type to install on the force-measuring obstacle base 206 according to specific experimental requirements.

[0049] Among them, see Figure 5The diagram shows a structural schematic of a force-measuring obstacle base. The radial impact obstacle is used to simulate the situation where the wheel and tire assembly 5 encounters a suddenly appearing radial obstacle (such as a pothole or protrusion) during driving. By installing the radial impact obstacle, the performance of the wheel and tire assembly 5 under radial impact force can be evaluated, including tire deformation, rupture, and vehicle stability.

[0050] See Figure 6 The diagram shows another type of force-measuring obstacle base. The 90° impact obstacle is used to simulate the situation where the wheel and tire assembly 5 encounters a suddenly appearing right-angle obstacle (such as a curb, corner of a wall, etc.) during driving. By installing the 90° impact obstacle, the performance of the wheel and tire assembly 5 under right-angle impact force can be evaluated, including tire wear resistance, grip, and vehicle handling.

[0051] See Figure 7 The diagram shows another type of force-measuring obstacle base. The standard speed bump obstacle is used to simulate the situation where the wheel and tire assembly 5 encounters a speed bump during driving. By installing the standard speed bump obstacle, the performance of the wheel and tire assembly 5 under continuous and uniform impact forces can be evaluated, including tire comfort, shock absorption, and vehicle handling.

[0052] The force-measuring obstacle base 206 is designed with ease of changing obstacle types in mind. This means that test personnel can easily replace one type of obstacle with another without requiring extensive disassembly and reassembly of the entire test setup. This improves the flexibility of the test and reduces both testing costs and time.

[0053] In one possible implementation, the support structure 2 further includes a position adjustment block located on the base plate 209, which is used to adjust the position of the lower support 208 of the optical axis to adjust the tilt of the optical axis 203.

[0054] In the drop impact test apparatus for wheel and tire assembly 5, the position adjustment block can be designed as a block or plate structure, which can be tightly installed on the base plate 209 and fixed to the base plate 209 by various connection methods (such as bolts, pins 103, etc.). Optionally, the position adjustment block usually has precision scales or positioning holes for accurately indicating and adjusting the position of the lower support 208 of the optical shaft. During installation, the test personnel can select an appropriate number and position of position adjustment blocks as needed and place them in the corresponding positions on the base plate 209. Then, the lower support 208 of the optical shaft is installed on the position adjustment block, and the position of the lower support 208 of the optical shaft is changed by adjusting the height or angle of the position adjustment block, thereby adjusting the tilt of the optical shaft 203. By adjusting the tilt of the optical shaft 203, drop scenarios at different angles can be simulated, thereby more comprehensively evaluating the drop impact performance of wheel and tire assembly 5 under different conditions.

[0055] Specifically, when the optical axis 203 is adjusted to a certain tilt angle, the drop structure 3 will be subjected to the forces of gravity and the tilt angle during its descent. This will cause a change in the vertical velocity component of the drop structure 3, thus affecting the outcome of the drop impact. By precisely adjusting the tilt of the optical axis 203, these velocity component changes can be controlled, thereby achieving precise control of the drop test conditions.

[0056] The introduction of the position adjustment block improves the flexibility and accuracy of the test, enabling testers to simulate a wider range of drop scenarios as needed. Secondly, the design of the position adjustment block simplifies and facilitates adjusting the tilt of the optical axis 203, reducing the difficulty and time cost of the test operation. Finally, by precisely controlling the tilt of the optical axis 203, the drop impact performance of the wheel-tire assembly 5 under different conditions can be evaluated more accurately, providing strong support for product design and improvement.

[0057] For example, the position adjustment block includes a left-right adjustment block 215 and a front-back adjustment block 216. The left-right adjustment block 215 can adjust the position of the lower support 208 of the optical axis left and right, and the front-back adjustment block 216 can adjust the position of the lower support 208 of the optical axis back and forth, thereby realizing multi-position adjustment of the lower support 208 of the optical axis.

