CN110998274A - Tire testing method, tire testing apparatus, and distribution apparatus - Google Patents
Tire testing method, tire testing apparatus, and distribution apparatus Download PDFInfo
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- CN110998274A CN110998274A CN201880050620.2A CN201880050620A CN110998274A CN 110998274 A CN110998274 A CN 110998274A CN 201880050620 A CN201880050620 A CN 201880050620A CN 110998274 A CN110998274 A CN 110998274A
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Classifications
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- 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
- G01M17/022—Tyres the tyre co-operating with rotatable rolls
-
- 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
-
- 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
- G01M17/021—Tyre supporting devices, e.g. chucks
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M99/00—Subject matter not provided for in other groups of this subclass
- G01M99/007—Subject matter not provided for in other groups of this subclass by applying a load, e.g. for resistance or wear testing
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
- G01N3/56—Investigating resistance to wear or abrasion
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02W—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO WASTEWATER TREATMENT OR WASTE MANAGEMENT
- Y02W30/00—Technologies for solid waste management
- Y02W30/50—Reuse, recycling or recovery technologies
- Y02W30/62—Plastics recycling; Rubber recycling
Abstract
The invention aims to prevent the tire testing device from being out of order by preventing rubber scraps generated in the tire testing from being attached to the tire testing device or a testing tire. According to an embodiment of the present invention, there is provided a tire testing method including: a contact step of bringing the test tire into contact with a simulated road surface provided on the outer periphery of the rotary drum; a rotation step of rotating the rotary drum and the test tire in contact with the simulated road surface; and a powder scattering step of scattering powder on an outer peripheral surface of at least one of the rotary drum and the test tire, the powder reducing adhesion of rubber debris generated by abrasion of the test tire.
Description
Technical Field
The present invention relates to a tire testing method, a tire testing apparatus, and a distribution apparatus.
Background
A tire wear test for evaluating the wear of a tire includes an actual running test in which a test tire is mounted on a real vehicle, run on an actual road surface under a predetermined condition, and the tire wear generated at that time is examined, and an on-table test (simulation test) in which a rotating drum and a tire are rotated while the tire is in contact with the outer peripheral surface of the rotating drum (a simulated road surface) to wear the tire, as described in japanese patent laid-open No. 57-91440.
Disclosure of Invention
In the tire testing apparatus performing such a simulation test, rubber chips generated by tire wear adhere to each part of the tire testing apparatus, and cause a failure of the tire testing apparatus.
The present invention has been made in view of the above circumstances, and an object thereof is to prevent rubber dust generated in a tire abrasion test from adhering to a tire testing device or a test tire, thereby preventing the tire testing device from malfunctioning.
According to an embodiment of the present invention, there is provided a tire testing method including: a contact step of bringing the test tire into contact with a simulated road surface provided on the outer periphery of the rotary drum; a rotation step of rotating the rotary drum and the test tire in contact with the simulated road surface; and a scattering step of scattering powder on an outer peripheral surface of at least one of the rotary drum and the test tire, the powder making it difficult for rubber debris generated by abrasion of the test tire to adhere.
In the above tire testing method, the powder scattering step may be configured to include: a conveying step of conveying the powder at a fixed speed; dispersing the powder to disperse the transported powder in a gas; and a blowing step of blowing the gas in which the powder is dispersed to the outer peripheral surface.
In the above-described tire testing method, the gas in which the powder is dispersed in the blowing step may be blown out forward in the traveling direction toward a contact portion between the simulated road surface and the test tire.
In the above-described tire testing method, in the conveying step, the powder may be conveyed at a fixed rate by rotating the screw of the conveying member at a fixed speed.
In the above tire testing method, the dispersing step may be configured to include: a compressed gas supply step of supplying the gas compressed by the ejector; attracting the powder by a negative pressure generated by the ejector; and a spraying step of spraying the powder dispersed in the gas from the sprayer.
In the above tire testing method, the dispersing step may be configured to include: an induction step of guiding the gas ejected from the ejector to a position where the gas is blown out through a pipe; during the induction step, the powder is uniformly dispersed in the gas.
In the above-described tire testing method, the blowing step may be configured to blow the powder-dispersed gas from a bell mouth.
In the above-described tire testing method, the powder may be constituted to contain talc.
Further, according to another embodiment of the present invention, there is provided a distribution device including: a conveying part for quantitatively conveying the scattered body; and an ejector that sucks the to-be-dispersed body conveyed by the conveying section and ejects the gas dispersed by the to-be-dispersed body.
According to this structure, there is provided a scattering device that can scatter a scattered body quantitatively (e.g., a continuously fixed amount per unit time).
In the above-described scattering device, the conveying unit may include: a screw; a cylindrical housing accommodating the screw; and a drive unit that rotates the screw at a predetermined rotation speed.
In the above-described dispersing device, the screw may be configured as a substantially columnar member having a spiral groove formed on an outer peripheral surface thereof.
In the above-described scattering device, the scattering device may include: a funnel storing the dispersed body; at one end side of the housing in the axial direction, the housing inlet is opened upward; the inlet is connected to a funnel discharge port formed in the bottom of the funnel.
In the above-described scattering device, the scattering device may include: a stirring member for stirring the dispersed body in the hopper; the funnel has a cylindrical inner peripheral surface; the stirring piece is provided with: and a sliding member which rotates while contacting an inner circumferential surface of the funnel.
In the above-described dispersing device, the stirring bar may include: a rod disposed concentrically with the inner peripheral surface of the funnel and rotating about an axis of the inner peripheral surface; a branch part extending from the side surface of the rod to the inner circumferential surface of the funnel; and a slider holding portion attached to the branch portion and holding the slider.
In the above-described scattering device, the scattering device may be configured to include a plurality of sliders; the plurality of sliders are disposed at different positions in the axial direction of the hopper.
In the above-described dispersing device, two sliders adjacent to each other in the axial direction of the hopper may be disposed at different positions in the rotational direction.
In the above-described scattering device, the scattering device may include: a first pipeline for guiding the dispersed body conveyed by the conveying part to the ejector; an outlet of the casing is opened downwards at the other end side of the casing of the conveying part in the axial direction; the outlet of the shell is connected with the inlet of a straight pipe extending downwards; the inlet of the straight pipe and the inlet of the first pipeline are arranged opposite to each other through a gap.
Further, according to still another embodiment of the present invention, there is provided a tire testing apparatus including: a rotary drum provided with a simulated road surface at the periphery; a tire holding unit that rotatably holds a test tire in contact with a simulated road surface; a driving unit for rotating the rotary drum and the tire holding unit; and the spreading device, which spreads powder on the outer peripheral surface of at least one part of the rotating drum and the test tire, wherein the powder makes the adhesion of rubber scraps generated by the abrasion of the test tire difficult.
Further, according to still another embodiment of the present invention, there is provided a tire testing apparatus including: a rotary drum provided with a simulated road surface at the periphery; a tire holding unit that rotatably holds a test tire in contact with a simulated road surface; a torque generating unit for generating a torque applied to the test tire; and a rotation driving unit including a motor that is an electric motor for rotationally driving the rotary drum, wherein the torque generating unit includes: a housing supported to be rotatable; and a servomotor coaxially mounted to the electric motor of the housing; the rotation driving part rotates a housing of the driving torque generating part.
According to this configuration, since the hydraulic system is not used, environmental pollution due to the operating oil can be prevented, and energy consumption can be reduced compared to a conventional device using hydraulic pressure. Further, by introducing the torque generating unit (torque generating device), two roles of the rotational driving and the torque generation can be shared by two motors, so that a motor having a small capacity can be used, and energy and space can be saved.
In the tire testing device described above, the pseudo road surface may be formed by a plurality of pseudo road surface units that are detachably attached to the outer periphery of the rotary drum.
According to this structure, the simulated road surface unit can be manufactured in advance, and the production efficiency can be improved.
In the tire testing device described above, the simulated road surface unit may include: a frame detachably attached to an outer periphery of the rotary drum; and the simulation pavement body is detachably arranged on the surface of the frame.
With this configuration, the analog road surface body as a consumable can be easily exchanged. Furthermore, the variation of the analog roadblock can be increased at low cost.
In the tire testing apparatus described above, the simulated road surface may be formed of a material including an aggregate and a bonding material bonded to the aggregate.
In the tire testing apparatus described above, the aggregate may include a ceramic sheet; the bonding material includes a curable resin.
In the tire testing device described above, the simulated road surface may be formed of the same material (or a different material) as the actual road surface.
In the tire testing device described above, the simulated road surface may be configured to include: the plurality of travel paths are arranged in parallel in the axial direction of the rotary drum.
