CN108562536B - Device and method for testing friction performance of pavement material - Google Patents
Device and method for testing friction performance of pavement material Download PDFInfo
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- CN108562536B CN108562536B CN201810378212.1A CN201810378212A CN108562536B CN 108562536 B CN108562536 B CN 108562536B CN 201810378212 A CN201810378212 A CN 201810378212A CN 108562536 B CN108562536 B CN 108562536B
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- G01N19/02—Measuring coefficient of friction between materials
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Abstract
The invention discloses a device and a method for testing the friction performance of a pavement material. The device comprises a first tire for testing, a second tire for testing, a bearing unit, a driving unit, a loading unit, a tire braking control and test unit and a data acquisition unit. The invention utilizes the tire braking control and test unit to control the slip ratio of the tire for test in real time, and can realize accurate simulation and test of the friction performance of the pavement material.
Description
The application is a divisional application of patent applications with the application number of 201610493178.3, the application date of 2016, 6 and 29 and the name of pavement material friction performance testing device and method.
Technical Field
The invention relates to a device and a method for testing friction performance of a pavement material, in particular to a device and a method for testing friction performance of a pavement material in the field of road engineering.
Background
With the rapid development of Chinese economy, the quantity of various automobiles rapidly rises, and a highway is unprecedented developed as one of indispensable logistics large channels. On the one hand, the continuous construction of highways promotes the rapid development of the transportation industry, but on the other hand, the continuous occurrence of traffic accidents also causes people to pay more and more attention to the driving safety. The occurrence of traffic accidents is closely related to the road surface antiskid performance, and the friction coefficient between the tire and the road surface has direct influence on the road surface antiskid performance. Therefore, the road surface skid resistance becomes an important evaluation index for evaluating the friction performance of the road surface material.
The existing pavement material friction performance testing device can be divided into an indoor type and an outdoor type. The outdoor friction coefficient test vehicle is mostly used for testing various friction coefficient test vehicles on a solid pavement, the test efficiency is high, the data reliability is high, but the test cost is high generally, and the test vehicle is limited by a test method and can only be used for 'after-the-fact evaluation' of the friction performance of the built pavement material.
At present, the early-stage research on the friction performance of a pavement material is mostly carried out in a laboratory, but the indoor friction performance test of the pavement material mainly depends on a pendulum-type friction meter; and from the principle of testing, the method can only simulate the friction state between the tire tread and the road surface under low speed and extremely low contact pressure, and has obvious difference with the actual friction coupling working condition of the tire road, so that the method is not enough for comprehensively evaluating the skid resistance of the road surface.
Similarly, the dynamic friction coefficient tester DFT with smaller volume also simulates the friction state of the tread rubber and the pavement material under high speed but extremely low contact pressure; however, since the friction characteristics of rough materials are directly related to the contact pressure, the instrument is also unable to test the true friction state of the tire road friction.
In a vehicle-road coupling system, the slip ratio is an important parameter representing the proportion of a sliding component in the motion of a wheel, and has obvious influence on the coupling friction behavior between a tire and a road surface; however, in the existing testing device or method for indoor tire rolling and sliding behaviors, the tire slip rate is not controlled in real time in the tire-road coupling contact type test, so that the existing evaluation on the test result is mostly established under the condition of unknown slip rate, and the accuracy and the effectiveness of the test result are reduced.
CN102435449A discloses a composite four-bar tire mechanical property testing machine, which mainly performs a comprehensive test of tire performance from the viewpoint of tire mechanics, but for the study of tire road friction problem from the viewpoint of road surface, the reason analysis of road surface anti-skid performance is difficult to be performed accurately due to lack of setting of slip ratio. CN101532934A discloses a main driving wheel type road material acceleration loading testing device, which obtains real-time data of tire road friction at all levels of speeds through friction between an annular integral test piece and a tire on the basis of fully considering tire stress, but also generates testing data errors and analysis errors due to neglecting change testing and control of slip rates between the tire and the road at different speeds, thereby reducing the reference value of a testing result.
CN105083292A discloses a method for estimating friction coefficient of unknown road surface, which includes mounting a known experimental tire on a test bench, setting an experimental known road surface, measuring longitudinal sliding stiffness of the tested tire on the known road surface, measuring longitudinal force, vertical force and sliding rate of the tire when moving on the known road surface, and measuring longitudinal force, vertical force and sliding rate of the tire when moving on the estimated road surface, so as to estimate friction coefficient of the road surface. However, although this method refers to the slip ratio, it does not describe the problem of controlling the tire slip ratio in real time. CN203720064U discloses a road surface friction coefficient measuring instrument, and does not describe a technical scheme for real-time control of tire slip rate. In addition, CN105510223A discloses a method for estimating a road surface friction coefficient using self-calibration torque, which determines at least one state evaluation value based on steering data, determines a feature set based on the state evaluation value to include at least one of self-calibration torque (SAT), slip angle, SAT disparity, steering rate, and lateral acceleration, processes the steering data obtained during a steering maneuver and related to the feature set using a pattern classification technique, and determines a surface type based on the processing. However, this method does not describe a technique for controlling the tire slip ratio in real time.