[0058] In one possible implementation, the support structure 2 further includes a support base 213 and a support shaft 214; the support base 213 is located inside the column 204 and is used to connect the support shaft 214 and the column 204; wherein, the support base 213 is installed inside the column 204 through mounting holes inside the column 204, and the inside of the column 204 includes a plurality of mounting holes; the support shaft 214 is located on the support base 213 and is placed horizontally, and the support shaft 214 is used to support the drop structure 3 when the wheel and tire assembly 5 drop impact test device is not in operation.

[0059] The support base 213 is an assembly connecting the support shaft 214 and the column 204, ensuring it can withstand the weight of the drop structure 3. The support base 213 is located inside the column 204 and is fixedly connected to the column 204 via pre-drilled mounting holes. This allows for secure installation on the column 204 and facilitates adjustment or disassembly by the testing personnel as needed. Optionally, the design of the inner side of the column 204 incorporates multiple mounting holes to provide greater flexibility and adaptability. These mounting holes are typically distributed at certain intervals and in a specific arrangement inside the column 204, allowing the testing personnel to select the appropriate mounting hole to install the support base 213, thereby adjusting its height and position.

[0060] The support shaft 214 is located on the support base 213 and is placed horizontally to support the drop structure 3, ensuring its stability during non-operational drops. The support shaft 214 is typically designed to be long and robust enough to cover the entire bottom area of ​​the drop structure 3 and provide uniform support. During operation of the test apparatus, the support shaft 214 is temporarily removed or raised to allow the drop structure 3 to slide freely along the optical axis 203 for drop impact testing. In non-operational states, the support shaft 214 plays a crucial supporting role, preventing the drop structure 3 from falling due to its own weight. For example, during test specimen replacement and equipment shutdown, the support shaft 214 serves as a support for the shaft 214 bearing, thereby supporting the entire drop structure 3.

[0061] The design of the support base 213 and support shaft 214 considers both safety and ease of operation. By selecting appropriate mounting hole positions and adjusting the height of the support base 213, test personnel can easily install and remove the support shaft 214 to adapt to different test requirements. Furthermore, the structural design of the support base 213 and support shaft 214 facilitates cleaning and maintenance, ensuring the long-term stable operation of the test apparatus.

[0062] In one possible implementation, before the drop impact test device for the wheel and tire assembly 5 is operated, the support shaft 214 is moved outside the slip path of the drop structure 3.

[0063] In the drop impact test apparatus for wheel and tire assembly 5, the support shaft 214 plays a crucial supporting role when not in operation, ensuring that the drop structure 3 can remain stably at a certain height and preventing accidental falls due to its own weight or other reasons. However, when the test apparatus is ready to conduct a drop impact test, the support shaft 214 needs to be moved outside the sliding path of the drop structure 3 to ensure that the drop structure 3 can fall freely along the preset optical axis 203 or the sliding path.

[0064] See Figure 8The diagram shows a structural schematic of a protective structure, combined with... Figure 2 The diagram shows a structural schematic of a support structure. In one possible embodiment, the wheel and tire assembly 5 drop impact test device further includes: a protective structure 4; the support structure 2 further includes a safety net latch 211 and a safety net pivot 212; the protective structure 4 includes a net 401, a release hinge 403, a latch lock 404, and a handle 402; the safety net pivot 212 is used to connect the release hinge 403, and the safety net pivot 212 and the release hinge 403 are used to realize the rotation of the protective structure 4 along the safety net pivot 212; the latch lock 404 and the safety net latch 211 are used to lock or unlock the net 401; the net 401 is used to protect the safety of the test environment of the impact test; the handle 402 is used to provide a gripping position for the net 401.

[0065] The protective net 401 is a key component of the protective structure 4, made of robust and durable materials such as metal mesh or high-strength plastic mesh. The protective net 401 is installed at critical locations on the test apparatus, such as around the drop structure 3 or at the boundary of the test area, to block any splashes or debris that may be generated. The design of the protective net 401 needs to consider both its strength and breathability to ensure that it provides sufficient protection without adversely affecting the test process.