In the tire testing apparatus described above, the plurality of travel paths may be formed of the same material (or different materials).
In the above tire testing device, the tire holding unit may include: and a travel path switching mechanism capable of switching a travel path through which the rotary drum travels by moving the rotary drum in the axial direction.
In the above tire testing device, the tire testing device may further include: a transfer unit for transferring power transmission from the rotation driving unit to the torque generating unit: a first connecting member connecting the rotation driving portion and the transfer portion; and a second connecting member connecting the transit portion and the torque generation portion, wherein the second connecting member includes a winding transmission mechanism; the winding transmission mechanism includes: and a driven pulley coaxially attached to the housing of the torque generation unit.
In the tire testing device described above, the rotation driving unit may be configured to include a power coupling unit; the power coupling portion includes: an input shaft connected with a motor; and an output shaft having one end connected to the first connecting member and the other end connected to a shaft of the rotary drum.
In the above tire testing device, the relay unit may include: a first gear to which a first connecting member is connected; and a second gear engaged with the first gear and connected with a second connecting member; one of the first gear and the second gear is configured to be movable in a direction away from the other gear to change a distance between rotational axes of the first gear and the second gear; one of the first and second connection members connected to the one gear includes a drive shaft having a length that can be changed, and the drive shaft includes a universal joint at both ends.
In the above tire testing device, the torque generation unit may include: a first shaft connected to a shaft of the servo motor; the housing is a cylinder with an opening part passing through the first shaft formed at one end part; the servo motor and a part of one end side of the first shaft are accommodated in the shell; the other end of the first shaft is exposed to the outside of the housing through the opening.
In the above tire testing device, the tire holding unit may include: a spindle portion that holds the test tire rotatably; the alignment mechanism can adjust alignment of a test tire on a simulated road surface by changing the position or direction of a spindle portion, wherein the spindle portion includes: a wheel portion on which a tire is mounted; and a spindle having a wheel portion coaxially attached to one end thereof and rotatably supported.
In the above tire testing device, the tire testing device may further include: a third connecting member connecting the first shaft of the torque generating portion and the spindle; the third connection member includes a constant velocity joint.
In the above tire testing device, the tire holding unit may include: a spindle housing supporting the spindle to be rotatable; a slip angle adjusting mechanism capable of adjusting a slip angle of the test tire by rotating the spindle housing around an axis passing through the center of the wheel portion, perpendicular to a contact surface where the test tire contacts the simulated road surface; a camber angle adjusting mechanism capable of adjusting a camber angle of the test tire by rotating the spindle housing around an axis perpendicular to the spindle through the contact surface; and a tire load adjusting mechanism capable of adjusting a vertical load of the test tire by moving the spindle housing in a direction perpendicular to the contact surface.
In the above tire testing device, the tire testing device may further include: the spreading device spreads powder that makes it difficult for rubber dust generated by abrasion of the test tire to adhere to the outer periphery of at least one of the rotating drum and the test tire.
According to an embodiment of the present invention, the adhesion of rubber chips generated in a tire wear test to a tire testing device or a test tire is prevented, thereby preventing the failure of the tire testing device.
Drawings
Fig. 1 is a plan view of a tire testing apparatus relating to an embodiment of the present invention.
Fig. 2 is a front view of a tire testing apparatus according to an embodiment of the present invention.
Fig. 3 is a right side view of the tire testing apparatus relating to the embodiment of the present invention.
Fig. 4 is a left side view of the tire testing apparatus according to the embodiment of the present invention.
Fig. 5 is a block diagram showing a schematic configuration of the control system.
Fig. 6 is an external view of the simulated road surface unit.
Fig. 7 is a cross-sectional view of a simulated pavement element.
Fig. 8 is a longitudinal sectional view of the torque generation unit.
Fig. 9 is a side view of the camber adjustment mechanism.
Fig. 10 is a schematic view of a two-dimensional profile of a tread of a tire.
Fig. 11 is a schematic configuration diagram of the slide material scattering device.
Fig. 12 is a plan view of a tire testing device relating to a second embodiment of the present invention.
Fig. 13 is a front view of a tire testing device according to a second embodiment of the present invention.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings. In the following description, the same or corresponding components are denoted by the same or corresponding reference numerals, and redundant description thereof is omitted.
Fig. 1 to 4 are a plan view, a front view, a right side view, and a left side view of a tire testing apparatus 1 according to an embodiment of the present invention in this order. For convenience of explanation, a part of the tire testing apparatus 1 is omitted in fig. 2 to 4. Fig. 5 is a block diagram showing a schematic configuration of a control system 1a of the tire testing apparatus 1.
In the following description, as indicated by coordinates in fig. 1, a direction from left to right in fig. 1 is defined as an X-axis direction, a direction from bottom to top in fig. 1 is defined as a Y-axis direction, and a direction from the back side to the front side in a vertical paper plane is defined as a Z-axis direction. The X-axis direction and the Y-axis direction are horizontal directions perpendicular to each other, and the Z-axis direction is a vertical direction.
The tire testing apparatus 1 is an apparatus capable of performing a test in which a test tire T is worn on a tire table close to an actual running test condition by rotating a rotating drum 22 and the test tire T for a predetermined time (for example, 24 hours) in a state in which the test tire T is in contact with a simulated road surface 23b provided on the outer periphery of the rotating drum 22. The tire testing device 1 of the present embodiment realizes high energy utilization efficiency by adopting a motor and a power circulation system in a drive system. Further, a torque generation device described later is provided with a dedicated motor for each of the two functions of the rotation drive and the torque application, and the rotation control and the torque control can be performed independently. This makes it possible to perform high-precision torque control with high degree of freedom, to reduce the capacity of the motor, and to reduce the size of the test apparatus and the power consumption. Further, since the very low inertia servo motor having excellent acceleration performance is used for the torque generator, the torque variation of the high frequency component having the quick start and the quick brake can be accurately reproduced.
The tire testing device 1 includes: a tire holding unit 10 for holding a test tire T; a road surface portion 20 having a simulated road surface 23b with which the test tire T contacts; a rotation driving unit 30 for rotationally driving the power circulation path; a torque generation unit 50 for generating a braking force and a driving force applied to the test tire T; and a relay unit 40 for relaying power transmission from the rotation driving unit 30 to the torque generating unit 50. Further, the tire testing device 1 includes: a first connecting member (drive shaft 62) connecting the rotation driving unit 30 and the relay unit 40; a second connecting member (V-belt 66) connecting the intermediate rotating section 40 and the moment generating section 50; and a third connecting member (constant velocity joint 64) connecting the torque generation unit 50 and the tire holding unit 10 (spindle 152). The road surface portion 20, the rotation driving portion 30, the relay portion 40, the moment generating portion 50, and the spindle portion 15 of the tire holding portion 10, which will be described later, are annularly connected via the test tire T to form a power circulation line (path).
In the present embodiment, the rotating drum 22 is disposed in the Y-axis direction toward the rotation axis, but may be disposed in the X-axis direction, the Z-axis direction, or an intermediate direction therebetween (for example, directions forming an angle of 45 ° with the X-axis and the Z-axis, respectively) toward the rotation axis of the rotating drum 22, for example. In this case, the directions and the arrangement of the other parts of the tire testing apparatus 1 are also changed in accordance with the direction of the rotating drum 22.
As shown in fig. 5, the control system 1a of the tire testing device 1 includes: a central control unit 70 for controlling the overall operation of the test apparatus; a measurement unit 80 for performing various measurements based on signals from various sensors provided in the tire testing device 1; and an interface unit 90 for inputting and outputting data to and from the outside.
As shown in fig. 1 to 4, the road surface portion 20 includes: a rotating drum 22; an analog road surface portion 23 provided on the outer peripheral portion of the rotary drum 22; and a bearing portion 24 for rotatably supporting the shaft 22a of the rotary drum 22. The bearing portion 24 includes: the rotary encoder 241 (fig. 5) detects the rotation speed (rotation speed) of the rotary drum 22. The pseudo road surface portion 23 of the present embodiment is formed by a plurality of pseudo road surface units (pseudo road surface units) 231 (fig. 6 and 7) arranged in parallel on the outer periphery of the rotary drum 22 without a gap in the circumferential direction.
Fig. 6 is a perspective view of the pseudo road surface unit 231 attached to the outer periphery of the rotary drum 22. Fig. 7 is a cross-sectional view of the simulated road surface unit 231 cut at the cut surface a-a' shown in fig. 6. The simulated road surface unit 231 includes: a frame 231 a; an analog road surface body 231b (231b1, 231b2) fitted in a recess 231ad formed in the surface of the frame 231 a; and a pair of left and right pressing plates 231c fixed to the frame 231a with the pseudo road surface body 231b interposed therebetween. The pressing plate 231c is fixed to the frame 231a with a plurality of grub screws 231 d. Further, through holes 231ah are formed at both ends of the frame 231a in the width direction (lateral direction in fig. 7), and the through holes 231ah are used for passing bolts for fixing the pseudo road surface unit 231 to the rotary drum 22.