According to the prior art, the existing device for indoor testing of road surface skid resistance performance cannot simultaneously realize the non-uniform distribution characteristics of tire pressure, grounding pressure and grounding pressure of the tire under the actual tire road contact working condition, and the simulation of the tire sliding/rolling under the high-speed condition and the road surface coupling friction contact working condition under different slip rates, so that the existing experimental analysis on the tire road friction is not accurate.
Therefore, there is a need for a device and a method for testing the friction performance of a pavement material, which can accurately and effectively test the friction performance between a tire for testing and the pavement under various variable conditions of external load, tire type, tire pressure, relative movement speed of the tire, slip ratio of the tire, and pavement material test piece. The friction coefficient between the tire and the road surface is obtained by obtaining real-time data of upper load and friction force, so that the anti-skid performance of the road surface is accurately evaluated, and the defect of a road surface material friction performance testing means in the prior art is overcome.
Disclosure of Invention
The invention aims to provide a device for testing the friction performance of a pavement material, which can control the slip rate of a tire for testing in real time and can realize accurate simulation and test of the friction performance of the pavement material.
Another object of the present invention is to provide a method for testing friction performance of a pavement material, which can be used to more accurately and effectively test the friction performance of the pavement material.
The invention provides a device for testing the friction performance of a pavement material, which comprises a first test tire, a second test tire, a bearing unit, a driving unit, a loading unit, a tire braking control and test unit and a data acquisition unit, wherein the first test tire is connected with the second test tire through a cable;
the bearing unit is positioned between the driving unit and the first and second test tires and is used for bearing the pavement material test piece; the driving unit is used for driving the bearing unit to move; the loading unit is positioned above the first test tire and the second test tire and used for applying load to the first test tire and the second test tire;
the tire braking control and test unit comprises a first brake, a second brake, a first rotating speed sensor, a second rotating speed sensor, a third rotating speed sensor, a pressure sensor, a first tension sensor and a second tension sensor; the first brake is arranged on the first test tire and used for controlling the slip rate of the first test tire in real time; the second brake is arranged on the second tire for testing and is used for controlling the slip rate of the second tire for testing in real time; the first rotation speed sensor is arranged on the first trial tire and used for measuring the angular speed of the first trial tire; the second rotating speed sensor is arranged on the second trial tire and used for measuring the angular speed of the second trial tire; the third rotating speed sensor is arranged on the rotating shaft of the bearing unit and used for measuring the rotating speed of the bearing unit; a pressure sensor mounted on the loading unit for measuring pressures applied to the first and second test tires; the first tension sensor is used for measuring the tension acting on the first test tire, and the second tension sensor is used for measuring the tension acting on the second test tire; and
the data acquisition unit is used for acquiring and recording the test data of all the sensors in real time.
According to the device of the present invention, preferably, the driving unit includes a motor, a reducer and a frequency converter, the motor performs power transmission with the reducer through a gear, and the frequency converter is used for changing the rotation speed of the motor, so as to control the rotation speed of the carrying unit.
According to the device of the present invention, preferably, the carrying unit includes a carrying tray and a carrying plate; the bearing plate is positioned above the bearing plate; the bearing plate is used for bearing a pavement material test piece.
According to the device of the present invention, preferably, the loading unit includes a pressurizing piston and a loading cross bar; the pressurizing piston is arranged above the loading cross rod, and the pressure sensor is arranged between the pressurizing piston and the loading cross rod.
According to the device of the present invention, preferably, the first and second test tires are symmetrically disposed below the loading beam.
According to the device of the present invention, preferably, the device satisfies one of the following conditions:
the first brake and the second brake are both disc brakes;
the first rotating speed sensor, the second rotating speed sensor and the third rotating speed sensor are all Hall sensors;
the driving mode of the first brake and the second brake is electromagnetic driving or hydraulic driving.
The device according to the present invention preferably further comprises a first tension sensor fixing device and a second tension sensor fixing device; the first tension sensor fixing device is provided with a first cavity, so that the center of the first tension sensor and the center of the first test tire are kept parallel in the movement process of the first test tire; the second tension sensor fixing device is provided with a second cavity, so that the center of the second tension sensor and the center of the second test tire are kept parallel in the movement process of the second test tire.