[0066] The release hinge 403 and the safety net pivot 212 are components that enable the rotation of the protective structure 4. The release hinge 403 is installed on both sides of the safety net 401, while the safety net pivot 212 passes through the release hinge 403, connecting the safety net 401 to other parts of the test apparatus. By rotating the safety net pivot 212, the safety net 401 can be opened or closed along a predetermined trajectory. The bolt lock 404 and the safety net bolt 211 are components that enable the locking or unlocking of the safety net 401. When the safety net 401 needs to be closed, the test personnel can use the bolt lock 404 to secure it in a predetermined position. The bolt lock 404 typically has a robust lock body and a reliable lock cylinder to ensure that the safety net 401 cannot be accidentally opened when closed. The safety net bolt 211 is used to provide additional security when the safety net 401 is open, preventing the safety net 401 from suddenly closing or moving due to wind or other reasons.

[0067] Handle 402 is a component on the safety net 401, providing a gripping position for the test personnel. The design of handle 402 takes ergonomic principles into account to ensure a comfortable and secure grip for the test personnel. Handle 402 allows the test personnel to easily open or close the safety net 401, facilitating test operations.

[0068] In one possible implementation, the wheel and tire assembly 5 drop impact test device further includes: a latch lock 404 position sensor, a support shaft 214 sensor, and a safety net 401 sensor; the latch lock 404 sensor is used to determine the position of the latch lock 404; the support shaft 214 sensor is used to determine the position of the support shaft 214; the safety net 401 sensor is used to determine the position of the safety net 401; when the latch lock 404 sensor issues a first signal; or, when the support shaft 214 sensor issues a second signal; or when the safety net 401 sensor issues a third signal, the release function of the electromagnetic lifter 106 is disabled; the first signal indicates that the latch lock 404 is not inserted, the second signal indicates that the support shaft 214 has not moved outside the slip path of the drop structure 3, and the third signal indicates that the safety net 401 is not closed.

[0069] In the drop impact test apparatus for wheel and tire assembly 5, the introduction of the latch lock 404 position sensor, support shaft 214 sensor, and safety net 401 sensor provides further assurance for the safety and reliability of the test apparatus. These sensors can monitor the position status of critical components in real time, ensuring that all safety conditions are met before the test begins. If any safety condition is not met, the test apparatus will automatically disable the release function of the electromagnetic lifter 106, thereby preventing the drop structure 3 from undergoing a drop test under unsafe conditions.

[0070] The bolt lock 404 position sensor is used to determine whether the bolt lock 404 is correctly inserted and locked. When the bolt lock 404 is not inserted or locked, the sensor will send a first signal indicating that the bolt lock 404 is in an unsafe state. This signal will trigger the safety protection mechanism of the test device, disabling the release function of the electromagnetic lifter 106 to prevent the drop structure 3 from falling while the bolt lock 404 is not locked. The support shaft 214 sensor is used to determine whether the support shaft 214 has moved outside the sliding path of the drop structure 3. Before the test begins, the support shaft 214 must be completely removed to ensure that the drop structure 3 can fall freely along the preset sliding path. If the support shaft 214 is not moved into place, the sensor will send a second signal indicating that the support shaft 214 is in an unsafe position. Similarly, this signal will also trigger the safety protection mechanism, disabling the release function of the electromagnetic lifter 106. The safety net 401 sensor is used to determine whether the safety net 401 is correctly closed and locked. The safety net 401 plays a crucial role in protecting the test environment and personnel safety during the test. If the safety net 401 is not closed or locked, the sensor will send a third signal indicating that the safety net 401 is in an unsafe state. This signal will also trigger the safety protection mechanism to ensure that the test device will not undergo a drop test if the safety net 401 is not closed.