The pseudo road surface 23b is formed by the surfaces of a plurality of pseudo road surface bodies 231b arranged in the circumferential direction. The pseudo-pavement body 231b of the present embodiment is formed of two portions (a first portion 231b1 of the left half and a second portion 231b2 of the right half in fig. 7) formed of different materials and extending in the circumferential direction. The first portion 231b1 forms a first travel passage 23b1 described later, and the second portion 231b2 forms a second travel passage 23b 2.
Further, the entire analog pavement body 231b may be uniformly formed of a single material. Further, although the pseudo road surface body 231b of the present embodiment is formed in a cylindrical surface shape having a smooth surface, for example, the thickness of the pseudo road surface body 231b may be periodically or randomly changed in the circumferential direction (or both the circumferential direction and the width direction), and unevenness in the circumferential direction (or both the circumferential direction and the width direction) may be provided on the surface.
In the present embodiment, the pre-formed pseudo road surface body 231b is attached to the frame 231a by the holding plate 231c, but the pseudo road surface body 231b may be provided with a through hole through which a bolt for fixing the pseudo road surface unit 231 to the rotary drum 22 is passed, and the pseudo road surface body 231b may be directly fixed to the frame 231a by the bolt. The pseudo road surface body 231b may be fixed to the surface of the pseudo road surface unit 231 by filling the concave portion 231ad with a material having plasticity, such as concrete or a curable resin, and curing the material.
The pseudo pavement body 231b is a member formed and cured by adding a binder (adhesive) containing a curable resin such as a urethane resin or an epoxy resin to an aggregate obtained by pulverizing (and optionally polishing) a ceramic having excellent wear resistance such as silicon carbide or alumina.
In the present embodiment, the simulated road surface 23b is divided into two travel lanes (the first travel lane 23b1 and the second travel lane 23b2) in the axial direction (the width direction) of the rotary drum 22. In the present embodiment, two travel paths are formed on the pseudo road surface 23b, but a single travel path or three or more travel paths may be formed. The two travel paths 23b1, 23b2 of the simulated road surface 23b are formed by changing the particle size or amount of aggregate used. The first travel path 23b1 on the right side is a simulated road surface simulating a smooth road surface such as an asphalt pavement, and the second travel path 23b2 on the left side is a simulated road surface simulating a rough road surface such as a stone road, in the traveling direction. The road surface condition can be changed by switching the travel paths 23b1 and 23b2 of the simulated road surface 23b with which the test tire T is brought into contact. The switching of the travel path is performed by a traverse mechanism 11 (travel path switching mechanism) of the tire holding section 10, which will be described later.
The rotation driving unit 30 includes: a motor 32; and a power coupling unit 34 for coupling the power output from the motor 32 to the power circulation line. The motor 32 is driven and controlled by an inverter line 32a (fig. 5). The shaft 32b of the motor 32 is coupled to the input shaft 34a of the power coupling unit 34. One end 34b1 of the output shaft 34b of the power coupling unit 34 is coupled to the shaft 22a of the rotary shaft 22, and the other end 34b2 of the output shaft 34b is coupled to one end of the drive shaft 62. The output shaft 34b of the power coupling portion 34 constitutes a part of the power circulation circuit, and the output shaft of the motor 32 is coupled to the power circulation circuit via the power coupling portion 34. That is, the motor 32 rotationally drives the power circulation circuit, and the rotation speed of the power circulation circuit is controlled.
The relay unit 40 includes: a gear case 42; a drive pulley 44; a bearing portion 45 for rotatably supporting the shaft of the driving pulley 44; a tension pulley 46 for applying a predetermined tension to the V-belt 66 wound around the drive pulley 44; and a bearing portion 47 rotatably supporting the shaft of the tension pulley 46.
The gear box 42 includes: a first gear 42a coupled to one end of the drive shaft 62; and the second gear 42b is meshed with the first gear 42 a. The second gear 42b is coupled with the driving pulley 44. In the present embodiment, since the first gear 42a and the second gear 42b have the same number of teeth, the gear box 42 converts the rotation input from the drive shaft 62 into rotation in the constant speed reverse direction, and transmits the rotation to the drive pulley 44.
The first gear 42a and the second gear 42b can be exchanged so that the number of teeth (diameter) is different. For example, the number of teeth of the first gear 42a and the second gear 42b may be different from each other, and the rotation speed may be increased or decreased by the gear box 42. The distance between the rotational axes of the first gear 42a and the second gear 42b can be changed so that the number of teeth of the first gear 42a and the second gear 42b can be changed. Specifically, the position of the rotation axis of the second gear 42b is fixed, and the position of the rotation axis of the first gear 42a is laterally movable (in the direction of the distance from the second gear 42b, i.e., in the X-axis direction). When the number of teeth of each gear is changed, the position of the rotation shaft of the first gear 42a is laterally moved to adjust the meshing of the second gear 42 b. The universal joints 621 are provided at both end portions, respectively, and the rotary drive unit 30 (specifically, the other end 34b2 of the output shaft 34b of the power coupling unit 34) is connected to the first gear 42a via the variable-length drive shaft 62. Therefore, even if the first gear 42a moves laterally, no bending is generated in the drive shaft 62 or the first gear 42a, and smooth rotation of the power circulation line is maintained.
Fig. 8 is a longitudinal sectional view of the torque generation unit 50 (torque generation device). The torque generation unit 50 includes: an outer cylinder (housing) 51; a servo motor 52 provided in the outer cylinder 51; a speed reducer 53 and a shaft 54; three bearing portions 55, 56 for rotatably supporting the outer cylinder 51; a slip ring portion 57 (slip ring 57a, brush 57 b); a bearing portion 58 rotatably supporting the slide ring 57 a; and a driven pulley 59.
In the present embodiment, the moment of inertia of the rotating part of the servomotor 52 is 0.01kg · m2Hereinafter, an ultra-low inertia high output type AC servo motor having a rated output of 7kW to 37 kW. As shown in fig. 5, the servo motor 52 is connected to the central control unit 70 via a servo amplifier 52 a.
The outer cylinder 51 has: a cylindrical motor housing 512 and a reducer holding portion 513 each having a large diameter, and substantially cylindrical shaft portions 514 and 516 each having a small diameter. A shaft 514 is coaxially (i.e., with a rotation axis aligned) coupled to one end (right end in fig. 8) of the motor housing 512. A shaft 516 is coaxially coupled to the other end (left end in fig. 8) of the motor housing 512 via a reduction gear holding portion 513. Shaft 514 is rotatably supported by bearing 56, and shaft 516 is rotatably supported by a pair of bearings 55.
Between the pair of bearings 55, the driven pulley 59 coupled to the shaft portion 516 is disposed. The outer cylinder 51 is rotationally driven by a V66 belt (fig. 1) wound around the drive pulley 44 of the relay unit 40 via the driven pulley 59.
The servomotor 52 is housed in a hollow portion of the motor housing 512. The shaft 521 of the servomotor 52 is disposed coaxially with the motor housing 512, and the motor housing is fixed to the motor housing 512 by a plurality of rods 523. The flange 522 of the servomotor 52 is coupled to the gear case 53a of the reduction gear 53 via a connecting cylinder 524. The gear box 53a of the reduction gear 53 is fixed to a flange 513a of the reduction gear holding portion 513.
The shaft 521 of the servomotor 52 is connected to the input shaft 531 of the reducer 53. The shaft 54 is connected to an output shaft 532 of the reduction gear 53. The torque output from the servomotor 52 is amplified by the speed reducer 53 and transmitted to the shaft 54. The rotation of the shaft 54 is achieved by the rotation of the outer cylinder 51 driven by the motor 32 of the rotation driving unit 30 and the rotation driven by the servomotor 52.
A slip ring (slip ring)57a is connected to the shaft portion 514 of the outer cylinder 51. The brush 57b in contact with the slip ring 57a is supported by the fixed frame 58a of the bearing 58. The cable 525 of the servomotor 52 is connected to the slip ring 57a through the hollow portion of the shaft portion 514. The brush 57b is connected to the servo amplifier 52a (fig. 5). That is, the servo motor 52 and the servo amplifier 52a are connected via the slip ring portion 57.