The invention also provides a method for testing the friction performance of a pavement material by using the device, which comprises the following steps:
(1) fixing a pavement material test piece on the bearing unit, and driving the bearing unit to rotate through a driving unit so as to rotate the pavement material test piece;
(2) applying a load to the first test tire and the second test tire through the loading unit so that the first test tire and the second test tire are both in contact with the pavement material test piece, and further the first test tire and the second test tire move;
(3) measuring the angular velocity ω of the tire for a first test using a first rotational speed sensorL1Measuring the angular velocity ω of the second test tire using a second rotational speed sensorL2When ω isL1－ωL2At 0-pi/36 radian/second, (omega)L1+ωL2) [ 2 ] average angular velocity [ omega ] of tire for testL(ii) a Measuring the bearing sheet by a third rotation speed sensorSpeed of rotation omega of the element0The slip ratio s is calculated using the following formula:
wherein s is the slip ratio between the test tire and the pavement material test piece, u is the linear velocity of a contact point of the pavement material test piece and the test tire, v is the rim linear velocity of the test tire, and r is the radius of the test tire; r is the radius of rotation, omega, of the contact point of the test tire and the pavement material test piece0For testing the angular velocity of rotation of the contact point of the tire with the test piece of road material, i.e. the rotational speed of the carrying unit, omegaLSubscripts 1 and 2 denote the first and second test tires, respectively, for the average angular velocity of the test tires;
(4) controlling the angular velocity ω of the first test tire by using a first brake and a second brake, respectivelyL1And angular velocity ω of the second test tireL2So that the slip ratio s is controlled to a desired value si(ii) a The pressure N of the first and second test tires is then measured using the pressure sensoriMeasuring the frictional force F of the first and second test tires using the first and second tension sensorsiThe friction coefficient mu between the test tire and the test piece of road surface material is obtained according to the following formulai：
μi＝Fi/NiWherein i is a natural number;
(5) varying the slip ratio siAnd (5) repeating the step (4) to obtain the friction coefficient mu at different slip ratesiA curve μ ═ f(s) of the friction coefficient μ as a function of the slip ratio s is plotted.
According to the method of the invention, preferably, the rotation speed of the bearing unit is 3.25-16.6 r/s, and the load applied by the loading unit is 0-90 kgf.
According to the method of the present invention, preferably, the first and second test tires are both pneumatic tires each having a tire pressure of 2 to 3kgf/cm2。
By adopting the device and the method for testing the friction performance of the pavement material, the slip rate of the tire can be controlled in real time, and the accurate simulation and test of the friction performance of the pavement material can be realized. In addition, according to the preferred embodiment of the invention, the influence of key factors such as variable load, speed (angular speed and linear speed of the tire), pressure and the like on the skid resistance of the pavement material can be evaluated, all-weather continuous testing can be carried out, the testing result is accurate, the precision can reach three ten-thousandth of the tested stress, and the stability of the testing result is good.
Drawings
Fig. 1 is a schematic structural view of a pavement material friction performance testing device of the present invention.
Description of reference numerals:
11-a first test tire; 12-a second test tire; 2-pavement material test piece; 3-carrying tray; 4-a bearing plate; 5, a motor; 6-a pressurizing piston; 7-a loading cross-bar; 81-a first brake; 82-a second brake; 83-a first rotational speed sensor; 84-a second rotational speed sensor; 85-a third rotational speed sensor; 86-pressure sensor.
Detailed Description
The invention will be further described with reference to the drawings and the detailed description, but the scope of the invention is not limited thereto.
In the present invention, "slip ratio" means a ratio of a difference obtained by subtracting a linear velocity v of a wheel rim from a linear velocity u of a contact point of a test tire to a linear velocity u of the contact point of the test tire.
In the present invention, "revolution speed" means a revolution speed of a rotary body (exemplified by a test tire and a carrier unit in the present invention), and can be represented by a linear velocity, an angular velocity, or a number of revolutions per unit time (minute, second, etc.).
In the present disclosure, "symmetrically disposed" means that the first and second test tires are located at symmetrical ends of the loading beam relative to the center of the loading beam.
< road surface Material Friction Performance test apparatus >
The device for testing the friction performance of the pavement material comprises a first test tire, a second test tire, a bearing unit, a driving unit, a loading unit, a tire braking control and test unit and a data acquisition unit. In order to simulate real vehicle driving conditions, the apparatus of the present invention may further comprise a third test tire and/or a fourth test tire.
The test tire of the present invention may be a pneumatic tire. The tire pressure can be 2-3 kgf/cm2Preferably 2.3 to 2.6kgf/cm2More preferably 2.5. + -. 0.1kgf/cm2. Examples of test tires of the present invention include, but are not limited to, pneumatic tires (diameter 150mm, wheel width 30mm, tread pattern block, maximum load 100kg, maximum air pressure 30PSI) manufactured by Qingdao Jinliang special vehicles, Inc. In the present invention, a load is applied to the first test tire and the second test tire by the loading unit so that both the first test tire and the second test tire are in contact with the pavement material test piece, thereby moving the first test tire and the second test tire. Therefore, according to an embodiment of the present invention, the first and second test tires are not provided with a separate driving unit.
