WO2019210688A1 - 一种用于轮胎与路面摩擦过程研究的模拟试验装置及方法 - Google Patents

一种用于轮胎与路面摩擦过程研究的模拟试验装置及方法 Download PDF

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Publication number
WO2019210688A1
WO2019210688A1 PCT/CN2018/120586 CN2018120586W WO2019210688A1 WO 2019210688 A1 WO2019210688 A1 WO 2019210688A1 CN 2018120586 W CN2018120586 W CN 2018120586W WO 2019210688 A1 WO2019210688 A1 WO 2019210688A1
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WIPO (PCT)
Prior art keywords
test
wheel
tire
gear
guiding sleeve
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PCT/CN2018/120586
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English (en)
French (fr)
Inventor
韩森
余丽洁
韩霄
彭标
高巍
吴松
尹媛媛
张琛
郁录平
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长安大学
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Publication of WO2019210688A1 publication Critical patent/WO2019210688A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N19/00—Investigating materials by mechanical methods
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/02—Tyres

Definitions

  • the invention belongs to the technical field of vehicle and road surface testing, and particularly relates to a simulation test device and method for research on tire and road surface friction process.
  • the effect of vehicle load on the road surface is mainly as follows: the vehicle load acting vertically on the road surface will permanently deform the road surface and form the rut; the vehicle starts, brakes, shifts, turns and overcomes the various resistances applied to the road surface when the resistance advances.
  • the horizontal shear force will cause shear damage such as the road surface, and the surface of the road surface and the tire surface will be gradually polished, resulting in a decrease in the anti-sliding performance of the tire while driving on the road surface, resulting in a safety hazard.
  • Chinese Patent Publication No. CN 104101552A discloses "a road surface accelerated wear device" which can be used to simulate the wear between a tire and a road surface, but the patented test tire is purely rolled on the test road surface and is used in the test. The method of spraying the emery on the road surface accelerates the wear. The simulated condition of this method is quite different from the actual situation of the wear of the wheel on the actual road surface, and the credibility of the conclusion obtained is relatively low.
  • Chinese Patent Publication No. CN 101532934A discloses "a method and a device for accelerating loading of a main drive wheel type pavement material", which fixes the pavement material for testing on the outer surface of a rotating cylinder, and tests the pavement material in the test.
  • the test cylinder cannot be rotated at a high speed, and only the low speed test can be performed, so the conclusion obtained is relatively large.
  • the technical solution adopts the method of braking the test tire to perform the slip test, and has the following problems: (1) The friction plate generates a large amount of heat during the working process, and the temperature rise causes the test to be unsuccessful; (2) The braking process consumes a large amount of energy, which increases the power of the equipment; (3) The slip rate of the wheel is difficult to control when braking, which may result in difficulty in data analysis.
  • simulation results of the existing simulation test devices are generally different from the actual situation, and cannot accurately reflect the actual situation, and cannot meet the needs of the friction process research.
  • the simulation test device provided by the invention can accelerate the wear between the tire and the road surface, can realistically simulate the slip condition of the tire when driving on the road surface, and has no brake heating problem, and the energy consumption is small.
  • a simulation test device for research on tire and road surface friction process comprising: a driving device, a transmission device, a central shaft, a rotating arm, a loading device, a transmission box, a reference wheel, a test wheel and a test track; the transmission device is arranged on the driving device Between the central axis and the central axis, the driving device can drive the central shaft to rotate about the axis of the central axis; the top end of the central shaft is fixedly provided with a rotating arm, and the lower end of the central shaft can be rotatably disposed on the base or the foundation of the testing device;
  • the gearbox is connected by a loading device, and the loading device can apply a load to the gearbox.
  • the rotating arm can drive the gearbox to move through the loading device;
  • the gearbox is provided with a rotatable reference gear and a test gear, and the reference gear and the test gear are
  • the intermediate gears are arranged in the transmission box, the intermediate gears are used for the transmission between the reference gears and the test gears, the reference gears are connected with the reference wheels through the reference universal joints, and the test gears pass the test universal joints and Test wheel connection;
  • test wheel can be installed on the reference wheel and test wheel ; Upper surface of the test track is covered with the test pavement materials, test track and a reference wheel and test wheels match, when rotated by the drive means drives the central shaft, the test tire on the reference wheel and test wheel is mounted can be moved in the test track.
  • the driving device comprises an electric motor and a speed reducer; the output shaft of the electric motor is connected to the input shaft of the speed reducer through a transmission belt, and the output shaft of the speed reducer can drive the central shaft to rotate through the transmission device.
  • the transmission device comprises a transmission belt and a pulley; the driven pulley is fixedly mounted on the central shaft, and the driven pulley is connected to the output shaft of the driving device through the transmission belt.
  • the loading device comprises a guiding sleeve, a loading screw and a loading spring
  • the guiding sleeve comprises a first guiding sleeve and a second guiding sleeve, the first guiding sleeve is fixedly disposed on the rotating arm, and the second guiding sleeve is hinged
  • a gap fit sleeve is arranged between the first guiding sleeve and the second guiding sleeve, and the rotating arm can drive the transmission box through the guiding sleeve
  • the loading screw and the loading spring are arranged in the guiding sleeve, and the rotating arm is arranged on the rotating arm a threaded through hole is provided, one end of the loading screw passes through the threaded through hole through the rotating arm, the other end is connected with the upper end of the loading spring, and the lower end of the loading spring is connected with the second guiding sleeve, and the rotating loading screw can adjust the loading spring to the transmission box
  • a limiting device is disposed between the first guiding sleeve and the second guiding sleeve, and the relative rotation between the first guiding sleeve and the second guiding sleeve can be restricted by the limiting device, and the limiting device is not limited A relative axial movement between a guide sleeve and a second guide sleeve.
  • the circumferential speed of the test wheel is different from the circumferential speed of the reference wheel.
  • reference universal joint and the test universal joint are both constant velocity joints.
  • a speed sensor is arranged close to the central axis, the speed sensor is capable of measuring the rotational speed of the central axis; the pin sensor is arranged on an intermediate gear shaft, and the pin sensor can measure the tooth engagement
  • the load sensor is mounted to the loading device, and the load sensor is capable of measuring the load applied by the loading device to the gearbox.