Next, the structure of the tire holding portion 10 will be described with reference to fig. 1 to 3 and 9. Fig. 9 is a rear view (partially sectional view) of the tire holding portion 10. The tire holding unit 10 is a mechanism for rotatably holding a test tire T in contact with the simulated road surface 23b in a predetermined orientation while applying a predetermined load. The tire holding unit 10 includes: four substrates 101, 102, 103, and 104 stacked one on another; and a spindle portion 15 holding the test tire T rotatably. The tire holding unit 10 is provided with, as a calibration mechanism for the test tire T: a traverse mechanism 11, a camber angle adjusting mechanism 12, a tire load adjusting mechanism 13, and a slip angle adjusting mechanism 14. The alignment mechanism is a mechanism capable of adjusting alignment of the test tire T with respect to the simulated road surface 23b by changing the position or direction of the spindle portion 15.
The traverse mechanism 11 (travel path switching mechanism) is a mechanism for switching the travel paths 23b1, 23b2 of the simulated road surface 23b that the test tire T contacts by moving the base plate 102 in the Y axis direction with respect to the base plate 101 and moving the position of the test tire T in the axial direction. The traverse mechanism 11 includes: a plurality of linear guides 111 that guide the substrate 102 relative to the substrate 101 to an axial direction (Y-axis direction) of the rotary drum 22; a servo motor 112 for driving the substrate 102; and a ball screw 113 (feed screw mechanism) that converts the rotational motion of the servomotor 112 into linear motion in the Y-axis direction. The ball screw 113 includes a screw shaft 113a and a nut 113 b.
Further, each linear guide 111 includes: the rail 111 a; and one or more carriers 111b capable of traveling on the rail 111a via a rotating body not shown. The rail 111a of the linear guide 111 is mounted on the upper surface of the base plate 101, and the carrier 111b is mounted on the lower surface of the base plate 102. That is, the substrate 101 and the substrate 102 are connected via the linear guide 111 so as to be slidable in the Y-axis direction.
Further, a servomotor 112 whose axis is directed in the Y-axis direction is attached to the substrate 101. The shaft of the servomotor 112 is coupled to a screw shaft 113a of the ball screw 113, and a nut 113b is attached to the lower surface of the base plate 102. By driving the servo motor 112, the substrate 102 is moved in the Y-axis direction with respect to the substrate 101. Thereby, the position of the test tire T on the rotary drum 22 is moved in the Y-axis direction, and the travel paths 23b1, 23b2 of the simulated road surface 23b with which the test tire T contacts are switched.
As shown in fig. 5, the servo motor 112 is connected to the central control unit 70 via a servo amplifier 112 a. The travel lane switching operation by the servo motor 112 is controlled by the central control unit 70.
Fig. 9 is a rear view of the upper portion of the tire holding portion 10. The camber angle adjusting mechanism 12 adjusts the camber angle of the test tire T by rotating the base plate 103 about the Z-axis with respect to the base plate 102. The camber angle adjusting mechanism 12 includes: a vertically extending shaft 121; a bearing 122 that supports the shaft 121 so as to be rotatable; a curve guide 123 for guiding the rotation of the substrate 103 around the shaft 121; a servo motor 124 having an axis directed in the Y-axis direction and mounted on the substrate 102; and a ball screw 125 (feed screw mechanism) that converts the rotational motion of the servomotor 124 into linear motion in the Y-axis direction.
As shown in fig. 5, the servo motor 124 is connected to the central control unit 70 via a servo amplifier 124 a. The camber angle operation adjustment by the servo motor 124 is controlled by the central control unit 70.
The tire load adjusting mechanism 13 is a mechanism for adjusting a vertical load (contact pressure) applied to the test tire T by moving the substrate 104 in the X-axis direction with respect to the substrate 103 and moving the test tire T in the radial direction. The tire load adjusting mechanism 13 includes: a plurality of linear guides 131 for guiding the substrate 104 to the radial direction (X-axis direction) of the rotary drum 22 with respect to the substrate 103; a servo motor 132 for driving the substrate 104; and a ball screw 133 (feed screw mechanism) for converting the rotational motion of the servomotor 132 into linear motion in the X-axis direction.
The linear guide 131 includes: a rail 131a extending in the X-axis direction; and a carrier 131b capable of traveling on the rail via the rotating body. The rail 131a of the linear guide 131 is mounted on the upper surface of the base plate 103, and the carrier 131b is mounted on the lower surface of the base plate 104.
Further, a servomotor 132 having an axis directed in the X-axis direction is attached to the substrate 103. The shaft of the servomotor 132 is coupled to the screw shaft 133a of the ball screw 133, and the nut 133b is attached to the base plate 104. By driving the servo motor 132, the substrate 104 moves in the X-axis direction with respect to the substrate 103 together with the nut 133 b. Thereby, the distance between the rotary drum 22 and the test tire T changes, and the load on the test tire T changes.
As shown in fig. 5, the servo motor 132 is connected to the central control unit 70 via a servo amplifier 132 a. The load adjustment operation of the test tire T by the servo motor 132 is controlled by the central control unit 70.
The slip angle adjusting mechanism 14 is a mechanism for adjusting the slip angle of the test tire T by rotating the spindle portion 15 of the base plate 104 around the X axis and tilting the rotation axis of the test tire T around the X axis with respect to the rotation axis of the rotating drum 22.
The slip angle adjustment mechanism 14 includes: a shaft 141 having one end fixed to a spindle housing 154 (bearing portion) of the spindle portion 15 and extending in the Y-axis direction; a bearing portion 142 that supports the shaft 141 rotatably around the X axis (i.e., around an axis perpendicular to the contact surface); a servo motor 143; and a ball screw 144 (feed screw mechanism). The bearing portion 142 includes: the rotary encoder 142a (fig. 5) detects the angular position of the shaft 141 (i.e., the slip angle of the test tire T). A center line (rotation axis) of the shaft 141 passes through substantially the center of the wheel portion 156 and is arranged perpendicular to the rotation axis of the wheel portion 156. The servomotor 143 is attached to the substrate 104 via a hinge 143b that can swing around the Y axis in the substantially Z axis direction. The shaft of the servomotor 143 is coupled to the screw shaft 144a of the ball screw 144. The nut 144b of the ball screw 144 is attached to one end of the spindle case 154 in the X axis direction (at a position distant from the center of the shaft 141 in the X axis direction) via a hinge 146 that can swing around the Y axis.
When the servomotor 143 is driven, the nut 144b of the ball screw 144 moves up and down, and the spindle housing 154 rotates together with the shaft 141. Thereby, the slip angle of the test tire T held on the spindle portion 15 changes.
As shown in fig. 5, the servo motor 143 is connected to the central control unit 70 via a servo amplifier 143 a. The adjustment operation of the slip angle by the servo motor is controlled by the central control unit 70.
The spindle portion 15 includes: a spindle (spindle) 152; a spindle housing 154 (bearing portion) that supports the spindle 152 to be rotatable; and a wheel portion 156 coaxially mounted to one end of the spindle 152. A test tire T is mounted to the wheel portion 156. The spindle 152 includes: a torque sensor 152a that detects a torque applied to the test tire T; and a three-component Force sensor 152b (fig. 5) that detects three component forces applied to the test tire T (i.e., a Force in the X-axis direction [ Radial Force; load ], a Force in the Y-axis direction [ laceralforce; lateral Force ], and a Force in the Z-axis direction [ conductive Force; traction Force ]). Further, the spindle housing 154 includes: the rotary encoder 154b (fig. 5) detects the rotational speed of the spindle (i.e., the test tire T). In the torque sensor 152a and the three-component force sensor 152b, since the piezoelectric component is used for either, the spindle 152 and the spindle housing 154 have high rigidity, thereby enabling high-precision measurement. The wheel portion 156 includes: the air pressure sensor (fig. 5)156a detects the air pressure of the test tire T.
The tire holding unit 10 includes: the tire temperature adjusting system 18 (fig. 2 shows only the air supply duct 182a) adjusts the temperature of the test tire T by blowing cool air or warm air to the test tire T. The temperature (particularly, tread temperature) of the test tire T at the time of testing (at the time of running) affects the test result (wear amount). Therefore, in the test, it is preferable that the tread temperature of the test tire T is kept within a prescribed temperature range (for example, 35 ± 5 ℃). Further, even in the measurement of the wear amount of the test tire T described later, the temperature at the time of measurement of the test tire T needs to be adjusted to a prescribed reference temperature (for example, 25 ℃). Therefore, the temperature of the test tire T is adjusted to the set temperature at the time of the test and at the time of the wear measurement using the tire temperature adjusting system 18.