The bearing unit is positioned between the driving unit and the first and second test tires and is used for bearing a pavement material test piece. According to an embodiment of the present invention, the bearing unit includes a bearing plate and a bearing plate; the bearing plate is positioned above the bearing plate; the bearing plate is used for bearing a pavement material test piece. A bearing is arranged between the bearing plate and the bearing plate to ensure that the bearing plate keeps a static state when the bearing plate rotates. Preferably, the bearing plate is provided with a test piece fixing unit so as to fix the pavement material test piece on the bearing plate. The specimen holding unit of the present invention may employ those known in the art, such as bolt fixing, and will not be described herein.
The pavement material test piece is also called a rutting plate test piece, is obtained by utilizing a rutting plate forming instrument to form and process asphalt mixture (comprising substances such as asphalt, aggregate, mineral powder, fiber and the like), and generally undergoes the procedures of mixing, compacting and the like, and the sampling size is generally 300 multiplied by 50mm during testing.
The driving unit is used for driving the bearing unit to move. The driving unit of the invention can comprise a motor, a speed reducer and a frequency converter, wherein the motor is in power transmission with the speed reducer through a gear, and the frequency converter is used for changing the rotating speed of the motor so as to control the rotating speed of the bearing unit. If the motor is a variable frequency motor, the frequency converter can be omitted. The reduction ratio of the reduction gear can be set appropriately according to the power to be transmitted and the speed demand. In the invention, the motor can be arranged below the bearing plate and fixed on a vertical steel plate. The motor is in transmission with the speed reducer and the frequency converter through a gear positioned below the bearing plate, and transmits power to the bearing plate. The frequency converter can adopt a YTA universal frequency converter produced by Shanghai Adi instruments Limited. According to an embodiment of the present invention, the initial rotation speed of the motor may be 24 rpm, and the rotation speed is reduced by a reduction ratio of 2: the speed reducer of 1 brings it to 12 revolutions per second and then changes the actual rotational speed by the frequency converter.
The loading unit of the present invention is located above the first and second test tires for applying a load to the first and second test tires. The loading unit comprises a pressurizing piston and a loading cross rod; the pressurizing piston is arranged above the loading cross rod, and a pressure sensor is arranged between the pressurizing piston and the loading cross rod. In accordance with a preferred embodiment of the present invention the first and second test tires are symmetrically disposed below the load beam. In the invention, the loading unit can also comprise a closed-loop electro-hydraulic servo control system consisting of a hydraulic power mechanism and a hydraulic feedback mechanism, and the closed-loop electro-hydraulic servo control system can realize accurate control on load pressure. According to the invention, the regulation and control of the grounding pressure of the tire for testing can be finally realized by converting the external hydraulic pressure and the tire pressure of the tire and combining the measurement of the actual contact area of the tire and the road surface, for example, the control is 0.03-1.2 MPa.
The tire braking control and test unit comprises a first brake, a second brake, a first rotating speed sensor, a second rotating speed sensor, a third rotating speed sensor, a pressure sensor, a first tension sensor and a second tension sensor. Under the condition that the number of the tires for testing is increased, the tire braking control and testing unit can further comprise an additional brake and an additional rotating speed sensor.
The first brake is arranged on a first test tire and used for controlling the slip rate of the first test tire in real time; the second brake is arranged on the second tire for testing and used for controlling the slip rate of the second tire for testing in real time. The first brake and the second brake of the present invention are not particularly limited. The first brake and the second brake are both drum brakes or disc brakes, preferably disc brakes. The driving mode of the first brake and the second brake can be electromagnetic driving or hydraulic driving, and electromagnetic driving is preferable.
The first rotation speed sensor is arranged on a first trial tire and used for measuring the angular speed of the first trial tire; the second rotating speed sensor is arranged on the second trial tire and used for measuring the angular speed of the second trial tire; the third rotating speed sensor is arranged on the rotating shaft of the bearing unit and used for measuring the rotating speed of the bearing unit. Preferably, the first rotation speed sensor, the second rotation speed sensor and the third rotation speed sensor of the present invention are all hall sensors.
The pressure sensor of the present invention is mounted on a loading unit for measuring pressures applied to a first test tire and a second test tire; the first tension sensor is used for measuring the tension acting on the first test tire, and the second tension sensor is used for measuring the tension acting on the second test tire. In the present invention, the kinds of the pressure sensor, the first tension sensor and the second tension sensor are not particularly limited, and those conventional in the art may be employed. For example, the first tension sensor and the second tension sensor may be CFBLSM type tension sensors with a span of 200kg and an accuracy of 0.03% fs.