  • a simulation test method for research on tire and road surface friction process based on any of the above simulation test devices, the specific steps include:
  • Step 1 an overall test device is prepared, and test tires are installed on test wheels and reference wheels according to test requirements;
  • Step 2 laying the pavement material to be tested on the circular test track of the lower part of the test tire, and the test tire is in contact with the test pavement material on the test track;
  • Step 3 applying a load to the reference wheel and the test wheel by the loading device
  • Step 4 Start the driving device, drive the central shaft to rotate, and move the test tire on the test pavement material on the test track to study the friction process between the test tire and the test track.
  • the present invention has the following beneficial effects:
  • the invention relates to a simulation test device for researching a friction process between a tire and a road surface.
  • the driving device drives the central shaft through the transmission device to rotate the central shaft about its axis, and the central shaft rotates while driving and fixedly mounted on the top end of the central shaft.
  • the rotating arm rotates, and when the rotating arm rotates, the gearbox moves by the loading device to make the transmission box move circumferentially around the axis of the central axis; the transmission box drives the axis of the reference wheel and the test wheel to rotate around the central axis.
  • a load perpendicular to the test track is applied to the transmission case by the loading device, and the magnitude of the applied load is adjusted so that the test tire mounted on the reference wheel and the test wheel is in a state to be studied, and a simulation study of the tire and road surface friction process can be realized.
  • the test track is fixed but the test tire is moved, and the test road material is not subjected to other additional loads such as centrifugal force, and can be tested during the high-speed operation of the test tire, and the tire can be simulated on the road surface more realistically.
  • the slipping condition during driving; the slipping state of the test tire on the test road track can be controlled by adjusting the gear ratio of the transmission box.
  • the brake device is not provided in the test device, and there is no brake heating problem at all, and the energy consumption is correspondingly reduced.
  • the test universal joint ensures that the axis of the test wheel intersects the axis of the central axis, so that the test wheel can roll normally during the test, and no side slip occurs on the test loop;
  • the reference universal joint ensures the axis of the reference wheel and the axis of the central axis Intersecting, the reference wheel can be normally rolled during the test, and no side slip occurs on the test loop.
  • the motor and the speed reducer are used for driving, which is convenient for arrangement and convenient to operate.
  • the transmission device adopts a belt transmission, and the pulley is more easily fixedly mounted on the central shaft than the gear transmission mode, which is convenient for installation and arrangement.
  • the guiding sleeve is of a split type, and the loading screw and the loading spring are arranged in the guiding sleeve.
  • the end of the loading screw passing through the rotating arm is an operating end, and the rotating operation end can press or loosen the loading spring to realize the load application. Adjustment; using the loading mode of the loading screw and the loading spring, the operation is convenient and the reliability of the simulation test device is improved.
  • the limiting device limits the relative rotation between the first guiding sleeve and the second guiding sleeve, and the limiting device does not limit the relative axial movement between the first guiding sleeve and the second guiding sleeve.
  • the position device enables the first guide sleeve and the second guide sleeve to only perform relative sliding along the axis, which can prevent relative rotation of the first guide sleeve and the second guide sleeve, and can improve the accuracy of the simulation test device.
  • the circumferential linear velocity of the test wheel (15) is different from the circumferential linear velocity of the reference wheel (17), which can cause the test wheel to slip.
  • the friction process between the simulated tire and the road surface can be quantitatively studied, and the accuracy and reliability of the simulation test device can be further improved.
  • the simulation test method of the invention can be applied to the actual working condition of the tire and the road surface which can be simulated by the invention, and can be subjected to a high-speed test, which can more realistically reflect the friction process between the tire and the road surface, and the obtained research result can be compared. Accurately guide engineering practice.
  • FIG. 1 is a schematic view showing the overall structure of a simulation test apparatus for researching a tire and road surface friction process of the present invention
  • Figure 2 is a cross-sectional structural view of the A-A of Figure 1;
  • Figure 3 is a cross-sectional structural view of the B-B of Figure 1;
  • a simulation test device for researching a tire and road surface friction process of the present invention includes: a driving device, a transmission device, a center shaft 2, a rotating arm 7, a loading device, a transmission case 14, and a reference wheel. 17. Test wheel 15 and test track 13.
  • the transmission device is disposed between the driving device and the central shaft 2, and the driving device can drive the central shaft 2 to rotate about its axis through the transmission device; the top end of the central shaft 2 is fixed at the center of the rotating arm 7 by welding, threading or pinning.
  • the lower end of the central shaft 2 can be rotated on a base or a foundation of the test device by means of a bearing or the like; both ends of the rotary arm 7 are connected to the transmission case 14 through a loading device, and the transmission device can apply a vertical test to the transmission case 14
  • the load of the rail 13 can be driven by the loading device when the rotating arm 7 rotates;
  • the gearbox mounting shaft is provided with a rotatable reference gear 18 and a test gear 16, and between the reference gear 18 and the test gear 16
  • a plurality of intermediate transmission gears are provided, and the intermediate transmission gears of this embodiment are idlers, which do not affect the transmission ratio.
  • the intermediate transmission gear is used for transmission between the reference gear 18 and the test gear 16, and the reference gear 18 is connected to the reference wheel 17 through the reference universal joint 19, and the test gear 16 is connected to the test wheel 15 through the test universal joint 21;
  • the test tire can be mounted on the wheel 17 and the test wheel 15; the test track 13 on which the test surface material is placed on the upper surface is matched with the reference wheel 17 and the test wheel 15, and the reference wheel 17 and the test wheel are driven by the drive device to drive the central shaft 2 to rotate.
  • the test tire mounted on the 15 can move on the test track 13.
  • the driving device comprises an electric motor 1 and a reduction gear 6; the output shaft of the electric motor 1 is connected to the input shaft of the reduction gear 6 via a transmission belt, and the output shaft of the reduction gear 6 is capable of driving the central shaft 2 to rotate by the transmission.
  • the transmission comprises a drive belt and a pulley; the driven pulley 5 is fixedly mounted on the central shaft 2, and the driven pulley 5 is connected to the output shaft of the reduction gear 6 of the drive unit via a drive belt.
  • the loading device comprises a guiding sleeve, a loading screw 8 and a loading spring 10;
  • the guiding sleeve comprises a first guiding sleeve 9 and a second guiding sleeve 11, the first guiding sleeve 9 being fixedly mounted on the rotating arm 7 by welding or the like
  • the second guiding sleeve 11 is hinged to the transmission case 14 by the mounting shaft.