The tire temperature control system 18 (fig. 5) includes: control unit 181, fixed point air conditioner 182, and temperature sensor 183. The temperature sensor 183 is a non-contact temperature sensor (radiation thermometer) that measures the tread temperature of the test tire T, and is arranged facing the tread. The control unit 181 controls the operation of the fixed point air conditioner 182 based on the measurement result of the temperature sensor 183 to blow cool air, warm air, or room temperature air to the tread of the test tire T, and the like, so as to remove the deviation from the set temperature. The set temperature of the test tire T can be set to a value different from that set at the time of measurement of the wear amount during the test (during traveling). In addition, different set temperatures can be set according to the type of the test tire T. Further, the tire temperature control system 18 may be further provided with a temperature sensor for measuring the room temperature, and may be configured to control the operation of the fixed point air conditioner 182 based on the room temperature and the temperature of the test tire T.
The tire temperature control system 18 according to the present embodiment is configured to control the temperature of the test tire T by blowing warm air or cold air to the test tire T using the fixed point air conditioner 182, but the tire temperature control system is not limited to this. For example, a cover (thermostatic chamber) may be provided to surround the entire test tire T, and the temperature of the test tire T may be adjusted by adjusting the air temperature in the cover.
The set temperature at the time of the test may be set in accordance with the climate of the tire. Further, the wear of the tire is promoted by the temperature rise. Therefore, by using the tire temperature adjusting system 18, the temperature of the test tire T at the time of the test is adjusted to be higher than the tire temperature at the time of normal traveling, and the accelerated degradation test can also be performed.
Further, the tire holding unit 10 includes: the two-dimensional laser displacement sensor 17 (hereinafter, abbreviated as "displacement sensor 17") is used for measuring the wear amount of the tread of the test tire T. The shift sensor 17 uses a laser beam (laser light curtain) enlarged in a band shape with a cylindrical lens to contactlessly measure a two-dimensional profile (a sectional shape cut in a plane including the tire rotation axis) of the tread of the test tire T.
As shown in fig. 5, the displacement sensor 17 is connected to the measurement unit 80, and functions as a wear measurement unit together with the measurement unit 80. The measuring unit 80 controls the operation of the displacement sensor 17, and calculates the amount of wear of the test tire T from the two-dimensional profile acquired by the displacement sensor 17.
The two-dimensional profile is measured by the wear measuring unit, and the tire is tested before and after (during the additional test) while the test tire is prohibited. The amount of wear of the test tire T due to the test was calculated from the two-dimensional profiles measured before and after (and in the middle of) the test. Further, since the measured value of the wear amount of the tire is affected by the tire temperature as described above, when the measurement is performed after the test is completed (or stopped), it is preferable to perform the test after the entire tire reaches the predetermined reference temperature by natural heat release or forced cooling by the tire temperature control system 18.
Fig. 10 is a schematic view of a two-dimensional profile of the tread of the test tire T obtained by two-dimensional profile measurement by the wear measuring unit. In fig. 10, the horizontal axis (Y) represents the position of the test tire T in the width direction, and the vertical axis (H) represents the position of the test tire T in the groove height direction (radial direction of the test tire T). In the test tire T, four grooves G1, G2, G3, and G4 extending in the circumferential direction were formed. By image analysis of the two-dimensional contour, the grooves G1 to G4 correspond to the U-shaped concave portions of the two-dimensional contour.
In addition, in predetermined ranges on both sides in the width direction (Y axis direction) of each of the grooves G1 to G4, the vicinity regions L1 and R1, L2 and R2, L3 and R3, and L4 and R4 are set, respectively. Hereinafter, the nth groove is denoted by symbol Gn, and the region where the groove Gn is attached is denoted by symbols Ln and Rn. A vicinity area on the negative lateral direction side (left side in fig. 10) of the groove Gn is defined as a vicinity area Ln, and a vicinity area on the positive lateral direction side (right side in fig. 10) of the groove Gn is defined as a vicinity area Rn. The vicinity region ln (rn) is set to a region from, for example, the left end (right end) of the trench Gn to a distance of half the width of the trench Gn.
The depth Dn of the trench Gn is calculated as, for example, the difference between the average of the heights H of the neighboring regions Ln and Rn and the average of the heights H of the trench Gn. The wear amount Wn of each groove Gn before and after the test is calculated as a difference between the depths Dn of the grooves Gn before and after the test. The average wear amount of the test tire T is calculated as an average value of the wear amounts W1-4.
In addition to the groove depth Dn (or the replacement groove depth Dn), the minimum groove depth Dn may be calculatedmin. Minimum trench depth Dn of trench GnminFor example, the difference between the minimum value of the height H in the vicinity region Ln and the minimum value of the height H in the vicinity region Rn and the maximum value of the height H in the trench Gn is calculated. In this case, the minimum groove depth Dn can also be usedminInstead of the depth Dn of the groove, the wear amount Wn or the average wear amount W is calculated.
Wear Wn or average wear W meterThe calculation method is not limited to the above example, and may be calculated by other methods. For example, in the above example, the depth Dn or the minimum trench depth Dn of the trench Gn is calculated using the heights H of both the neighboring regions Ln and RnminHowever, the depth Dn of the groove Gn and the like may be calculated using the height H of either one of the vicinity regions Ln and Rn (for example, the side closer to the widthwise center of the test tire T). In addition, approximate curves (for example, two-dimensional curves) of the two-dimensional profile may be obtained for the grooves G1 to G4 and the parts other than the grooves G1 to G4 by the least squares method, and the average distance difference between the two approximate curves before and after the test may be calculated as the average wear amount W.
The wear measuring unit 17 calculates and represents the wear amount W per unit travel distance (for example, 1km) together with the wear amount Wn or the average wear amount W of each groove GnLOr wear rate W per unit travel time (e.g. 1 hour)T。
The tire holding unit 10 includes: the lubricant spreading device 16 (powder spreading device) spreads the lubricant (spread body) on the tread of the test tire T and the simulated road surface 23b of the rotating drum 22. The skid material scattering device 16 scatters the mixture of the air-dispersed skid materials from the front (upper side in fig. 1) in the traveling direction of the contact portion of the test tire T and the simulated road surface 23 b. Thus, the rubber powder generated by the abrasion of the test tire T prevents the occurrence of operational failure or trouble due to the adhesion to each part of the tire testing apparatus 1. Further, by scattering the sliding material, the influence of adhesion of the rubber powder to the test tire T or the simulated road surface 23b on the test result is reduced, and the test accuracy is improved.
As the lubricant, for example, incombustible powder such as talc (hydrous magnesium silicate) is used. This prevents dust explosion, eliminates the need for safety measures against dust explosion such as explosion-proof equipment, and can significantly reduce initial cost and maintenance cost.
Fig. 11 is a schematic configuration diagram of the sliding material scattering device 16. The sliding material scattering device 16 includes: a hopper 161 (storage unit) for storing a slide material; a stirring member 162 stirring in the hopper 161; a driving unit 163 for rotationally driving the stirrer 162; a quantitative conveying unit 164 for quantitatively conveying the sliding material; an ejector 166 that sucks the lubricant and mixes the lubricant with air to eject the lubricant; a pipe 165 for guiding the lubricant from the quantitative conveyance section 164 to the ejector 166; a line 167 that directs air dispersed by the slip from eductor 166 to the point of dispersal; and a bell mouth 168 attached to the front end of the duct 167.
The stirrer 162 includes: a rod 162a extending up and down; three pairs of branch portions 162b extending from the side surfaces of the rod 162a toward the inner circumferential surface of the funnel 161 in a direction perpendicular to the radial direction; three slide holding portions 162c (slider holding portions) attached to the distal end portions of the respective pairs of branch portions 162 b; and three sliders 162d (sliders) held by the slider mounting portion 162 c. The rod 162a is disposed concentrically with the cylindrical inner peripheral surface of the funnel 161, and one end thereof is connected to the driving portion 163. Each slide piece 162d is disposed such that its tip contacts the inner circumferential surface of the funnel 161, scrapes off a slide member attached to the inner circumferential surface of the funnel 161, and rotates along the inner circumferential surface of the funnel 161. In the present embodiment, a brush formed of, for example, a resin having conductivity (or antistatic property) is used as the sliding piece 162 d. During the operation of the tire testing apparatus 1, the lubricant in the hopper 161 is always stirred by the stirring member 162. This prevents the supply amount of the lubricant from being varied or interrupted due to clogging of the lubricant caused by coagulation in the hopper 161. Since the sliding member is likely to adhere to the inner circumferential surface of the funnel 161 and to be a starting point for coagulation, the sliding member is effectively prevented from being clogged by the sliding piece 162d being scraped against the inner circumferential surface of the funnel 161, and the sliding member can be stably supplied.