The device of the present invention further comprises a first tension sensor securing means and a second tension sensor securing means. The first tension sensor fixing device is provided with a first cavity, so that the center of the first tension sensor and the center of the first test tire are kept parallel in the movement process of the first test tire; the second tension sensor fixing device is provided with a second cavity, so that the center of the second tension sensor and the center of the second test tire are kept parallel in the movement process of the second test tire. When the tire for testing is a pneumatic tire, the tire can deform after bearing load, and the center height of the tire can be reduced; after each test, the tire for both sides test is slightly displaced. In order to ensure that the centers of the tension sensors (including the first and second tension sensors) are always parallel to the center of the tire for testing, a vertical groove with the height of about 30mm can be chiseled on the fixing plate on one side of the tension sensor, and a transverse groove with the width of about 20mm can be chiseled on the fixing plate on the other side of the tension sensor, so that the whole tension sensor can have certain freedom degrees in the vertical direction and the transverse direction.
The data acquisition unit is used for acquiring and recording the test data of all the sensors in real time. All sensors include, but are not limited to, a first rotational speed sensor, a second rotational speed sensor, a third rotational speed sensor, a pressure sensor, a first tension sensor, and a second tension sensor.
< method for testing frictional Properties of road surface Material >
The invention also provides a method for testing the friction performance of the pavement material by using the device. The step (1) of the invention is as follows: the pavement material test piece is fixed on the bearing unit, and the bearing unit is driven to rotate through the driving unit, so that the pavement material test piece rotates. The fixing means for fixing the pavement material test piece to the bearing unit is not particularly limited, and those commonly used in the art may be employed. The driving unit and the driving method thereof are as described above, and are not described herein again.
The step (2) of the invention is as follows: and applying loads to the first test tire and the second test tire through the loading unit so that the first test tire and the second test tire are both in contact with the pavement material test piece, and the first test tire and the second test tire move. Therefore, the first and second test tires of the present invention may not be provided with a separate driving unit.
The step (3) of the invention is as follows: measuring the angular velocity ω of the tire for a first test using a first rotational speed sensorL1Measuring the angular velocity ω of the second test tire using a second rotational speed sensorL2When ω isL1－ωL2At 0-pi/36 radian/second, (omega)L1+ωL2) [ 2 ] average angular velocity [ omega ] of tire for testL(ii) a Measuring the rotational speed omega of the carrier unit using a third rotational speed sensor0The slip ratio s is calculated using the following formula:
wherein s is the slip ratio between the test tire and the pavement material test piece, u is the linear velocity of the contact point of the pavement material test piece and the test tire (for simulating the vehicle travelling speed), v is the rim linear velocity of the test tire, and r is the radius of the test tire; r is the radius of rotation, omega, of the contact point of the test tire and the pavement material test piece0For testing the angular velocity of rotation of the contact point of the tire with the test piece of road material, i.e. the rotational speed of the carrying unit, omegaLSubscripts 1 and 2 denote the first and second test tires, respectively, for the average angular velocity of the test tires.
From the above formula, when R and R are fixed, ω is measuredLAnd ω0The slip ratio s can be obtained. At u (i.e. ω)0) In given cases, ω is controlled by the brakeLThe test wheel will be brought to the desired slip state(s).
To ensure the accuracy of the slip ratio s, when ω isL1－ωL20 to π/36 radians/second, preferably 0 to π/72 radians/second, more preferably 0 to π/180 radians/second, and then (ω) is measuredL1+ωL2) [ 2 ] average angular velocity [ omega ] of tire for testL。
Step (4) of the present inventionComprises the following steps: controlling the angular velocity ω of the first test tire by using a first brake and a second brake, respectivelyL1And angular velocity ω of the second test tireL2So that the slip ratio s is controlled to a desired value si(ii) a The pressure N of the first and second test tires is then measured using the pressure sensoriMeasuring the frictional force F of the first and second test tires using the first and second tension sensorsiThe friction coefficient mu between the test tire and the test piece of road surface material is obtained according to the following formulai：
μi＝Fi/NiWherein i is a natural number.
If the first test tire friction force F measured by the first tension sensor is adoptedi1Friction force F with a second test tyre measured with a second tension sensori2If the difference is large, it indicates that the two test tires are not in symmetrical positions or the loading cross bar provided with the two test tires is not kept horizontal, and the two test tires should be corrected in time. Will (F)i1+Fi2) /2 as the friction force F of the first and second test tiresi. Since the tension sensor error is related to span, the present invention preferably uses a 20N span sensor.
The step (5) of the invention is as follows: varying the slip ratio siAnd (5) repeating the step (4) to obtain the friction coefficient mu at different slip ratesiA curve μ ═ f(s) of the friction coefficient μ as a function of the slip ratio s is plotted. The friction coefficients of different slip rates are given by the curves, the dynamic friction behavior of the tire and the road surface under real road conditions is more approximate, the test of the road surface material under the known given slip rate is realized, and therefore the evaluation of the road surface anti-slip performance is more accurate.