[0071] The safety protection mechanism of the test apparatus is based on the signals from the aforementioned sensors. When any sensor emits an unsafe signal, the test apparatus will immediately disable the release function of the electromagnetic lifter 106. This means that the drop structure 3 will not be released for the drop test until all safety conditions are met and reconfirmed. This design ensures the safety and reliability of the test process and prevents potential dangers caused by operational errors or equipment malfunctions.

[0072] In one possible implementation, the support structure 2 further includes a rubber ring 207, a hook 210, and a leveling foot 217; the rubber ring 207 is located on the lower support 208 of the optical shaft and is used to protect the wheel and tire assembly 5 drop impact test device; the hook 210 is located on the side of the support structure 2 and is used to provide a connection point for moving the wheel and tire assembly 5 drop impact test device; the leveling foot 217 is located on the underside of the base plate 209 and is used to level the wheel and tire assembly 5 drop impact test device; the lifting structure 1 further includes: a pin 103, a lifting equipment hook 102, and an H-type chain connector 105; the pin 103 is located on the lifting frame 101 and is used to provide a fulcrum for the lifting equipment hook 102; the lifting equipment hook 102 is located at the upper end of the lifting equipment 104 and is used to connect the fulcrum to fix the lifting equipment 104 and the lifting frame 101; the H-type chain connector 105 is used to connect the lifting chain of the lifting equipment 104 and the electromagnetic lifter 106.

[0073] The rubber ring 207 in support structure 2 is located on the lower support 208 of the optical shaft, and its main function is to protect the drop impact testing device of the wheel and tire assembly 5. During the drop impact test, if a malfunction occurs, the drop structure 3 may come into direct contact and impact with the lower support 208 of the optical shaft. As a buffer material, the rubber ring 207 can effectively absorb and disperse the impact force, thereby protecting the testing device from damage. At the same time, the rubber ring 207 can also reduce noise and vibration during the test, improving the accuracy and reliability of the test.

[0074] The hook 210 is located on the side of the support structure 2 and is designed to provide a connection point for moving the drop impact test apparatus of the wheel and tire assembly 5. When the test apparatus needs to be moved or transported, it can be lifted and moved to the designated location by connecting slings or chains to the hook 210 and then using the lifting equipment 104. This design makes the movement and transportation of the test apparatus more convenient and efficient.

[0075] The leveling feet 217 are located under the base plate 209 and are used to level the drop impact test apparatus for the wheel and tire assembly 5. Since the test apparatus needs to remain level during use to ensure the accuracy of the test results, the design of the leveling feet 217 is crucial. By adjusting the height of the leveling feet 217, the entire test apparatus can be leveled, thereby eliminating deviations caused by uneven ground or installation errors.

[0076] In lifting structure 1, pin 103 is located on lifting frame 101, and its function is to provide a fulcrum for lifting equipment hook 102. During the lifting process of the test device, lifting equipment hook 102 needs a stable fulcrum to support and fix the connection between lifting equipment 104 and lifting frame 101. Lifting equipment hook 102 is located at the upper end of lifting equipment 104 and is used to connect the fulcrum (i.e., pin 103) to fix lifting equipment 104 and lifting frame 101. During the lifting process of the test device, lifting equipment hook 102 will tightly hook pin 103 to ensure that the connection between lifting equipment 104 and lifting frame 101 is firm and reliable.

[0077] The H-type chain connector 105 is used to connect the lifting chain of the lifting equipment 104 and the electromagnetic lifter 106. During the lifting process of the test device, the electromagnetic lifter 106 will adhere to the test device and be connected to the lifting chain through the H-type chain connector 105. In this way, the lifting equipment 104 can lift the entire test device through the electromagnetic lifter 106 and the H-type chain connector 105. The H-type chain connector 105 is designed with high strength and wear resistance, and can withstand large tensile and impact forces, ensuring the safety and stability of the test device during the lifting process.