In the present embodiment, although a brush is used as the slider 162d, a member other than a brush (for example, a sponge or a sheet having rubber elasticity) may be used as the slider 162 d. Due to the elasticity of the slide piece 162d, the slide piece 162d is pressed against the inner circumferential surface of the funnel 161 with a moderate force, and the slide member fixed to the inner circumferential surface of the funnel 161 is scraped off. When the slider 162d does not have appropriate elasticity, the slider mounting portion 162c or the branch portion 162b may have elasticity. For example, a flat spring is used for the branch portion 162b, and the slide piece 162d can be pressed against the inner circumferential surface of the funnel 161 by the elastic force of the flat spring. Further, by using the slide piece 162d made of resin or rubber, damage or abrasion of the inner circumferential surface of the funnel 161 due to sliding of the slide piece 162d is prevented.
Further, by using the slide piece 162d formed of a material having conductivity (for example, synthetic resin kneaded with carbon black), accumulation of a slide material on the surface of the slide piece 162d due to static electricity is prevented.
The driving unit 163 includes: a motor 163 m; a driver 163md (fig. 5) that supplies a drive current to the motor 163 m; and a speed reducer 163g that reduces the rotational speed of the output of the motor 163 m.
The shafts of the hopper 161 and the stirrer 162 are vertical in the present embodiment, but may be vertical (that is, the shafts may be inclined with respect to the vertical).
The quantitative conveying unit 164 includes: a cylindrical case 164a having a cylindrical hollow portion; a substantially cylindrical screw 164b concentrically housed in a hollow portion of the housing 164 a; and a driving portion 164c for rotating the driving screw 164 b. The driving unit 164c includes: 164cm of servo motor; and a servo amplifier 164cma for supplying a drive current to the servo motor 164 cm. Instead of the servomotor 164cm, other kinds of motors with controllable rotational speed can be used.
The screw 164b has: a substantially cylindrical body portion 164b1 having a spiral groove formed on the outer periphery thereof; and a shaft portion 164b2 extending in the axial direction from both ends in the axial direction of the main body portion 164b1 and thinner than the main body portion 164b 1. In addition, bearing holes 164a1 into which the shaft portions 164b2 are fitted so as to be rotatable are formed in both axial end portions of the housing 164 a. The shaft of the driving portion 164c is connected to one of the shaft portions 164b 2.
Openings are provided at both axial end portions of the housing 164 a. An opening (i.e., inlet 164a2) is formed in the upper surface of the housing 164a at one end thereof. Further, another opening portion (i.e., the outlet 164a3) is formed at the lower surface on the other end side of the housing 164 a. The inlet 164a2 is connected to the discharge of the funnel 161 and the outlet 164a3 is connected to a vertically extending straight tube 164 d.
A spiral groove is formed on the outer periphery of the screw 164 b. The spiral groove is formed in a semicircular shape. In the present embodiment, the pitch of the spiral grooves is constant, but may be unequal. Further, a plurality of spiral grooves (a plurality of spiral structures) may be formed in the screw 164 b. The body portion 164b1 of the screw 164b has an outer diameter slightly smaller than the inner diameter of the hollow portion of the housing 164 a. Further, when the gap between the outer peripheral surface of the screw 164b and the inner peripheral surface of the housing is narrow, the sliding material is blocked in the gap, and the frictional resistance increases, and conversely, when the gap is wide, the conveying efficiency decreases.
By the rotation of the screw 164b, the sliding material moves from the inlet 164a2 to the outlet 164a3 in the hollow portion of the housing 164a, and is discharged from the straight pipe 164 d. Since the amount of the material to be conveyed per rotation of the screw 164b is fixed, the material can be continuously supplied at a fixed speed by rotating the screw 164b at a constant speed. Further, the feed speed of the lubricant can be adjusted by changing the rotation speed of the screw 164 b.
The ejector 166 operates using compressed air supplied from the pipe 166a as a driving source, and ejects the compressed air at a high speed from a built-in nozzle to the discharge side, thereby making the suction port connected to the pipe 165 negative in pressure, sucking the lubricant through the suction port, and ejecting air dispersed in the lubricant through the discharge port connected to the pipe 167.
The inlet of the conduit 165 and the outlet of the straight tube 164d of the fixed-amount conveying cloth 164 are disposed to face each other in the vertical direction through the gap G. Air flows from the gap G into the duct 165 by the negative pressure generated by the ejector 166. The sliding material falling from the outlet of the straight pipe 164d is guided to the duct 165 by the air flowing in from the gap G.
Further, the tip (bell mouth 168) of the duct 167 is disposed directly above the contact portion between the test tire T and the simulated road surface 23 b. The air including the lubricant ejected from the ejector 166 is ejected from the bell mouth 168 to the contact portion through the pipe 167. As shown in fig. 11, the test tire T and the rotary drum 22 are rotationally driven in a direction in which the contact portion moves downward. That is, the sliding material is ejected from the front in the traveling direction toward the contact portion.
By using the sliding material spreading device 16 described above, the sliding material is spread in front of the contact portion between the test tire T and the simulated road surface 23b, and thereby rubber dust generated by abrasion of the test tire T is prevented from adhering to the test tire T or the tire testing device 1, and reduction in test accuracy or failure of the tire testing device 1 due to adhesion of the rubber dust is prevented.
As shown in fig. 5, a motor 163m of the driving unit 163 of the lubricant material scattering device 16 and a servo motor 164cm of the constant-volume conveying unit 164 are connected to the central control unit 70. The operation of the lubricant distributing device 16 is controlled by the central control unit 70.
As shown in fig. 5, the Interface unit 90 of the control system 1a includes one or more user interfaces for inputting and outputting data between users, various Network interfaces for connecting networks such as Local Area Networks (LAN), and various communication interfaces such as Universal Serial Bus (USB) and General Purpose Interface Bus (GPIB) for connecting external devices. The user interface includes one or more operation switches, a display device, various display devices such as a Liquid Crystal Display (LCD), various pointing devices such as a mouse and a touch pad, various input/output devices such as a touch screen, a video camera, a printer, a scanner, a buzzer, a speaker, a microphone, and a memory card reader/writer.
The displacement sensor 17, the rotary encoders 122a, 142a, 154b, and 241, the torque sensor 152a, the three-split force sensor 152b, the air pressure sensor 156a, and the temperature sensor 183 are connected to the measurement unit 80. The measuring unit 80 measures the torque, the load (Radial Force), the traction Force (traction Force), and the road Force (road Force) applied to the test tire T, the rotation speed, the camber angle, the slip angle, the tread temperature, the air pressure, the rotation speed of the rotary drum 22, and the road surface speed (circumferential speed of the rotary drum 22) of the test tire T, based on the signals from the sensors, and transmits the measured values to the central control unit 70. Further, the road surface speed is calculated from a measurement value of the rotation speed of the rotary drum 22 of the rotary encoder 241.
The central control unit 70 sets the measurement value obtained from the measurement unit 80 to be displayed on the display device in accordance with the setting, and stores the measurement value in the nonvolatile memory 71 together with the measurement time.
The central control unit 70 is connected to servo motors 52, 112, 124, 132, 143, and 164cm via servo amplifiers 52a, 112a, 124a, 132a, 143a, and 164cma, respectively. Further, the motors 32 and 163m are connected to the central control unit 70 via the inverter line 32a and the driver 163md, respectively. Further, the central control unit 70 is connected to a fixed-point air conditioner 182 and a temperature sensor 183 via a control unit 181 of the tire temperature control system 18.
In a test using the tire testing apparatus 1 of the present embodiment, an actual running test for examining a wear state of a tire (hereinafter referred to as "reference tire") is performed when a tire designed to be a preset reference (hereinafter referred to as "reference tire") is mounted on a real vehicle and travels, and even if an on-board test is performed by the tire testing apparatus 1, a test condition is adjusted to reproduce a wear state identical to that of the actual running test, and various tires are tested under the adjusted test condition (hereinafter referred to as "adjustment test condition"). The reference tire is selected from tires designed relatively close to the tire to be tested. For example, a passenger tire and a bus tire are set as reference tires.
According to the embodiments of the present invention described above, since the electric motor is used without using the hydraulic device, the amount of electricity used can be significantly reduced compared to the conventional test apparatus.
Further, since the power consumption is small, even when the power supply is limited due to a large-scale disaster or the like, the tire testing apparatus 1 can be stably operated.
Further, since the hydraulic device is not used, there is no problem of environmental pollution caused by the operating oil.
Further, since the quality is deteriorated when the rubber tire comes into contact with the operating oil, it is difficult to perform a correct test in a test environment contaminated with the operating oil. With the tire testing device 1 according to the present embodiment, the test tire T is not contaminated by the operating oil, and therefore a more accurate test can be performed.