In order to ensure the running stability and the test accuracy of the device, the rotating speed of the bearing unit can be controlled to be 3.25-16.6 revolutions per second, and preferably 5-10 revolutions per second; the load applied by the loading unit can be controlled to be 0-90 kgf; the tire pressure of the tire for testing is controlled to be 2-3 kgf/cm2。
Example 1
Fig. 1 is a schematic structural view of a pavement material friction performance testing device of the present invention. As shown in fig. 1, the device for testing friction performance of a pavement material of the present invention includes a first test tire 11, a second test tire 12, a carrying unit, a driving unit, a loading unit, a tire braking control and test unit, and a data acquisition unit.
The bearing unit is positioned between the driving unit and the first and second test tires 11 and 12 and is used for bearing the pavement material test piece 2. The bearing unit comprises a bearing plate 3 and a bearing plate 4, the bearing plate 3 is positioned above the bearing plate 4, and the pavement material test piece 2 is fixed on the bearing plate 3.
The drive unit of the invention is used for driving the carrying unit to move and comprises a motor 5, a reducer and a frequency converter (not shown in the figure). The motor 5 is in power transmission with a speed reducer through a gear (not shown in the figure), and the frequency converter is used for changing the rotating speed of the motor 5 so as to control the rotating speed of the bearing unit and the pavement material test piece 2. The motor 5 is a common motor, namely a motor without a frequency converter, the initial rotating speed is selected to be 24 r/s, and the reduction ratio of the speed reducer is 2: 1.
The loading unit of the present invention is located above the first test tire 11 and the second test tire 12, and is used to apply a load to the first test tire 11 and the second test tire 12. The loading unit comprises a pressurizing piston 6 and a loading crossbar 7, the pressurizing piston 6 is mounted above the loading crossbar 7, and a pressure sensor 86 is arranged between the pressurizing piston 6 and the loading crossbar 7.
The tire braking control and test unit of the present invention includes a first brake 81, a second brake 82, a first rotation speed sensor 83, a second rotation speed sensor 84, a third rotation speed sensor 85, a pressure sensor 86, a first tension sensor and a second tension sensor (not shown in the drawings). The first brake 81 is mounted on the first test tire 11 and used for controlling the slip ratio of the first test tire 11 in real time; the second brake 82 is mounted on the second test tire 12 and used for controlling the slip ratio of the second test tire 12 in real time; a first rotational speed sensor 83 mounted on the first trial tire 11 for measuring the angular speed of the first trial tire 11; a second rotational speed sensor 84 mounted on the second trial tire 12 for measuring the angular speed of the second trial tire 12; the third rotating speed sensor 85 is arranged on the rotating shaft of the bearing unit and used for measuring the rotating speed of the bearing unit; a pressure sensor 86 mounted on the loading unit for measuring the pressure applied to the first and second test tires 11 and 12; the first tension sensor is used to measure the frictional force acting on the first test tire 11, and the second tension sensor is used to measure the frictional force acting on the second test tire 12.
In addition, the device of the present invention further comprises a data acquisition unit (not shown in the figure) for acquiring and recording the test data of all the sensors in real time.
In this embodiment, in order to control the slip ratio of the tire for testing in real time, the first brake 81 and the second brake 82 are disk brakes, and the driving method thereof is electromagnetic driving. In addition, hall sensors are used for the first rotation sensor 83, the second rotation sensor 84, and the third rotation sensor 85, respectively, in order to measure the rotation speed of the tire or the carrier plate for testing. The first test tire 11 and the second test tire 12 were each a pneumatic tire having a tire pressure of 2.5. + -. 0.1kgf/cm2. The dimensions of the pavement material test piece 2 were 300 × 300 × 50 mm.
Example 2
The components and parameters are the same as those of embodiment 1 except that the first brake 81 and the second brake 82 in embodiment 1 are replaced with drum brakes by disc brakes.
Example 3
The components and parameters are the same as those of embodiment 1 except that the motor 5 in embodiment 1 is replaced with an inverter motor and an inverter is omitted.
Example 4
The remaining components and parameters are the same as those of embodiment 1, except that the brake driving manner in embodiment 1 is replaced with the electromagnetic driving by the hydraulic driving.
Example 5
The friction performance test method of the pavement material comprises the following steps:
(1) a pavement material test piece 2 (with the size of 300 multiplied by 50mm) is fixed on a bearing disc 3 of a bearing unit through bolts, a motor 5 of a driving unit is started, power transmission is carried out through a gear and a speed reducer below a bearing plate 4, a frequency converter is used for changing the rotating speed of the motor 5, and then the rotating speed of the bearing unit and the pavement material test piece 2 is controlled. The initial speed of the motor 5 is selected to be 24 rpm, and the reduction ratio of the speed reducer is 2: 1.