  • the first guiding sleeve 9 and the second guiding sleeve 11 can be matched with the sleeve.
  • the rotating arm 7 can drive the transmission box 14 through the guiding sleeve.
  • the second guide sleeve 11 projects into the first guide sleeve 9, and the outer wall of the second guide sleeve 11 is in a clearance fit relationship with the inner wall of the first guide sleeve 9.
  • the loading screw 8 and the loading spring 10 are disposed in the guiding sleeve, and the rotating arm 7 is provided with a threaded through hole.
  • the upper end of the loading screw 8 passes through the threaded through hole through the rotating arm 7, and the lower end is connected with the upper end of the loading spring 10, and the spring is loaded.
  • the lower end of the 10 is connected to the second guide sleeve 11, and the load applied to the transmission case 14 by the loading spring 10 can be adjusted by rotating the loading screw 8 at the upper end of the loading screw 8.
  • a limiting device is arranged between the first guiding sleeve 9 and the second guiding sleeve 11, and the relative rotation between the first guiding sleeve 9 and the second guiding sleeve 11 can be restricted by the limiting device.
  • the inner wall of the first guiding sleeve 9 is provided with an axial groove
  • the outer wall of the second guiding sleeve 11 is provided with an axial protrusion, the groove and the protrusion are matched, and after the protrusion is inserted into the groove, Only the relative movement between the first guiding sleeve 9 and the second guiding sleeve 11 in the axial direction of the sleeve can be made, and relative rotation cannot occur.
  • the gear ratio between the reference gear 18 and the test gear 16 in the gearbox By designing the gear ratio between the reference gear 18 and the test gear 16 in the gearbox, the circumferential speeds of the reference wheel 17 and the test wheel 15 are different.
  • the reference universal joint 19 and the test universal joint 21 are both constant velocity joints.
  • the bracket 3 has a barrel shape, the lower end is fixedly disposed on the foundation at the open end, the upper end is a blind end, the center of the blind end is provided with a vertical through hole, and the through hole is provided with a bearing seat for supporting the central shaft 2, and the driving device is disposed on the bracket
  • the bracket 3 can protect the driving device while shielding the noise of the driving device and improving the safety and reliability of the device.
  • the speed sensor 4 is fixedly disposed near the pulley 5 on the center shaft 2, so that the speed sensor 4 can measure the rotation speed of the center shaft 2; the pin sensor 20 is fixedly mounted on the intermediate gear shaft, so that the pin sensor 20 can measure the tooth meshing force
  • the load cell 12 is mounted to a loading device that is capable of measuring the load applied by the loading device to the gearbox 14.
  • the load cell 12 is fixedly mounted to the lower end of the second guide sleeve 11, and the lower end of the load spring 10 is coupled to the load cell 12.
  • a microphone 22 disposed adjacent the ground point of the test wheel 15 and the reference wheel 17, the microphone 22 can be fixed to the test track 13, measuring the noise of the test tire passing through the position, and the microphone 22 can also be fixed to the gearbox by the bracket On the 14th, measure the noise of the test tire during all test procedures.
  • the horizontal distance b from the axis of the reference gear 18 to the hinge point O is not the same as the horizontal distance a from the axis of the test gear 16 to the hinge point O; or the reference wheel 17 is different from the weight of the gearbox 14 assumed by the test wheel 15, that is,
  • the test tires mounted on the two wheels can be in different load states by the structural size or the structural weight, and one of the normal running rolls and the other can be made to slide.
  • a simulation test method for research on tire and road surface friction process based on the above simulation test device, the specific steps include:
  • Step 1 the test device is fabricated according to the above scheme, and the lower end of the central shaft 2 is rotated by a rotary bearing on a base provided on the foundation so that the central shaft 2 can rotate about the axis of the central axis 2 on the test wheel 15 and the reference wheel 17.
  • the test tire is installed, and the test tire is required to be a tire that requires actual characteristic testing;
  • Step 2 laying the test material on the lower annular test track 13 of the test tire
  • Step 3 the reference wheel 17 and the test tire mounted on the test wheel 15 are brought into contact with the pavement material on the test track 13 by the loading device, and the test tire is always on the test track during the test, against the reference wheel 17 and The test wheel 15 applies a load;
  • Step 4 Start the motor 1 of the driving device, drive the central shaft 2 to rotate by the driven pulley 5, and move the test tire on the test track 13, and study the test by making the test tires mounted on the two wheels in the driving state to be studied. The friction process between the tire and the test track 13.
  • step 5 since the barrel bracket 3 shields the noise of the driving device and the transmission well, the microphone 22 can be used to truly record the noise emitted by the tire during the test for research.
  • an electric motor 1 is connected to an input shaft of a reduction gear 6 via a transmission belt, and an output shaft of the reduction gear 6 is passed through a belt and a driven pulley 5 Connected, the driven pulley 5 is fixed on the central shaft 2, the lower end of the central shaft 2 is supported on the ground by bearings, the upper part of the central shaft 2 is supported on the bracket 3, and the rotating arm 7 is fixed at the top end of the central shaft 2, the rotating arm
  • the first guiding sleeve 9 and the screw 8 are disposed at two ends of the guiding sleeve 9.
  • the screw 8 is located at the center of the guiding sleeve.
  • the second guiding sleeve 11 is disposed in cooperation with the inner wall of the first guiding sleeve 9.
  • the second guiding sleeve 11 is The first guiding sleeve 9 can only be rotated up and down, and the loading spring 10 is arranged under the screw 8.
  • the load sensor 12 is arranged between the second guiding sleeve 11 and the loading spring 10, and the second guiding sleeve is arranged.
  • the lower end of the barrel 11 is hinged with a transmission case 14.
  • the test gear 16 in the transmission case 14 is connected to the test wheel 15 through a test universal joint 21, and the reference gear 18 in the transmission case 14 is connected to the reference wheel 17 through a reference universal joint 19.
  • a pin sensor 20 is disposed, on which test tires are mounted on the test wheel 15 and the reference wheel 17, and a circular test track 13 is disposed below the test wheel 15 and the reference wheel 17, on the test wheel 15 and the reference wheel 17
  • a microphone 22 is disposed near the grounding point.
  • the microphone 22 can be fixed on the test track 13 to measure the noise when the test tire passes through the position.
  • the microphone 22 can also be fixed to the transmission case 14 through the bracket to measure the noise of the test tire during all test procedures.