In the present embodiment, the moment of inertia of the rotating portion is 0.01kg · m by the moment generating portion 50 (moment generating device)2An ultra-low inertia high output type AC servo motor having a rated output of 22kW (7kW to 37kW) can generate sharp torque fluctuation and accurately reproduce complicated waveform torque variation.
In addition, in the conventional power cycle system, since the torque is first applied to the power cycle line and the rotational driving is started in a state where the torque is applied, the torque cannot be changed during the test, and only a fixed torque can be applied. In the tire testing apparatus 1 of the present embodiment, by adopting a configuration in which a torque generating device having an ultra-low inertia high output type ac servomotor is incorporated in a power cycle line, it is possible to apply complicated torque fluctuations to a sample at a high speed (high frequency) during high-speed travel, and to accurately simulate tests under severe and complicated conditions such as rapid acceleration or rapid deceleration during high-speed travel and ABS braking tests.
In the conventional structure using a single drive motor, the drive motor needs to be driven at a high speed and with a large torque, and therefore a large-capacity motor of 600kW or more is required even in the test of tires for passenger cars. However, since the roles of the motors are divided into low-speed and high-torque driving and high-speed and low-torque driving by using the torque generation device of the present embodiment, the capacity of the servomotor 52 of the torque generation unit 50 is sufficient to be 22kW, and the capacity of the motor 32 of the rotation driving unit 30 is sufficient to be 37kW, so that even after the total, the capacity of 60kW is sufficient, and the required amount of power to be used can be reduced to about 1/10. In addition, the testing device is suitable for testing the tires of trucks and buses, and the power consumption is reduced by about 1/13. In addition, in the case of using the hydraulic motor, although electric power is used for temperature management of the operating oil during non-operation, the electric motor consumes almost no electric power during stoppage, and thus the substantial amount of electric power used can be reduced to about 1/15.
Further, since a low-capacity motor is used, the manufacturing cost can be reduced, and the device can be miniaturized.
In addition, in the tire testing device 1 of the present embodiment, since the simulated road surface 23b is formed using a new composite material, the durability of the simulated road surface 23b can be improved, and the maintenance cost can be reduced. Further, by using the simulated road surface 23b of the present embodiment, a test for accurately simulating various road surfaces can be performed by changing the aggregate or the adhesive.
(second embodiment)
Next, a second embodiment of the present invention will be described. Fig. 12 and 13 are a plan view and a front view of a tire testing device 1000 according to a second embodiment of the present invention, respectively. In addition, for the sake of convenience, in each of the drawings, a part of the tire testing apparatus 1000 is shown in cross section. The same or corresponding reference numerals are given to the same or corresponding components as those of the first embodiment, and redundant description thereof will be omitted.
The tire testing apparatus 1000 of the present embodiment is configured to be capable of testing a car tire and a bus-truck tire with one testing apparatus.
The tire testing device 1000 is configured to include: the power circulation lines (power circulation line a and power circulation line B) of the two systems share a part of the relay section 1040 (gear case 1042 and shaft 1049) and the road surface section 1020 (rotary drum 1022), and the test of the two test tires T1 and T2 can be performed simultaneously.
In the present embodiment, the rotary drive unit 1030 is provided in the frame 1020F of the road surface unit 1020, and is configured such that the power of the motor 1032 is transmitted to each power circulation line A, B via the drive pulley 1034 coupled to the shaft of the motor 1032, the V belt 1068, and the rotary drum 1022.
Two sets of driving pulleys 1044A and 1044B and driven pulleys 1048A and 1048B are provided to the intermediate rotating portions 1040A and 1040B, respectively. One is that the reduction ratio is suitable for testing tires for cars, and the other is that the reduction ratio is suitable for testing tires for buses. When the passenger car tire is tested, the V belts 1066A and 1066B are wound on the pulley pair of the passenger car tire, and when the passenger car tire is tested, the V belts 1066A and 1066B are wound on the pulley pair of the passenger car tire. Only the V belts 1066A and 1066B are replaced, and the reduction ratio suitable for various tires can be changed.
The intermediate rotation portion 1040 includes one first gear 1042a and two second gears 1042 b. Through holes are provided in the centers of the first gear 1042a and the second gear 1042b, respectively. Shafts 1041A and 1041B pass through the through holes in a non-contact manner, and driven pulleys 1048A and 1048B are attached to one ends of the shafts 1041A and 1041B, respectively. The other ends of the shafts 1041A and 1041B are connected to the shafts 1051A and 1051B of the torque generation units 1050A and 1050B, respectively. Further, each second gear 1042B is coupled to an outer cylinder 1051 of the torque generation units 1050A and 1050B.
The above is a description of an embodiment of the present invention. The embodiments of the present invention are not limited to the above description, and various modifications are possible. For example, the embodiments described in the present specification and/or the descriptions thereof may be combined with other embodiments as appropriate, and the embodiments described in the present specification and/or the like may be included in the embodiments of the present application.
In the above embodiment, the position of the rotation axis of the first gear 42a of the transfer unit 40 is configured to be laterally movable, but the position of the rotation axis of the second gear 42b may be configured to be laterally movable. In this case, the second gear 42b and the drive pulley 44 are connected to allow movement of the second gear 42b by, for example, a drive shaft 62 provided with a universal joint.
In the above embodiment, the V-belt is used as the second connecting member, but a flat belt, a toothed belt, or another belt may be used as the second connecting member. Further, as the second connecting member, a chain, a wire, or other winding connector may be used. In the first embodiment, the relay unit 40 and the torque generation unit 50 are connected by a single V-belt, but may be connected by a plurality of second connection members connected in parallel or in series. In addition, when a plurality of second connecting members are connected in series, different kinds of second connecting members may be used in combination.
Claims (36)
1. A tire testing method, comprising:
a contact step of bringing the test tire into contact with a simulated road surface provided on the outer periphery of the rotary drum;
a rotation step of rotating the rotary drum and a test tire in contact with the simulated road surface; and
a scattering step of scattering powder, which makes it difficult for rubber dust generated by abrasion of the test tire to adhere, on an outer peripheral surface of at least one of the rotating drum and the test tire.
2. The tire testing method of claim 1,
the powder scattering step includes:
a conveying step of conveying the powder at a fixed speed;
a dispersion step of dispersing the transported powder in a gas; and
a blowing step of blowing the gas in which the powder is dispersed to the outer peripheral surface.
3. The tire testing method according to claim 1,
in the blowing step, the gas in which the powder is dispersed is blown out from the front in the traveling direction toward the contact portion of the simulated road surface and the test tire.
4. The tire testing method according to claim 2 or 3,
in the conveying step, the powder is conveyed at a fixed rate by rotating a screw of a conveying member at a fixed rate.
5. The tire testing method according to any one of claims 2 to 4,
the dispersion step includes:
a compressed gas supply step of supplying the gas compressed by the ejector;
drawing the powder by the negative pressure generated by the ejector; and
and a spraying step of spraying the powder dispersed in the gas from the sprayer.
6. The tire testing method of claim 5,
the dispersion step includes: an inducing step of guiding the gas ejected from the ejector to a position where the gas is blown out through a pipe;
in the inducing step, the powder is uniformly dispersed in the gas.
7. The tire testing method according to any one of claims 2 to 6,
the blowing step is to blow the powder-dispersed gas from a bell mouth.
8. The tire testing method according to any one of claims 1 to 7,
the powder comprises talc.
9. A scattering device is characterized by comprising:
a conveying part for quantitatively conveying the scattered body; and
and an ejector that sucks the to-be-dispersed body conveyed by the conveying member and ejects the gas dispersed in the to-be-dispersed body.
10. The dispenser of claim 9,
the conveying unit includes:
a screw;
a cylindrical housing accommodating the screw; and
and a drive unit configured to rotate the screw at a predetermined rotation speed.
11. The dispenser of claim 10,
the screw is a substantially cylindrical member having a spiral groove formed on an outer circumferential surface thereof.
12. The dispenser of claim 10 or 11, further comprising:
a funnel storing the dispersed body;
at one end side in the axial direction of the housing, an inlet of the housing is opened upward,
an outlet of the funnel formed at the bottom of the funnel is connected to the inlet.
13. The dispenser of claim 12, further comprising:
a stirring member for stirring the dispersed body in the hopper,
the funnel has a cylindrical inner peripheral surface,
the stirring member has a sliding member that contacts with an inner peripheral surface of the hopper and rotates.
14. The dispenser of claim 13,
the stirring tool is provided with:
a rod disposed concentrically with the inner peripheral surface of the funnel and rotating about an axis of the inner peripheral surface;
a branch portion extending from a side surface of the rod toward an inner peripheral surface of the funnel; and
and a slider holding portion attached to the branch portion and holding the slider.