(2) The pressurizing piston 6 of the loading unit applies a load to the first test tire 11 and the second test tire 12 (both having a tire pressure of 2.5 ± 0.1 kgf/cm) via the loading beam 72) So that they are both in contact with the road surface material test piece 2, thereby moving the first test tire 11 and the second test tire 12;
(3) measuring the angular velocity ω of the first test tire 11 using the first rotational speed sensor 83L1Measuring the angular velocity ω of the second test tire 12 using the second rotational speed sensor 84L2When ω isL1－ωL2Less than π/72 radians/second, will be (ω)L1+ωL2) [ 2 ] average angular velocity [ omega ] of tire for testL(ii) a Measuring the rotational speed ω of the load-bearing unit using a third rotational speed sensor 850. Slip ratio s is calculated using the following formula:
(4) controlling the angular velocity ω of the first test tire 11 using the first brake 81 and the second brake 82L1And the angular velocity ω of the second test tire 12L2So that the slip ratio s is controlled to a desired value si(ii) a The pressure N of the first test tire 11 and the second test tire 12 is then measured using the pressure sensor 86i. Measuring a first test tire friction force F using a first tension sensor (not shown)i1(ii) a Measuring the friction force F of the second test tyre using a second tension sensor (not shown in the figures)i2. The symmetrical positions and the horizontal positions of the first test tire 11 and the second test tire 12 are adjusted when the difference therebetween is large. Will (F)i1+Fi2) /2 as the friction force F of the first and second test tiresi。
The friction coefficient μ between the test tire and the road surface material test piece 2 was obtained according to the following formulai：
μi＝Fi/NiWherein i is a natural number, (i ═ 1, 2, 3, 4, 5, 6 … …).
(5) Varying the slip ratio siAnd (5) repeating the step (4) to obtain the friction coefficient mu at different slip ratesiA curve μ ═ f(s) of the friction coefficient μ as a function of the slip ratio s is plotted.
In the above step, the rotation speed of the loading unit is 3.25 to 16.6 rpm/s, and the load applied by the loading unit is 0 to 90 kgf.
Examples 6 to 8
The components and parameters were the same as in example 5, except that the apparatus of examples 2 to 4 was used.
Any variations, modifications, and substitutions that may occur to those skilled in the art without departing from the spirit of the invention are intended to be within the scope of the invention.
Claims (5)
1. A method for testing the friction performance of a pavement material by using a friction performance testing device of the pavement material is characterized in that the friction performance testing device of the pavement material comprises a first testing tire, a second testing tire, a bearing unit, a driving unit, a loading unit, a tire braking control and testing unit and a data acquisition unit;
the bearing unit is positioned between the driving unit and the first and second test tires and is used for bearing the pavement material test piece; the driving unit is used for driving the bearing unit to move; the loading unit is positioned above the first test tire and the second test tire and used for applying load to the first test tire and the second test tire;
the tire braking control and test unit comprises a first brake, a second brake, a first rotating speed sensor, a second rotating speed sensor, a third rotating speed sensor, a pressure sensor, a first tension sensor and a second tension sensor; the first brake is arranged on the first test tire and used for controlling the slip rate of the first test tire in real time; the second brake is arranged on the second tire for testing and is used for controlling the slip rate of the second tire for testing in real time; the first rotation speed sensor is arranged on the first trial tire and used for measuring the angular speed of the first trial tire; the second rotating speed sensor is arranged on the second trial tire and used for measuring the angular speed of the second trial tire; the third rotating speed sensor is arranged on the rotating shaft of the bearing unit and used for measuring the rotating speed of the bearing unit; a pressure sensor mounted on the loading unit for measuring pressures applied to the first and second test tires; the first tension sensor is used for measuring the tension acting on the first test tire, and the second tension sensor is used for measuring the tension acting on the second test tire; and
the data acquisition unit is used for acquiring and recording the test data of all the sensors in real time;
the bearing unit comprises a bearing disc and a bearing plate; the bearing plate is positioned above the bearing plate; the bearing plate is used for bearing a pavement material test piece;
the driving unit comprises a motor, a speed reducer and a frequency converter, the motor is in power transmission with the speed reducer through a gear, and the frequency converter is used for changing the rotating speed of the motor and further controlling the rotating speed of the bearing unit; the motor is arranged below the bearing plate and is fixed on a vertical steel plate;
the device for testing the friction performance of the pavement material further comprises a first tension sensor fixing device and a second tension sensor fixing device; the first tension sensor fixing device is provided with a first cavity, so that the center of the first tension sensor and the center of the first test tire are kept parallel in the movement process of the first test tire; the second tension sensor fixing device is provided with a second cavity so that the center of the second tension sensor and the center of the second test tire are kept parallel in the movement process of the second test tire;