  • the test universal joint 21 ensures that the axis of the test wheel 15 intersects the axis of the central shaft 2, so that the test wheel 15 can normally rotate during the test, and no side slip occurs on the test track 13;
  • the reference universal joint 19 ensures the reference wheel 17 The axis intersects the axis of the central axis 2, enabling the reference wheel 17 to rotate normally during the test, and no side slip occurs on the test ring 13.
  • the reference universal joint 19 and the test universal joint 21 are all constant velocity joints.
  • the steering of the test wheel 15 in the gearbox 14 is the same as the steering of the reference wheel 17, and the design of the gearbox 14 ensures that the linear velocity of the circumference of the test wheel 15 relative to the center of the test wheel 15 during operation is less than the circumference of the reference wheel 17 relative to the center of the reference wheel 17. Line speed.
  • the test wheel 15 and the reference wheel 17 have the same radius, both of which are R; the tire material of the test wheel 15 is the same as the tire material of the reference wheel 17, and is The tire material to be tested; the number of teeth of the test gear 16 is greater than the number of teeth of the reference gear 18, and the other intermediate gears between the test gear 16 and the reference gear 18 in this embodiment are idlers, which do not affect the gear ratio.
  • the loading spring 10 is loaded by adjusting the loading screw 8 to load the system including the transmission case, the reference wheel and the test wheel, and the load of the test wheel 15 is P 1 and the load of the reference wheel 17 is P 2 , which is adjusted by the structure.
  • the horizontal distance b of the axis of the reference gear 18 to the hinge point O is smaller than the horizontal distance a of the axis of the test gear 16 to the hinge point O, or the weight of the gearbox 14 is applied to the two wheels by the counterweight such that P 1 ⁇ P 2 .
  • test gear box 14 drives the wheel 15 and wheel 17 moves in the reference test track 13, an effect between the test 15 and the test track wheel 13 on the test frictional wheel 15 F 1, the reference test track 17 and the wheel 13 of the The frictional force F 2 acting on the reference wheel 17 is generated. Since the large number of teeth of the test gear 16 inside the transmission case 14 is larger than the number of teeth of the reference gear 18, and the other gears are idlers, the transmission ratio is not affected.
  • the friction coefficient between the test wheel 15 and the reference wheel 17 and the test track 13 is equal, both being f.
  • the test wheel 15 will slip and roll forward.
  • Changing the speed ratio between the reference gear and the test gear in the gearbox 14 can change the slip ratio.
  • the force of the intermediate gear shaft is proportional to the gear meshing force, that is, proportional to the friction force F 1