15. The dissemination device of claim 13 or 14,
a plurality of the sliding members;
the plurality of sliders are disposed at different positions in an axial direction of the funnel.
16. The dispenser of claim 15,
the two sliders adjacent to each other in the axial direction of the funnel are disposed at different positions in the rotational direction.
17. The dispenser of any one of claims 12 to 16,
the disclosed device is provided with: a first pipe that guides the carried dispersed body to the ejector,
an outlet of the casing of the conveying section is opened downward at the other end side in the axial direction of the casing,
the outlet of the shell is connected with the inlet of a straight pipe extending downwards,
the inlet of the straight pipe and the inlet of the first pipeline are arranged opposite to each other up and down through a gap.
18. A tire testing device is characterized by comprising:
a rotary drum provided with a simulated road surface at the periphery;
a tire holding unit that rotatably holds a test tire in contact with the simulated road surface;
a driving unit that rotates the rotating drum and the tire holding unit; and
a spreading device according to any one of claims 9 to 17, wherein a powder is spread on an outer peripheral surface of at least a part of said rotating drum and said test tire, wherein said powder makes it difficult for rubber chips generated by abrasion of said test tire to adhere thereto.
19. A tire testing device is characterized by comprising:
a rotary drum provided with a simulated road surface at the periphery;
a tire holding unit that rotatably holds a test tire in contact with the simulated road surface;
a torque generating unit that generates a torque applied to the test tire; and
a rotation driving unit including a motor as an electric motor for rotationally driving the rotary drum,
wherein the torque generation unit includes:
a housing supported to be rotatable; and
a servo motor as an electric motor coaxially mounted to the housing;
the rotation driving part rotationally drives the housing of the torque generating part.
20. The tire testing apparatus of claim 19,
the simulated road surface is formed of a plurality of simulated road surface units that are detachably attached to the outer periphery of the rotary drum.
21. The tire testing apparatus of claim 20,
the simulated road surface unit is provided with:
a frame detachably attached to an outer periphery of the rotary drum; and
and the simulation pavement body is detachably arranged on the surface of the frame.
22. The tire testing device according to any one of claims 19 to 21,
the simulated pavement is formed by materials including aggregate and bonding material combined with the aggregate.
23. The tire testing apparatus of claim 22,
the aggregate comprises a ceramic plate;
the bonding material includes a curable resin.
24. The tire testing device according to any one of claims 19 to 23,
the simulated pavement is formed by the same material as the actual pavement.
25. The tire testing device according to any one of claims 19 to 23,
the simulated road surface is formed of a different material than an actual road surface.
26. The tire testing apparatus according to any one of claims 19 to 25,
the simulated pavement comprises: and a plurality of travel paths arranged in parallel in the axial direction of the rotary drum.
27. The tire testing apparatus of claim 26,
the plurality of travel channels are formed of different materials.
28. The tire testing apparatus of claim 26 or 27,
the tire holding unit includes: and a travel path switching mechanism capable of switching the travel path along which the rotary drum travels by moving the rotary drum in an axial direction.
29. The tire testing device according to any one of claims 19 to 28, comprising:
a transfer unit that transfers power from the rotation driving unit to the torque generation unit:
a first connecting member connecting the rotation driving portion and the transfer portion; and
a second connecting member connecting the transfer portion and the torque generation portion, wherein the second connecting member includes a winding transmission mechanism;
the winding transmission mechanism is provided with: and a driven pulley coaxially mounted on the housing of the torque generation unit.
30. The tire testing apparatus of claim 29,
the rotation driving part is provided with a power combination part,
the power coupling portion includes:
an input shaft to which the motor is connected; and
and an output shaft having one end connected to the first connection member and the other end connected to a shaft of the rotary drum.
31. The tire testing apparatus of claim 29 or 30,
the transfer unit includes:
a first gear to which a first connecting member is connected; and
a second gear engaged with the first gear and connected with the second connection member,
one of the first gear and the second gear is configured to be movable in a direction away from the other gear, and to change a distance between rotational axes of the first gear and the second gear,
one of the first and second connection members connected to the one gear includes a drive shaft having a length that can be changed, and the drive shaft includes a universal joint at both ends.
32. The tire testing apparatus according to any one of claims 19 to 31,
the torque generating part includes a first shaft connected to a shaft of the servo motor,
the housing is a cylinder having an opening formed at one end thereof through which the first shaft passes,
the servo motor and a portion on one end side of the first shaft are housed in the housing,
the other end of the first shaft is exposed to the outside of the housing through the opening.
33. The tire testing apparatus according to any one of claims 19 to 32,
the tire holding unit includes:
a spindle portion that holds the test tire rotatably; and
a calibration mechanism capable of adjusting calibration of the test tire with respect to the simulated road surface by changing a position or a direction of the spindle portion, wherein the spindle portion includes:
a wheel portion on which the tire is mounted; and
and a spindle having the wheel unit coaxially mounted on one end thereof and rotatably supported.
34. A tire testing device according to claim 33, further comprising:
a third connecting member connecting the first shaft of the torque generating portion and the spindle,
the third connection member includes a constant velocity joint.
35. The tire testing apparatus of claim 33 or 34,
the tire holding unit includes:
a spindle housing supporting the spindle to be rotatable;
a slip angle adjusting mechanism capable of adjusting a slip angle of the test tire by rotating the spindle housing around an axis passing through a center of the wheel portion, perpendicular to a contact surface where the test tire contacts the simulated road surface;
a camber angle adjustment mechanism capable of adjusting a camber angle of the test tire by rotating the spindle housing about an axis perpendicular to the spindle through the contact surface; and
a tire load adjustment mechanism capable of adjusting a vertical load of the test tire by moving the spindle housing in a direction perpendicular to the contact surface.
36. The tire testing device according to any one of claims 19 to 35, comprising:
the spreading device according to any one of claims 9 to 17, wherein a powder that makes it difficult for rubber chips generated by abrasion of the test tire to adhere is spread on an outer periphery of at least one of the rotating drum and the test tire.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-151165 | 2017-08-03 | ||
| JP2017151165 | 2017-08-03 | ||
| JP2017-226344 | 2017-11-24 | ||
| JP2017226344 | 2017-11-24 | ||
| PCT/JP2018/027944 WO2019026733A1 (en) | 2017-08-03 | 2018-07-25 | Tire testing method, tire testing device, and dispersion device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110998274A true CN110998274A (en) | 2020-04-10 |
Family
ID=65233650
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201880050620.2A Pending CN110998274A (en) | 2017-08-03 | 2018-07-25 | Tire testing method, tire testing apparatus, and distribution apparatus |
Country Status (5)
| Country | Link |
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| JP (3) | JP7154614B2 (en) |
| KR (2) | KR20240015163A (en) |
| CN (1) | CN110998274A (en) |
| TW (2) | TW202346822A (en) |
| WO (1) | WO2019026733A1 (en) |
Cited By (1)
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| CN112234751A (en) * | 2020-10-09 | 2021-01-15 | 燕山大学 | High-speed reciprocating linear motion experiment machine |
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| CN110672430B (en) * | 2019-10-25 | 2022-02-01 | 郑州航空工业管理学院 | Multifunctional low-dimensional photoelectric material detection table |
| TW202316090A (en) | 2021-10-08 | 2023-04-16 | 日商國際計測器股份有限公司 | Tire testing system, tire testing method and program |
| CN114088565B (en) * | 2021-10-28 | 2023-12-05 | 盐城工学院 | Engineering solid tyre wear resistance test bench |
| CN114136825B (en) * | 2022-01-29 | 2022-05-24 | 廊坊易砚领创科技有限公司 | Automobile tire abrasion resistance testing device |
| CN114594045A (en) * | 2022-03-10 | 2022-06-07 | 重庆交通大学 | Continuous detector for road surface friction performance |
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| Publication number | Publication date |
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| KR102629925B1 (en) | 2024-01-30 |
| KR20240015163A (en) | 2024-02-02 |
| WO2019026733A1 (en) | 2019-02-07 |
| TW202346822A (en) | 2023-12-01 |
| JPWO2019026733A1 (en) | 2020-08-27 |
| JP7154614B2 (en) | 2022-10-18 |
| JP2022173412A (en) | 2022-11-18 |
| JP7444486B2 (en) | 2024-03-06 |
| KR20200037229A (en) | 2020-04-08 |
| TWI803500B (en) | 2023-06-01 |
| JP2024050916A (en) | 2024-04-10 |
| TW201910737A (en) | 2019-03-16 |
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