the method comprises the following steps:
(1) fixing a pavement material test piece on the bearing unit, and driving the bearing unit to rotate through a driving unit so as to rotate the pavement material test piece;
(2) applying a load to the first test tire and the second test tire through the loading unit so that the first test tire and the second test tire are both in contact with the pavement material test piece, and further the first test tire and the second test tire move;
(3) measuring the angular velocity ω of the tire for a first test using a first rotational speed sensorL1Measuring the angular velocity ω of the second test tire using a second rotational speed sensorL2When ω isL1－ωL2At 0-pi/36 radian/second, (omega)L1+ωL2) [ 2 ] average angular velocity [ omega ] of tire for testL(ii) a Measuring the rotational speed omega of the load-bearing unit with a third rotational speed sensor0The slip ratio s is calculated using the following formula:
wherein s is the slip ratio between the test tire and the pavement material test piece, u is the linear velocity of a contact point of the pavement material test piece and the test tire, v is the rim linear velocity of the test tire, and r is the radius of the test tire; r is the radius of rotation, omega, of the contact point of the test tire and the pavement material test piece0For testing the angular velocity of rotation of the contact point of the tire with the test piece of road material, i.e. the rotational speed of the carrying unit, omegaLSubscripts 1 and 2 denote the first and second test tires, respectively, for the average angular velocity of the test tires;
(4) controlling the angular velocity ω of the first test tire by using a first brake and a second brake, respectivelyL1And angular velocity ω of the second test tireL2So that the slip ratio s is controlled to a desired value si(ii) a The pressure N of the first and second test tires is then measured using the pressure sensoriMeasuring the friction force F of the first and second test tires respectively by using the first and second tension sensorsiThe friction coefficient mu between the test tire and the test piece of road surface material is obtained according to the following formulai：
μi＝Fi/NiWherein i is a natural number;
(5) varying the slip ratio siAnd (5) repeating the step (4) to obtain the friction coefficient mu at different slip ratesiDrawing a curve mu (f)(s) of the friction coefficient mu changing along with the slip ratio s;
wherein the rotating speed of the bearing unit is 5-10 revolutions per second; the load applied by the loading unit is 0-90 kgf; the first tire for testing and the second tire for testing are both pneumatic tires, and the tire pressures of the first tire for testing and the second tire for testing are both 2-3 kgf/cm2。
2. The method of claim 1, wherein the loading unit comprises a pressurizing piston and a loading cross-bar; the pressurizing piston is arranged above the loading cross rod, and the pressure sensor is arranged between the pressurizing piston and the loading cross rod.
3. The method of claim 2, wherein the first and second test tires are symmetrically disposed below the loading beam.
4. The method of claim 1, wherein the device satisfies one of the following conditions:
condition a: the first brake and the second brake are both disc brakes;
condition B: the first rotating speed sensor, the second rotating speed sensor and the third rotating speed sensor are all Hall sensors;
condition C: the driving mode of the first brake and the second brake is electromagnetic driving or hydraulic driving.
5. The method according to any one of claims 1 to 4, wherein the loading unit further comprises a closed-loop electro-hydraulic servo control system consisting of a hydraulic power mechanism and a hydraulic feedback mechanism.
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| JP2019049440A (en) * | 2017-09-08 | 2019-03-28 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Rubber friction test method |
| CN107655825A (en) * | 2017-11-18 | 2018-02-02 | 哈尔滨工业大学（威海） | A kind of rubber for tire high speed ice face frictional behavior test device |
| CN108037070A (en) * | 2017-12-11 | 2018-05-15 | 北京信息科技大学 | A kind of dynamic coefficient of sliding friction measuring system and method |
| CN108613920B (en) * | 2018-05-03 | 2020-10-30 | 长安大学 | Simulation test device and method for researching friction process between tire and road surface |
| CN108760622A (en) * | 2018-06-08 | 2018-11-06 | 南京熙赢测控技术有限公司 | A kind of slip rate regulating device for road surface profile frictional coefficient tester |
| CN109060383B (en) * | 2018-08-20 | 2020-10-02 | 交通运输部科学研究院 | Simulation test system and method for interaction between tire and road surface |
| IT201900017498A1 (en) * | 2019-09-30 | 2021-03-30 | Trelleborg Wheel Sys Italia Spa | System for measuring the slippage of a tire with respect to a rim on which said tire is mounted, and relative method. |
| CN111398162B (en) * | 2020-03-27 | 2021-02-26 | 中国汽车工程研究院股份有限公司 | Method for testing friction coefficient of air pressure disc type brake assembly of commercial vehicle |
| CN113588542A (en) * | 2021-07-30 | 2021-11-02 | 哈尔滨工业大学 | Constant-speed rotation and anti-lock controller for wheel type high-speed anti-skid instrument |
| CN114295542A (en) * | 2021-12-16 | 2022-04-08 | 福建省计量科学研究院（福建省眼镜质量检验站） | Horizontal pulling speed calibration device of shoe anti-skid performance testing machine |
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