  • the pin sensor 20 is formed on the intermediate gear shaft to measure the gear meshing force, thereby calculating The friction force F 1 is obtained .
  • the force P of the point O is measured by the load sensor 12, and the force P 1 of the test wheel can be calculated based on the geometrical size.
  • the friction coefficient f of the test wheel 15 and the road surface can be calculated by the following formula:
  • the actual speed of the test wheel 15 can be obtained by measuring the rotational speed of the central shaft 2 by the speed sensor 4. With the microphone 22, it is possible to test the noise generated when the tire is running on the ground and to make a study.
  • the horizontal distance b of the axis of the reference gear 18 to the hinge point O is greater than the horizontal distance a of the axis of the test gear 16 to the hinge point O by structural adjustment, or the gearbox 14 is acted upon by the counterweight to act on the two wheels.
  • the weight is such that P 2 ⁇ P 1 ⁇ z 2 /z 1 .
  • Other structural parameters and test methods are the same as in the second embodiment.
  • the original reference wheel 17 generates a slip motion and becomes a test wheel; the original test wheel 15 does not slip and becomes a reference wheel.
  • the slipping process of the reference wheel 17 is similar to the driving wheel slipping process of the vehicle, and can be used to study the wear of the vehicle driving wheel.
  • the slip rate ⁇ at this time is calculated as follows:
  • the friction coefficient f of the reference wheel 17 and the road surface can be calculated by the following formula:

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Abstract

一种用于轮胎与路面摩擦过程研究的模拟试验装置及方法，包括：传动装置设置于驱动装置和中心轴之间，驱动装置通过传动装置能够驱动中心轴绕中心轴的轴线转动；中心轴的一端固定设置有旋转臂；旋转臂与传动箱通过加载装置相连接；传动箱内设置有能够转动的基准齿轮和测试齿轮，基准齿轮和测试齿轮之间设置有中间齿轮，中间齿轮设置于传动箱内，基准齿轮通过基准万向节与基准轮相连接，测试齿轮通过测试万向节与测试轮相连接；试验轨道与基准轮和测试轮相匹配。该模拟试验装置能够加速轮胎与路面之间磨损，可较真实地模拟轮胎在路面上行驶时的打滑情况，且不存在制动器发热问题，能耗较小。

Description

一种用于轮胎与路面摩擦过程研究的模拟试验装置及方法 技术领域
本发明属于车辆及路面测试技术领域，特别涉及一种用于轮胎与路面摩擦过程研究的模拟试验装置及方法。
背景技术
车辆荷载对路面的作用主要有以下方式：竖向作用于路面的车辆荷载，会使路面产生永久变形并形成车辙；车辆起动、制动、变速、转向及克服各种阻力前进时对路面施加的水平剪力，会使路面产生推移等剪切破坏，路面及轮胎表面被逐渐磨光，导致轮胎在路面行驶时的抗滑性能的下降，造成安全隐患。
研究路面及轮胎表面功能的耐久性，已经成为研发新型长寿命路面和轮胎的必然。通过试验的手段模拟轮胎在路面上行驶时滑磨过程，研究轮胎、路面在使用中磨损规律，预测轮胎及路面的使用寿命已成为交通运输行业的一个重要问题。
中国专利公布第CN 104101552A号，公开了“一种路面加速磨耗装置”，可以用来模拟研究轮胎与路面之间的磨损，但该专利的试验轮胎是在试验路面上做纯滚动，采用在试验路面上喷撒金刚砂的办法加速磨损，这种方法所模拟的工况与车轮在实际路面上磨损的实际情况有较大的差异，所得结论的可信度相对较低。
中国专利公布第CN 101532934A号，公开了“一种主驱动轮式路面材料加速加载测试方法及装置”，该装置将试验用的路面材料固定在一个旋转的圆筒外表面，试验路面材料在试验中做圆周运动，由于离心力对试验路面材料有破坏作用，试验圆筒不可能做高速转动，只能进行低速试验，因而所得结论与实际差别相对较大。另外，其技术方案采用给试验轮胎制动的方 法进行滑差试验，存在如下问题：(1)制动器在工作过程中其摩擦片会产生大量的热量，温度升高导致试验无法持续进行；(2)制动过程消耗大量的能量，使设备功率增加；(3)在刹车时车轮的滑移率较难控制，这会导致数据分析困难。
综上，现有的模拟试验装置的模拟结论普遍与实际情况有较大差别，不能准确地反应实际情况，不能满足摩擦过程研究的需要。
发明内容
本发明的目的在于提供一种用于轮胎与路面摩擦过程研究的模拟试验装置及方法，以解决上述存在的技术问题。本发明提供的模拟试验装置，能够加速轮胎与路面之间磨损，可较真实地模拟轮胎在路面上行驶时的打滑情况，且不存在制动器发热问题，能耗较小。
为达到上述目的，本发明采用以下技术方案：