[0078] Based on the aforementioned drop impact testing device for the wheel and tire assembly 5, a drop test was conducted as follows: Test preparation stage: The drop structure 3 was placed on the support shaft 214. The drop structure 3 was used to support and fix the wheel and tire assembly 5 sample. In this state, the wheel and tire assembly 5 sample and other items required for the test, such as sensors and connecting cables, were installed or replaced. The flange 305 was adjusted to precisely adjust the impact position of the wheel and tire assembly 5 sample, ensuring the accuracy and repeatability of the test.

[0079] Initial test phase: The electromagnetic lifter 106 engages with the drop structure 3, raising the drop structure 3 and the wheel and tire assembly 5 in preparation for the subsequent drop test. The lifting device 104, acting as a power source, lifts the electromagnetic lifter 106 and its connected components a certain distance to allow the support shaft 214 to be withdrawn. The withdrawal of the support shaft 214 can be achieved manually or electrically, with the latter prioritizing safety. The safety net 401 is then closed to ensure personnel safety during the test.

[0080] Test Execution Phase: The drop structure 3 and wheel / tire assembly 5 are slowly lowered to the surface of the force-measuring obstacle base 206 under the action of the electromagnetic lifter 106. The force-measuring obstacle base 206 is a crucial part of the test, used to record and measure the impact force generated during the drop. The output position information of the magnetic scale 205 is recorded at this point, and the test begins from this zero point. The drop height is input according to the test requirements, and the lifting equipment 104 and electromagnetic lifter 106 raise the drop structure 3 and wheel / tire assembly 5 to the specified height again. The force recording function of the force-measuring obstacle base 206 is activated to prepare for recording impact force data.

[0081] Press and hold the release button on the electromagnetic lifter 106. After a 5-second audible and visual alarm, the electromagnetic lifter 106 releases, and the drop structure 3 and wheel and tire assembly 5 fall in free fall and impact the force-measuring obstacle base 206. The force-measuring obstacle base 206 records and saves the impact force data, which is used for subsequent analysis and evaluation.

[0082] Test completion phase: Reset the lifting equipment 104, drop structure 3, and support shaft 214, etc., to prepare for the next test or to end the test.

[0083] For example, the pre-damage impact test method for equivalent vehicle road test pothole conditions applies a radial impact obstacle. Since vehicle wheels are designed with a camber angle, and referencing the radial impact test of wheels, the camber angle is set to 1°. Therefore, the camber angle of the radial impact obstacle in this invention is set to 1°. Road testing refers to the driving tests conducted by vehicle manufacturers under different environments and on different roads to comprehensively understand the performance and technical parameters of a prototype vehicle before it enters mass production. The purpose is to promptly identify and improve product defects, preparing for the formal mass production of the product.

[0084] Compared to bench testing, road testing is more expensive, takes longer, and occurs later in the development process. In the overall vehicle design and development process, the earlier problems are identified, the fewer chain reactions they cause, the easier they are to resolve, and the better the overall vehicle design and development cycle can be guaranteed. Therefore, early bench testing can identify problems present in the road testing phase, saving more costs and ensuring the design and development cycle is maintained.

[0085] Taking the following vehicle model as an example, the wheel load is 740 kg (kilogram), the tire size is 245 / 45R20 (tread width is 245 mm, aspect ratio is 45%, type is radial tire, suitable for 20-inch rims), the standard tire pressure is 2.7 bar, the vehicle design camber angle is 1.02°, and the maximum impact condition during road testing is a dent condition, which is used as the pre-damage condition. The Z-axis impact load of this condition is 35.57 kN. Obstacles can be 1° standard radial impact obstacles. Within the allowable tolerance range, if the tolerance is large, radial impact obstacles with other angles should be used.

