阅读说明：本技术 一种基于k&c试验台架的轮胎轮罩干涉检查方法 (Tire wheel cover interference inspection method based on K & C test bed ) 是由 景立新 刘志敏 李飞 吴利广 姜清伟 李暖月 于 2021-06-30 设计创作，主要内容包括：本发明提供了一种基于K&C试验台架的轮胎轮罩干涉检查方法,包括如下步骤：S1、利用3D扫描设备获得轮胎外轮廓点云,逆向建立轮胎数模；S2、利用3D扫描设备获得轮罩外轮廓点云,逆向建立轮罩数模；S3、获取车辆轮跳行程及转角工况,根据制定轮胎包络工况规范,建立屋顶图；S4、利用K&C试验台架进行轮跳及转向试验,获得轮胎的包络空间；S5、编辑轮胎定位文件,利用仿真软件建立轮胎包络面,输出轮胎包络面；S6、通过仿真软件检查测量轮胎包络面与轮罩的干涉及间隙情况。本发明适应于汽车轮胎包络面建立及与轮罩的干涉检查,可在整车状态下完成台架试验,不需道路测试或建立多体动力学模型,缩短开发周期,降低成本。(The invention provides a tire wheel cover interference inspection method based on a K & C test bed, which comprises the following steps: s1, obtaining a tire outer contour point cloud by using a 3D scanning device, and reversely establishing a tire digital model; s2, obtaining a wheel casing outline point cloud by using a 3D scanning device, and reversely establishing a wheel casing digital model; s3, obtaining the wheel jump stroke and the corner working condition of the vehicle, and establishing a roof map according to the formulated tire envelope working condition specification; s4, performing wheel jump and steering tests by using a K & C test bed to obtain an envelope space of the tire; s5, editing a tire positioning file, establishing a tire enveloping surface by using simulation software, and outputting the tire enveloping surface; and S6, checking and measuring the interference and clearance between the tire envelope surface and the wheel cover through simulation software. The invention is suitable for the building of the envelope surface of the automobile tire and the interference check of the automobile tire and the wheel cover, can complete the bench test in the state of the whole automobile, does not need the road test or the building of a multi-body dynamic model, shortens the development period and reduces the cost.)

1. A tire wheel cover interference inspection method based on a K & C test bed is characterized by comprising the following steps:

s1, obtaining a tire outer contour point cloud by using a 3D scanning device, and reversely establishing a tire digital model;

s2, obtaining a wheel casing outline point cloud by using a 3D scanning device, and reversely establishing a wheel casing digital model;

s3, obtaining the wheel jump stroke and the corner working condition of the vehicle, and establishing a roof map according to the formulated tire envelope working condition specification;

s4, performing wheel jump and steering tests to obtain an envelope space of the tire;

s5, editing a tire positioning file, establishing a tire enveloping surface by using simulation software, and outputting the tire enveloping surface;

and S6, checking and measuring the interference and clearance between the tire envelope surface and the wheel cover through simulation software.

2. The K & C test stand-based tire wheel cover interference inspection method according to claim 1, characterized in that: in step S1, when the tire digifax is reversely established, the revolving body digifax can be simplified and generated, and the outer contour digifax with the tire chain can also be established.

3. The K & C test stand-based tire wheel cover interference inspection method according to claim 1, characterized in that: the formulating of the tire envelope condition specification in step S3 includes establishing a two-dimensional map with the steering wheel angle as the abscissa and the wheel jump position as the ordinate.

4. The K & C test stand-based tire wheel cover interference inspection method according to claim 1, characterized in that: in step S4, a K & C test bed is used to perform a wheel jump and steering test, and the specific steps are as follows:

s401, establishing a two-dimensional graph of a test scheme on a K & C test bench by taking wheel jump and steering as input parameters;

s402, outputting parameter data in real time by a K & C test bed for positioning tires and obtaining real-time tire occupation space;

s403, taking and collecting all the tire occupation spaces obtained in the step S402, namely A-A₁∪A₂∪A₃···∪A_iAnd obtaining the tire enveloping space.

5. The K & C test stand-based tire wheel cover interference inspection method according to claim 4, wherein: in step S402, the outputted parameter data includes longitudinal, lateral, and vertical displacements of the wheel center, toe-in, camber, and rotation angle.