一种用于轮胎与路面摩擦过程研究的模拟试验装置，包括：驱动装置、传动装置、中心轴、旋转臂、加载装置、传动箱、基准轮、测试轮和试验轨道；传动装置设置于驱动装置和中心轴之间，驱动装置通过传动装置能够驱动中心轴绕中心轴的轴线转动；中心轴的顶端固定设置有旋转臂，中心轴的下端能够转动设置于试验装置底座或地基上；旋转臂与传动箱通过加载装置相连接，通过加载装置能够给传动箱施加载荷，旋转臂通过加载装置能够带动传动箱运动；传动箱内设置有能够转动的基准齿轮和测试齿轮，在基准齿轮和测试齿轮之间设置有若干中间齿轮，中间齿轮设置于传动箱内，中间齿轮用于基准齿轮与测试齿轮之间的传动，基准齿轮通过基准万向节与基准轮相连接，测试齿轮通过测试万向节与测试轮相连接；基准轮与测试轮上能够安装试验轮胎；试验轨道的上表面铺有试验路面材料，试验轨道与基准轮和测试轮相匹配，通过驱动装置驱动中心轴转动时，在基准轮和测试轮上安装的试验轮胎能够在试验轨道上运动。
进一步的，驱动装置包括电动机和减速机；电动机的输出轴通过传动带与减速机的输入轴 相连接，减速机的输出轴通过传动装置能够驱动中心轴转动。
进一步的，传动装置包括传动皮带和皮带轮；从动皮带轮固定安装在中心轴上，从动皮带轮通过传动皮带与驱动装置的输出轴相连接。
进一步的，加载装置包括导向套筒、加载螺杆和加载弹簧；导向套筒包括第一导向套筒和第二导向套筒，第一导向套筒固定设置在旋转臂上，第二导向套筒铰接在传动箱上，第一导向套筒与第二导向套筒之间为间隙配合套装，旋转臂通过导向套筒能够带动传动箱运动；加载螺杆和加载弹簧设置在导向套筒内，旋转臂上设置有螺纹通孔，加载螺杆的一端穿过螺纹通孔贯穿旋转臂，另一端与加载弹簧的上端连接，加载弹簧的下端与第二导向套筒连接，旋转加载螺杆能够调整加载弹簧对传动箱施加的载荷。
进一步的，第一导向套筒与第二导向套筒之间设置有限位装置，通过限位装置能够限制第一导向套筒与第二导向套筒之间的相对转动，限位装置不限制第一导向套筒与第二导向套筒之间的相对轴向移动。
进一步的，测试轮的圆周线速度与基准轮的圆周线速度不相同。
进一步的，基准万向节与测试万向节均为等速万向节。
进一步的，还包括速度传感器、销轴传感器和载荷传感器；速度传感器靠近中心轴布置，速度传感器能够测量中心轴的转速；销轴传感器布置于一个中间齿轮轴上，销轴传感器能够测量轮齿啮合力；载荷传感器安装于加载装置，载荷传感器能够测量加载装置对传动箱施加的载荷。
一种用于轮胎与路面摩擦过程研究的模拟试验方法，基于上述任一种模拟试验装置，具体步骤包括：
步骤1，按本发明的上述任一种方案制作整体试验装置，在测试轮和基准轮上按试验要求安装试验轮胎；
步骤2，在试验轮胎的下部的圆环形试验轨道上铺设需要试验的路面材料，试验轮胎与试验轨道上的试验路面材料相接触；
步骤3，通过加载装置对基准轮和测试轮施加载荷；
步骤4，启动驱动装置，驱动中心轴转动，使试验轮胎在试验轨道上的试验路面材料上运动，研究试验轮胎与试验轨道之间的摩擦过程。
与现有技术相比，本发明具有以下有益效果：
本发明用于轮胎与路面摩擦过程研究的模拟试验装置，启动驱动装置后，驱动装置通过传动装置驱动中心轴，使中心轴绕其轴线转动，中心轴转动的同时带动固定安装在中心轴顶端的旋转臂转动，旋转臂转动时通过加载装置带动传动箱运动，使传动箱绕中心轴的轴线做圆周运动；传动箱带动基准轮和测试轮绕中心轴的轴线运动。通过加载装置向传动箱施加垂直于试验轨道的载荷，调整施加载荷的大小使基准轮和测试轮上安装的试验轮胎处于所要研究的状态，可实现轮胎与路面摩擦过程的模拟研究。本发明的模拟试验装置中，试验轨道固定不动而是试验轮胎运动，试验路面材料不承受离心力等其他附加载荷，可在试验轮胎高速运行过程中进行试验，能较真实地模拟轮胎在路面上行驶时的打滑情况；试验轮胎在试验路面轨道上的打滑状态可通过调整传动箱的传动比进行控制，本试验装置没有设置制动器，根本不存在制动器发热问题，相应的降低了能耗。测试万向节保证测试轮的轴线与中心轴的轴线相交，实现测试轮在试验时能正常滚动，且在试验环道上不发生侧滑；基准万向节保证基准轮的轴线与中心轴的轴线相交，实现基准轮在试验时能正常滚动，且在试验环道上不发生侧滑。
进一步的，采用电动机和减速机进行驱动，便于布置，操作方便。
进一步的，传动装置采用皮带传动，相比于齿轮等传动方式，皮带轮更容易固定安装在中心轴上，便于安装布置。
进一步的，导向套筒为分体式，便于在导向套筒内布置加载螺杆和加载弹簧，加载螺杆的 贯穿旋转臂的一端为操作端，旋转操作端可压紧或放松加载弹簧，实现施加载荷的调节；采用加载螺杆和加载弹簧相配合的加载方式，操作方便且提高了模拟试验装置的可靠性。
进一步的，限位装置限制第一导向套筒与第二导向套筒之间的相对转动，限位装置不限制第一导向套筒与第二导向套筒之间的相对轴向移动，通过限位装置使得第一导向套筒和第二导向套筒只能够进行沿轴线的相对滑动，可防止第一导向套筒和第二导向套筒发生相对转动，可提高模拟试验装置的精确性。
进一步的，测试轮(15)的圆周线速度与基准轮(17)的圆周线速度不相同，能够使测试轮产生滑动现象。
进一步的，采用等速万向节能够使基准轮和测试轮具有稳定的角速度。
进一步的，通过设置速度传感器、销轴传感器和载荷传感器能够定量研究所模拟轮胎与路面之间的摩擦过程，可进一步的提高模拟试验装置的精确性和可靠性。
本发明的模拟试验方法可应用于本发明所能模拟的轮胎与路面的实际工作情况，可进行高速试验，能够更真实地反应轮胎与路面之间的摩擦过程，其得出的研究结果能够较准确地指导工程实践。
附图说明
图1是本发明的一种用于轮胎与路面摩擦过程研究的模拟试验装置的整体结构示意图；
图2是图1中A-A处的剖视结构示意图；
图3是图1中B-B处的剖视结构示意图；
在图1至图3中，1为电动机；2为中心轴；3为支架；4为速度传感器；5为从动皮带轮；6为减速机；7为旋转臂；8为加载螺杆；9为第一导向套筒；10为加载弹簧；11为第二导向套筒；12为载荷传感器；13为试验轨道；14为传动箱；15为测试轮；16为测试齿轮；17为 基准轮；18为基准齿轮；19为基准万向节；20为销轴传感器；21为测试万向节；22为传声器。
具体实施方式
下面结合附图和具体实施例对本发明作进一步详细说明。
实施例1
参考图1至图3，本发明的一种用于轮胎与路面摩擦过程研究的模拟试验装置，包括：驱动装置、传动装置、中心轴2、旋转臂7、加载装置、传动箱14、基准轮17、测试轮15和试验轨道13。传动装置设置于驱动装置和中心轴2之间，驱动装置通过传动装置能够驱动中心轴2绕其轴线转动；中心轴2的顶端通过焊接、螺纹或者销轴的方式固定在旋转臂7的中心，中心轴2的下端通过轴承等装置能够转动在设置于试验装置底座或地基上；旋转臂7的两端均与传动箱14通过加载装置相连接，通过加载装置能够给传动箱14施加垂直于试验轨道13的载荷，旋转臂7转动时通过加载装置能够带动传动箱14运动；传动箱14内通过齿轮安装轴设置有能够转动的基准齿轮18和测试齿轮16，基准齿轮18和测试齿轮16之间设置有若干中间传动齿轮，本实施例的中间传动的齿轮均为惰轮，不影响传动比。中间传动齿轮用于基准齿轮18与测试齿轮16之间的传动，基准齿轮18通过基准万向节19与基准轮17相连接，测试齿轮16通过测试万向节21与测试轮15相连接；基准轮17与测试轮15上能够安装试验轮胎；上表面铺有试验路面材料的试验轨道13与基准轮17和测试轮15相匹配，通过驱动装置驱动中心轴2转动时，基准轮17和测试轮15上安装的试验轮胎能够在试验轨道13上运动。