[0086] Between the impact of actual vehicle road tests and bench impacts at the test track, the actual impact under misused working conditions is used as a benchmark, and the maximum strain and impact force of the inner rim of the wheel are used as benchmark parameters. This completes the application example of the pre-damage impact test method of the wheel and tire assembly drop impact test bench of this utility model for the equivalent vehicle road test pothole working conditions. First, a simulated road test crater impact field is used to reproduce the road test crater condition, including equivalent road test crater obstacles and impact trolleys. The actual impact obstacle is constructed using the specific dimensions and shape of the road test crater obstacle, and the chassis of the impact trolley is replaced with the chassis of the actual road test vehicle. Weight distribution and four-wheel alignment are performed based on the actual vehicle parameters. Second, multiple actual impact tests are conducted to obtain the maximum strain and impact force data of the inner wheel flange, and the vehicle speed for the actual impact is determined by comparing it with the road test impact force data. Finally, after multiple tests using a wheel and tire assembly drop impact test bench, the maximum strain and impact force data of the inner wheel flange are fitted and summarized. This data is then compared with the maximum strain data of the actual impact to derive the equivalent impact energy. This energy is used to replace the road test crater impact and the simulated road test impact, completing the pre-damage impact test method for equivalent automotive road test crater conditions. Specific data are shown in Table 1 below.

[0087] Table 1

[0088] Vehicle speed / impact energy Impact force kN strain με Road test 50kph 35.57 / Live Impact 48.2kph 35.79 1852.3 bench test 955j 36.75 1866.7

[0089] As shown in Table 1, the pre-damage impact test method for equivalent road test pothole conditions, combined with fatigue test methods for other equivalent road test loads, can achieve results equivalent to road tests, thereby ensuring the reliability of wheels during road tests.

[0090] In summary, the technical solution provided by this utility model achieves the lifting and dropping of the wheel and tire assembly through a lifting structure, meeting the testing requirements for the reliability of the wheel and tire assembly and thus facilitating reliability testing of the wheel and tire. Furthermore, the design based on the protective structure ensures the safety of the device. In addition, the shape of the force-measuring obstacle base on this wheel and tire assembly drop impact testing device is determined based on the experimental scenario, thereby broadening the applicability of the wheel and tire assembly drop impact testing device.

[0091] Those skilled in the art will understand that Figures 1-8 The structure shown does not constitute a limitation on the structure of this utility model. It may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0092] It should be understood that "multiple" as used in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0093] The above are merely exemplary embodiments of the present utility model and are not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A drop impact testing device for a wheel and tire assembly, characterized in that, The wheel and tire assembly drop impact test device includes: a support structure, a lifting structure, and a drop structure; The support structure is used to support the lifting structure and the drop structure; The lifting structure is used to drive the dropping structure to move in the vertical direction, and disconnects the connection between the lifting structure and the dropping structure when a dropping signal is received, so that the dropping structure falls. The drop structure is used to connect to the wheel and tire assembly to be tested and to cause the wheel and tire assembly to fall.

2. The wheel and tire assembly drop impact testing device according to claim 1, characterized in that, The support structure includes: a base plate, columns, crossbeams, a lower support for the optical axis, the optical axis, an upper support for the optical axis, and a force-measuring obstacle base; The base plate supports all components of the support structure except itself; the columns are located on the base plate; the crossbeams are located between the columns and support the lifting structure; the upper support of the optical axis is located on the side of the crossbeam near the base plate, and the lower support of the optical axis is located on the side of the base plate near the crossbeam, the lower support of the optical axis and the upper support of the optical axis are matched; the first end of the optical axis is connected to the upper support of the optical axis, and the second end of the optical axis is connected to the lower support of the optical axis, the optical axis is used to determine the sliding path of the drop structure; the force-measuring obstacle base is located on the side of the base plate near the crossbeam, and the force-measuring obstacle base corresponds to the lifting structure to receive the falling wheel and tire assembly and determine the first impact parameter; The lifting structure includes: a lifting frame, lifting equipment, and an electromagnetic lifter; The lifting frame is located on the crossbeam and is used to support the lifting equipment; the lifting equipment is used to drive the electromagnetic lifter to move in the vertical direction; the electromagnetic lifter is used to electromagnetically connect to the drop structure and disconnect the connection between the lifting structure and the drop structure when the drop signal is received. The drop structure includes: a linear bearing, a bearing housing, a drop frame, a wheel support, and a flange; The flange is used to connect the wheel and tire assembly and the wheel support; the wheel support is used to connect the flange and the drop frame; the drop frame is used to support the components in the drop structure other than the drop frame; the bearing housing is located on the end side of the drop frame and is used to fix the linear bearing; the linear bearing corresponds to the optical axis and is used to make the drop structure fall along the sliding path when the drop structure falls.