6. The K & C test stand-based tire wheel cover interference inspection method according to claim 1, characterized in that: in step S5, the tire positioning file includes a wheel center x/y/z coordinate and a tire spindle direction point x/y/z coordinate parameter, the tire spindle direction point x/y/z coordinate is calculated by the wheel center coordinate, the toe-in angle and the camber angle, and the calculation formula is:

Xs＝Xw+L*sin(toe)*cos(camber)；

Zs＝Zw+L*cos(toe)*sin(camber)；

Ys＝Yw+L*cos(toe)*cos(camber)；

wherein Xs, Ys and Zs are coordinates of main shaft direction points, Xw/Yw/Zw are coordinates of a wheel center, toe is a toe-in angle, camber is an camber angle, and L is a distance from the wheel center to the main shaft direction points.

Technical Field

The invention belongs to the technical field of automobile performance development and testing, and particularly relates to a tire wheel cover interference inspection method based on a K & C test bed.

Background

The current automobile tire wheel cover interference inspection method comprises the following two steps: a whole vehicle test method and a simulation analysis method; the whole vehicle test method is that under the state of a whole vehicle, foam material is sprayed and filled on a wheel cover, when the real vehicle runs under a selected working condition, if a tire is in contact with the foam material, a contact part is removed, the test of the selected working condition is continued, and the space of the residual foam material after multi-wheel correction is the surplus space of the tire envelope surface, so that the test time is long and the cost is high; the simulation analysis method is to utilize multi-body dynamics software or 3D design software with the function of a Digital Mock-Up (DMU) Digital prototype, obtain the envelope space of the tire by setting wheel jump and steering combination and use the envelope space for interference inspection, and the method needs to obtain parameter information such as suspension hard points, liner rigidity and the like, and also needs to consider the assembly tolerance and the part tolerance of each system, and the time and the cost for obtaining the parameters are long; therefore, a tire wheel cover interference inspection method based on a K & C test bench is needed.

Disclosure of Invention

In view of the above, the present invention is directed to a method for checking interference of a tire wheel cover based on a K & C test bed, so as to solve the problem that an envelope surface of a tire cannot be obtained economically and efficiently in a short time.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

a tire wheel cover interference inspection method based on a K & C test bed comprises the following steps:

s1, obtaining a tire outer contour point cloud by using a 3D scanning device, and reversely establishing a tire digital model;

s2, obtaining a wheel casing outline point cloud by using a 3D scanning device, and reversely establishing a wheel casing digital model;

s3, obtaining the wheel jump stroke and the corner working condition of the vehicle, and establishing a roof map according to the formulated tire envelope working condition specification;

s4, performing wheel jump and steering tests to obtain an envelope space of the tire;

s5, editing a tire positioning file, establishing a tire enveloping surface by using simulation software, and outputting the tire enveloping surface;

and S6, checking and measuring the interference and clearance between the tire envelope surface and the wheel cover through simulation software.

Further, in step S1, when the tire digifax is reversely established, the revolving body digifax can be simplified and generated, and the outer contour digifax with the tire chain can also be established.

Further, the specification of the tire envelope condition in step S3 includes the steering wheel angle as an abscissa and the wheel slip position as an ordinate.

Further, in step S4, a wheel jump and steering test is performed by using the K & C test bed, which includes the following steps:

s401, establishing a two-dimensional graph of a test scheme on a K & C test bench by taking wheel jump and steering as input parameters;

s402, outputting parameter data in real time by a K & C test bed for positioning tires and obtaining real-time tire occupation space;

s403, taking and collecting all the tire occupation spaces obtained in the step S402, namely A-A₁∪A₂∪A₃···∪A_iAnd obtaining the tire enveloping space.

Further, in step S402, the outputted parameter data includes longitudinal, lateral, and vertical displacements of the wheel center, toe-in, camber, and rotation angle.

Further, in step S5, the tire positioning file includes a wheel center x/y/z coordinate and a tire spindle direction point x/y/z coordinate parameter, the tire spindle direction point x/y/z coordinate is obtained by calculating the wheel center coordinate, the toe-in angle and the camber angle, and the calculation formula is:

Xs＝Xw+L*sin(toe)*cos(camber)；

Zs＝Zw+L*cos(toe)*sin(camber)；

Ys＝Yw+L*cos(toe)*cos(camber)；

wherein Xs, Ys and Zs are coordinates of main shaft direction points, Xw/Yw/Zw are coordinates of a wheel center, toe is a toe-in angle, camber is an camber angle, and L is a distance from the wheel center to the main shaft direction points.