驱动装置包括电动机1和减速机6；电动机1的输出轴通过传动带与减速机6的输入轴相连接，减速机6的输出轴通过传动装置能够驱动中心轴2转动。传动装置包括传动皮带和皮带轮；从动皮带轮5固定安装在中心轴2上，从动皮带轮5通过传动皮带与驱动装置的减速机6 的输出轴相连接。
加载装置包括导向套筒、加载螺杆8和加载弹簧10；导向套筒包括第一导向套筒9和第二导向套筒11，第一导向套筒9通过焊接等方式固定安装在旋转臂7上，第二导向套筒11通过安装轴铰接在传动箱14上，第一导向套筒9与第二导向套筒11能够配合套装，旋转臂7通过导向套筒能够带动传动箱14运动；其中，第二导向套筒11伸入第一导向套筒9内，第二导向套筒11的外壁与第一导向套筒9的内壁为间隙配合关系。加载螺杆8和加载弹簧10设置在导向套筒内，旋转臂7上设置有螺纹通孔，加载螺杆8的上端穿过螺纹通孔贯穿旋转臂7，下端与加载弹簧10的上端连接，加载弹簧10的下端与第二导向套筒11连接，通过加载螺杆8的上端旋转加载螺杆8能够调整加载弹簧10对传动箱14施加的载荷。
第一导向套筒9与第二导向套筒11之间设置有限位装置，通过限位装置能够限制第一导向套筒9与第二导向套筒11之间的相对转动。第一导向套筒9的内壁上设置有轴向的凹槽，第二导向套筒11的外壁上设置有轴向的凸起，上述凹槽和凸起相匹配，凸起插入凹槽后，使第一导向套筒9和第二导向套筒11之间只能做沿套筒轴向的相对移动，而不能够发生相对转动。
通过设计传动箱中的基准齿轮18和测试齿轮16之间的传动比，实现基准轮17与测试轮15的圆周线速度不相同。基准万向节19与测试万向节21均为等速万向节。
还包括支架3、速度传感器4、销轴传感器20和载荷传感器12。支架3为桶形，下端为开口端固定设置于地基上，上端为盲端，盲端中心设置有竖直通孔，通孔内设置有用于支承中心轴2的轴承座，驱动装置设置于支架3内，支架3能够起到保护驱动装置的作用，同时屏蔽驱动装置的噪音，且能提高装置的安全性和可靠性。速度传感器4固定设置于中心轴2上的皮带轮5附近，使得速度传感器4能够测量中心轴2的转速；销轴传感器20固定安装于中间齿轮轴上，使得销轴传感器20能够测量轮齿啮合力；载荷传感器12安装于加载装置，载荷传感 器12能够测量加载装置对传动箱14施加的载荷。载荷传感器12固定安装在第二导向套筒11的下端，加载弹簧10的下端与载荷传感器12连接。
还包括传声器22，传声器22布置在测试轮15和基准轮17的接地点附近，传声器22可以固定在试验轨道13上，测量试验轮胎通过该位置时噪声，传声器22也可以通过支架固定在传动箱14上，测量试验轮胎在所有试验过程的噪音。
基准齿轮18的轴线到铰点O的水平距离b与测试齿轮16的轴线到铰点O的水平距离a不相同；或者基准轮17与测试轮15的所承担的传动箱14重量不同，也就是通过结构尺寸或者结构重量可以实现装在两个轮上的试验轮胎处于不同的载荷状态，实现其中一个正常行驶滚动而另一个进行打滑运动。
一种用于轮胎与路面摩擦过程研究的模拟试验方法，基于上述的模拟试验装置，具体步骤包括：
步骤1，按上述方案制作试验装置，使中心轴2的下端通过旋转轴承转动在设置于地基的底座上，使中心轴2能够绕中心轴2的轴线转动，在测试轮15和基准轮17上安装试验轮胎，要求试验轮胎为需要进行实际特性测试的轮胎；
步骤2，在试验轮胎的下部环形的试验轨道13上，铺设需要试验的路面材料，
步骤3，通过加载装置使基准轮17与测试轮15上安装的试验轮胎与试验轨道13上的路面材料相接触，并保证试验轮胎在试验过程中能够始终处于试验轨道上，对基准轮17和测试轮15施加载荷；
步骤4，启动驱动装置的电动机1，通过从动皮带轮5驱动中心轴2转动，使试验轮胎在试验轨道13上运动，通过使两个轮上安装的试验轮胎处于需要研究的行驶状态，研究试验轮胎与试验轨道13之间的摩擦过程。
步骤5，由于桶形支架3很好地屏蔽了驱动装置和传动装置的噪声，利用传声器22可以 真实地记录轮胎在试验中发出的噪声，进行研究。
实施例2
参考图1，本发明的一种用于轮胎与路面摩擦过程研究的模拟试验装置，电动机1通过传动带与减速机6的输入轴相连接，减速机6的输出轴通过皮带与从动皮带轮5相连接，从动皮带轮5固定在中心轴2上，中心轴2的下端通过轴承支承在地面上，中心轴2的上部支承在支架3上，在中心轴2的顶端固定有转臂7，转臂7的两端设置有第一导向套筒9和螺杆8，螺杆8位于导向套筒中央，与第一导向套筒9的内壁配合布置有第二导向套筒11，第二导向套筒11在第一导向套筒9内只能做上下运动不能转动，在螺杆8的下面布置有加载弹簧10，在第二导向套筒11与加载弹簧10之间布置有载荷传感器12，在第二导向套筒11的下端铰接有传动箱14，传动箱14内的测试齿轮16通过测试万向节21与测试轮15相连接，传动箱14内的基准齿轮18通过基准万向节19与基准轮17相连接，在传动箱14的中间齿轮轴上，布置有销轴传感器20，在测试轮15和基准轮17上安装有试验轮胎，圆环形试验轨道13布置在测试轮15和基准轮17的下面，在测试轮15和基准轮17的接地点附近布置有传声器22，传声器22可以固定在试验轨道13上，测量试验轮胎通过该位置时噪声，传声器22也可以通过支架固定传动箱14上，测量试验轮胎在所有试验过程的噪音。
测试万向节21保证测试轮15的轴线与中心轴2的轴线相交，实现测试轮15在试验时能正常转动，且在试验轨道13上不发生侧滑；基准万向节19保证基准轮17的轴线与中心轴2的轴线相交，实现基准轮17在试验时能正常转动，且在试验环道13上不发生侧滑。基准万向节19、测试万向节21都是等速万向节。传动箱14内的测试轮15的转向与基准轮17的转向相同，设计传动箱14保证工作时测试轮15的圆周相对测试轮15中心的线速度小于基准轮17的圆周相对基准轮17中心的线速度。
本实施例的工作原理：参考图1至图3，本实施例，测试轮15、基准轮17的半径相等， 都为R；测试轮15的轮胎材料与基准轮17的轮胎材料相同，且为需要进行测试的轮胎材料；测试齿轮16的齿数大于基准齿轮18的齿数，本实施例测试齿轮16与基准齿轮18之间的其它中间齿轮都是惰轮，不影响传动比。试验开始前，通过调整加载螺杆8压缩加载弹簧10给包括传动箱、基准轮和测试轮的系统加载，设测试轮15的载荷为P 1，基准轮17的载荷为P 2，通过结构调整使基准齿轮18的轴线到铰点O的水平距离b小于测试齿轮16的轴线到铰点O的水平距离a，或者通过配重调整传动箱14作用于两轮的重量，使P 1<P 2。
启动电动机1后，电动机1通过减速机6驱动旋转臂7绕中心轴2的轴线转动时，第二导向套筒11在传动箱14的O点产生力F 3，如图3中所示，通过传动箱14驱动测试轮15和基准轮17在试验轨道13上运动，在测试轮15与试验轨道13之间产生作用于测试轮15上的摩擦力F 1，在基准轮17与试验轨道13之间产生作用于基准轮17上的摩擦力F 2，由于传动箱14内部测试齿轮16大齿数大于基准齿轮18的齿数，且其他齿轮为惰轮，不影响传动比。
设测试齿轮16的齿数为z 1、基准齿轮18的齿数为z 2，根据力学原理可知：
F 2＝F 1·z 2/z 1<F 1             (1)