3. The wheel and tire assembly drop impact testing device according to claim 2, characterized in that, The support structure also includes a magnetic ruler located inside the column; the drop structure also includes a magnetic pointer located on the bearing seat. The magnetic ruler and the magnetic pointer are used to determine the position of the drop structure.

4. The wheel and tire assembly drop impact testing device according to claim 2, characterized in that, The shape of the force-measuring obstacle base is determined based on the experimental scenario.

5. The wheel and tire assembly drop impact testing apparatus according to claim 2, characterized in that, The support structure also includes a position adjustment block located on the base plate, which is used to adjust the position of the lower support of the optical axis to adjust the tilt of the optical axis.

6. The wheel and tire assembly drop impact testing apparatus according to claim 2, characterized in that, The support structure also includes a support base and a support shaft; The support base is located inside the column and is used to connect the support shaft and the column; wherein, the support base is installed inside the column through mounting holes on the inside of the column, and the inside of the column includes multiple mounting holes; The support shaft is located on the support base and is placed horizontally. The support shaft is used to support the drop structure when the wheel and tire assembly drop impact test device is not in operation.

7. The wheel and tire assembly drop impact testing apparatus according to claim 6, characterized in that, Before the wheel and tire assembly drop impact test device is operated, the support shaft is moved outside the slip path of the drop structure.

8. The wheel and tire assembly drop impact testing apparatus according to claim 7, characterized in that, The wheel and tire assembly drop impact test device also includes: a protective structure; the support structure also includes a safety net door bolt and a safety net shaft; The protective structure includes a protective mesh, a release hinge, a bolt lock, and a handle; The safety net pivot is used to connect the release hinge, and the safety net pivot and the release hinge are used to realize the rotation of the protective structure along the safety net pivot; The bolt lock and the safety net bolt are used to lock or unlock the aforementioned safety net. The protective netting is used to ensure the safety of the test environment during the impact test; The handle is used to provide a gripping position for the safety net.

9. The wheel and tire assembly drop impact testing apparatus according to claim 8, characterized in that, The wheel and tire assembly drop impact test device also includes: a latch door lock position sensor, a support shaft sensor, and a protective net sensor; The latch door lock sensor is used to determine the position of the latch door lock; The support shaft sensor is used to determine the position of the support shaft; The protective net sensor is used to determine the position of the protective net; The release function of the electromagnetic lifter is disabled when the latch lock sensor issues a first signal; or the support shaft sensor issues a second signal; or the safety net sensor issues a third signal; the first signal indicates that the latch lock is not inserted, the second signal indicates that the support shaft has not moved outside the sliding path of the drop structure, and the third signal indicates that the safety net is not closed.

10. The wheel and tire assembly drop impact testing apparatus according to any one of claims 2-9, characterized in that, The support structure also includes rubber rings, hooks, and leveling feet; The rubber ring is located on the lower support of the optical axis and is used to protect the wheel and tire assembly drop impact test device; the hook is located on the side of the support structure and is used to provide a connection point for moving the wheel and tire assembly drop impact test device; the leveling feet are located on the underside of the base plate and are used to level the wheel and tire assembly drop impact test device. The lifting structure also includes: a pin shaft, a lifting equipment hook, and an H-type chain connector; The pin is located on the lifting frame and is used to provide a fulcrum for the hook of the lifting equipment; The lifting equipment hook is located at the upper end of the lifting equipment and is used to connect the fulcrum to fix the lifting equipment and the lifting frame. The H-type chain connector is used to connect the lifting chain of the lifting equipment and the electromagnetic lifter.

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