Compared with the prior art, the tire wheel cover interference inspection method based on the K & C test bed has the following beneficial effects:

the tire wheel cover interference inspection method based on the K & C test bench is suitable for the establishment of the envelope surface of an automobile tire and the interference inspection of the tire wheel cover, can complete the bench test in the state of a whole automobile, does not need road test or the establishment of a multi-body dynamic model, shortens the development period and reduces the cost.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a rooftop view of a tire envelope according to an embodiment of the present invention;

FIG. 2 is a diagram of a front suspension tire package roof according to an embodiment of the present invention;

FIG. 3 is a schematic view of a tire alignment file according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of an envelope surface of a tire according to an embodiment of the present invention.

Detailed Description

It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.

The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

The K & C (kinematic & company) test bed is used for testing the positioning parameter change of a suspension system when the suspension system is subjected to wheel jump, steering and tire force in all directions, can provide wheel jump and steering input required for building tire envelope, and can provide longitudinal, lateral and vertical displacement, toe-in, camber and rotation angle output of a wheel center at the same time, thereby meeting the requirement for building tire envelope.

A tire wheel cover interference inspection method based on a K & C test bed comprises the following steps:

s1, obtaining a tire outer contour point cloud by using a 3D scanning device, and reversely establishing a tire digital model;

s2, obtaining a wheel casing outline point cloud by using a 3D scanning device, and reversely establishing a wheel casing digital model;

s3, obtaining the wheel jump stroke and the corner working condition of the vehicle, and establishing a roof map according to the formulated tire enveloping working condition specification, wherein the roof map is shown in figure 1, and the specific front suspension tire enveloping roof map is shown in figure 2;

s4, performing wheel jump and steering tests to obtain an envelope space of the tire;

s5, editing a tire positioning file, establishing a tire enveloping surface by using simulation software, and outputting a tire enveloping surface, wherein the tire enveloping surface is shown in FIG. 4;

and S6, checking and measuring the interference and clearance between the tire envelope surface and the wheel cover through simulation software.

In step S1, when the tire digifax is reversely established, the revolving body digifax can be simplified and generated, and the outer contour digifax with the tire chain can also be established.

The step S3 of formulating the tire envelope condition specification includes using the steering wheel angle as the abscissa and the wheel jump position as the ordinate.

In step S4, a K & C test bed is used to perform a wheel jump and steering test, and the specific steps are as follows:

s401, on a K & C test bed, taking wheel jump and steering as input parameters, establishing a two-dimensional graph of a test scheme, and if starting from a lower wheel jump limit, keeping the wheel jump unchanged, rotating a steering wheel from a left limit to a right limit (the limit positions corresponding to different wheel jump positions are different and are determined by a roof graph), increasing the wheel jump, keeping the wheel jump position unchanged, rotating the steering wheel from the left limit to the right limit, continuously increasing the wheel jump and steering until reaching an upper wheel jump limit position;

s402, outputting parameter data in real time by a K & C test bed for positioning tires and obtaining real-time tire occupation space;

s403, taking and collecting all the tire occupation spaces obtained in the step S402, namely A-A₁∪A₂∪A₃···∪A_iAnd obtaining the tire enveloping space.

In step S402, the outputted parameter data includes longitudinal, lateral, and vertical displacements of the wheel center, toe-in, camber, and rotation angle.

In step S5, the tire positioning file includes a wheel center x/y/z coordinate and a tire spindle direction point x/y/z coordinate parameter, the tire spindle direction point x/y/z coordinate is calculated by the wheel center coordinate, the toe-in angle and the camber angle, and the calculation formula is:

Xs＝Xw+L*sin(toe)*cos(camber)；

Zs＝Zw+L*cos(toe)*sin(camber)；

Ys＝Yw+L*cos(toe)*cos(camber)；

wherein Xs, Ys, and Zs are coordinates of main axis direction points, Xw/Yw/Zw is coordinates of a wheel center, toe is a toe-in angle, camber is a camber angle, and L is a distance from the wheel center to the main axis direction points, and the tire positioning file is shown in fig. 3.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.