由于本实施例测试轮15的轮胎与基准轮17的轮胎材料相同，可以认为测试轮15和基准轮17与试验轨道13之间的摩擦系数相等，都为f。随着电动机的启动，F 1、F 2都在增加，当测试轮15与试验轨道13之间的摩擦力达到了摩擦力的极限值，也就是F 1满足F 1＝f·P 1条件时，测试轮15将发生打滑现象，向前滑移，由于P 1<P 2，F 2<F 1，所以F 2<f·P 1<f·P 2，也就是基准轮17与试验轨道13之间的摩擦力达没有摩擦力的极限，因此基准轮17不会在试验轨道13上滑动而是正常行驶做纯滚动。在F 2、F 3的共同作用下，测试轮15、基准轮17在试验轨道13上绕中心轴2做圆周运动。
这时本实施例的滑移率s按下式计算：
s＝1-z 2/z 1             (2)
改变传动箱14内基准齿轮和测试齿轮之间的速比可以改变滑移率。
由机械设计原理可知，中间齿轮轴的受力与齿轮啮合力成正比，也就是与摩擦力F 1成正比，在中间齿轮轴上制作销轴传感器20，测量齿轮啮合力，由此可以计算得出摩擦力F 1。由载荷传感器12测出O点的受力P，可以根据几何尺寸计算出测试轮的受力P 1。
按下式能计算出测试轮15与路面的摩擦系数f：
f＝F 1/P 1           (3)
利用速度传感器4测出中心轴2的转速，就可以得出测试轮15的实际速度。利用传声器22，可以测试所在轮胎在地面上行驶时产生的噪声，并作出研究。
实施例3
本实施例中，通过结构调整使基准齿轮18的轴线到铰点O的水平距离b大于测试齿轮16的轴线到铰点O的水平距离a，或者通过配重调整传动箱14作用于两轮的重量，使P 2<P 1·z 2/z 1。其他结构参数及试验方法与实施例2相同。
这时，原基准轮17产生滑转运动，变成了测试轮；原测试轮15不打滑，变成了基准轮。基准轮17的打滑过程与车辆的驱动轮滑转过程相似，可以用来研究车辆驱动轮的磨损情况。
这时的滑转率δ按下式计算：
δ＝1-z 2/z 1             (4)
按下式能计算出基准轮17与路面的摩擦系数f：
f＝F 2/P 2           (5)。

Claims (9)

  1. 一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，包括：驱动装置、传动装置、中心轴(2)、旋转臂(7)、加载装置、传动箱(14)、基准轮(17)、测试轮(15)和试验轨道(13)；
    传动装置设置于驱动装置和中心轴(2)之间，驱动装置通过传动装置能够驱动中心轴(2)绕中心轴(2)的轴线转动；
    中心轴(2)的顶端固定设置有旋转臂(7)，中心轴(2)的下端能够转动设置于试验装置底座或地基上；旋转臂(7)与传动箱(14)通过加载装置相连接，通过加载装置能够给传动箱(14)施加载荷，旋转臂(7)通过加载装置能够带动传动箱(14)运动；
    传动箱(14)内设置有能够转动的基准齿轮(18)和测试齿轮(16)，在基准齿轮(18)和测试齿轮(16)之间设置有若干中间齿轮，中间齿轮设置于传动箱(14)内，中间齿轮用于基准齿轮(18)与测试齿轮(16)之间的传动，基准齿轮(18)通过基准万向节(19)与基准轮(17)相连接，测试齿轮(16)通过测试万向节(21)与测试轮(15)相连接；基准轮(17)与测试轮(15)上能够安装试验轮胎；
    试验轨道(13)的上表面铺有试验路面材料，试验轨道(13)与基准轮(17)和测试轮(15)相匹配，通过驱动装置驱动中心轴(2)转动时，在基准轮(17)和测试轮(15)上安装的试验轮胎能够在试验轨道(13)上运动。
  2. 根据权利要求1所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，驱动装置包括电动机(1)和减速机(6)；电动机(1)的输出轴通过传动带与减速机(6)的输入轴相连接，减速机(6)的输出轴通过传动装置能够驱动中心轴(2)转动。
  3. 根据权利要求1所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，传动装置包括传动皮带和皮带轮；从动皮带轮(5)固定安装在中心轴(2)上，从动皮带轮(5)通过传动皮带与驱动装置的输出轴相连接。
  4. 根据权利要求1所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，加载装置包括导向套筒、加载螺杆(8)和加载弹簧(10)；
    导向套筒包括第一导向套筒(9)和第二导向套筒(11)，第一导向套筒(9)固定设置在旋转臂(7)上，第二导向套筒(11)铰接在传动箱(14)上，第一导向套筒(9)与第二导向套筒(11)之间为间隙配合套装，旋转臂(7)通过导向套筒能够带动传动箱(14)运动；
    加载螺杆(8)和加载弹簧(10)设置在导向套筒内，旋转臂(7)上设置有螺纹通孔，加载螺杆(8)的一端穿过螺纹通孔贯穿旋转臂(7)，另一端与加载弹簧(10)的上端连接，加载弹簧(10)的下端与第二导向套筒(11)连接，旋转加载螺杆(8)能够调整加载弹簧(10)对传动箱(14)施加的载荷。
  5. 根据权利要求4所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，第一导向套筒(9)与第二导向套筒(11)之间设置有限位装置，限位装置能够限制第一导向套筒(9)与第二导向套筒(11)之间的相对转动，限位装置不限制第一导向套筒(9)与第二导向套筒(11)之间的相对轴向移动。
  6. 根据权利要求1所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，测试轮(15)的圆周线速度与基准轮(17)的圆周线速度不相同。
  7. 根据权利要求1所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，基准万向节(19)与测试万向节(21)均为等速万向节。
  8. 根据权利要求1所述的一种用于轮胎与路面摩擦过程研究的模拟试验装置，其特征在于，还包括速度传感器(4)、销轴传感器(20)和载荷传感器(12)；
    速度传感器(4)靠近中心轴(2)布置，速度传感器(4)能够测量中心轴(2)的转速；销轴传感器(20)布置于一个中间齿轮轴上，销轴传感器(20)能够测量轮齿啮合力；载荷传感器(12)安装于加载装置，载荷传感器(12)能够测量加载装置对传动箱(14)施加的载荷。
  9. 一种用于轮胎与路面摩擦过程研究的模拟试验方法，其特征在于，基于权利要求1至8中任一项所述的模拟试验装置，具体步骤包括：
    步骤1，制作组装模拟实验装置，并在测试轮(15)和基准轮(17)上安装试验轮胎；
    步骤2，在试验轮胎的下部的圆环形试验轨道(13)上铺设需要试验的路面材料，使试验轮胎与试验轨道(13)上的试验路面材料相接触；
    步骤3，通过加载装置对基准轮(17)和测试轮(15)施加载荷；
    步骤4，启动驱动装置，驱动中心轴(2)转动，使试验轮胎在试验轨道(13)上的试验路面材料上运动，研究试验轮胎与试验轨道(13)之间的摩擦过程。
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