JP2003194673A - Prediction method of residual cornering force of tire, prediction method of residual self-aligning torque of tire, and measuring device for tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simply predict a residual cornering force and a residual self- aligning torque. <P>SOLUTION: The mean value of pneumatic trails of a plurality of tires having the same structure as a tire 27 to be measured is determined and stored (held as a database). Then, a ply steer and a ply steer moment of the tire 27 to be measured are measured. The residual cornering force and the residual self- aligning torque can be simply determined by operating the mean value of the pneumatic trails, the measured ply steer and the measured ply steer moment by a computer. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a method for predicting residual cornering force of a tire, a method for predicting residual self-aligning torque of a tire, and measurement of a tire capable of measuring residual cornering force and residual self-aligning torque of a tire. Regarding the device.

[0002]

2. Description of the Related Art It is known that the straightness and the one-way flow phenomenon of a vehicle such as a passenger car are related to the residual cornering force and residual aligning torque of the tires of the front wheels and are influenced by them.

The residual cornering force and the residual aligning torque are defined as follows.

If the Y axis is taken in the direction (transverse direction) perpendicular to the traveling direction of the vehicle and the Z axis is taken in the direction perpendicular to the ground contacting plane with the tire center as the origin, the tire with a slip angle will be The force applied by the cornering force as the lateral force exerted is in the latter half of the traveling direction of the tire contact surface, so that the cornering force has a moment with respect to the Z-axis and the direction acts in the direction of decreasing the given slip angle. . This moment is called self-aligning torque.

It is known that the slip angle, the cornering force (CF), and the self-aligning torque (SAT) are almost linear within a slip angle of ± 1 degree, and this inclination is used as the cornering force (CF). For CF, cornering power (C
P) and self-aligning torque (SAT) are defined by self-aligning torque power (SATP), and the cornering force (CF) generated at the slip angle when the self-aligning torque (SAT) is 0 is the residual cornering force. (RCF), the self-aligning torque (SAT) generated at the slip angle when the cornering force (CF) is 0 is read as the residual self-aligning torque (RSAT).

The cornering power (CP) and the self-aligning torque power (SATP) are great indicators of steering stability, and the residual cornering force (RC).
It is known that the value of F) closer to 0 has a better straightness.

However, the road surface has an inclination (cant) for drainage of rainwater, and therefore, so that the vehicle goes straight against the road surface cant, it is directed to the right-hand side driving area or the left-hand side driving area. It is usual to give an appropriate residual cornering force (RCF) according to the intended use, to produce and ship.

The residual cornering force (RCF), the residual self-aligning torque (RSAT), the cornering power (CP), and the self-aligning torque power (SATP) are set to appropriate values designed for each tire to be produced. However, especially residual cornering force (RCF) and residual self-aligning torque (RS
AT) tends to vary during tire manufacturing, and its value is usually different. Therefore, in order to prevent one-way flow of the vehicle, it is necessary to control the residual cornering force (RCF) within an appropriate range.

Therefore, at the manufacturing stage, the residual cornering force (RCF) of the tire is measured by some means.
It is necessary to measure and select the tire.

[0010]

Conventionally, in order to measure the residual cornering force and residual self-aligning torque of a tire, the tire is loaded with a testing machine equipped with a tire force compensator and the slip angle is gradually changed. As a result, the residual cornering force at which the self-aligning torque becomes 0 or the residual self-aligning torque at which the cornering force becomes 0 is directly obtained or interpolated by the measured data. However, for actual measurement, it is necessary to perform measurement with an expensive and large-scale cornering tester, and since the slip angle is swung, residual cornering force and residual self-aligning are required. It took time to determine the torque.

Further, in order to obtain the residual cornering force value and the residual self-aligning torque value, it is necessary to confirm the relationship with the substitute value in advance and consider the variation.

There is conicity as one of the substitute values to be discriminated. However, since a moment component cannot be measured by a normal low speed uniformity tester, it may not correspond to an accurate residual cornering force value or residual self-aligning torque value. .

The present invention has been made to solve the above problems, and can easily predict the residual cornering force of a tire and the residual self-aligning torque of a tire. It is an object of the present invention to provide a tire residual self-aligning torque prediction method and a tire measuring device capable of easily measuring the residual cornering force and residual self-aligning torque of a tire.

[0014]

A method for predicting a residual cornering force of a tire according to claim 1, wherein a step of obtaining and storing an average value of pneumatic trails of a plurality of tires having the same structure; Measuring a plysteer of a tire to be measured having the same structure as that of, a step of measuring a plysteer moment of the tire to be measured, an average value of the pneumatic trail, a measured plysteer, and a measured plysteer. And a step of obtaining a residual cornering force from the moment.

Next, the operation of the method for predicting the residual cornering force of a tire according to claim 1 will be described.

In the first step, an average value of pneumatic trails of a plurality of tires having the same structure as the tire to be measured is obtained and stored (stored as a database).

This pneumatic trail can be preliminarily obtained by a test device capable of measuring the SAT and CF by swinging the slip angle.

For example, SAT is plotted on the X-axis and CF is plotted on the Y-axis with the data obtained when the slip angle is changed, and the slope CF / SAT of the straight line connecting the plotted points can be defined as the reciprocal of the pneumatic trail. .

Next, the plysteer and plysteer moment of the measured tire are measured.

The plysteer and the plysteer moment may be obtained by a known method. For example, the price tear (PS) is calculated from the following equation (1).

PS = (LFD (front) + LFD (back)) / 2 (1) “LFD” means lateral force deviation. Further, "LFD (front) + LFD (back)" means that the LFD of the tire to be measured is measured with a tester and then the tire to be measured is attached in the opposite direction to measure the LFD. This eliminates the effect of conicity (CON).

Also, the plysteer moment (PSM)
Is calculated from the following equation (2).

PSM = (ATD (front) + ATD (back)) / 2 (2) “ATD” is aligning torque deviation. Also, "ATD (front) + ATD (back)" is
This means that after measuring the ATD of the tire to be measured with a test machine, the tire to be measured is attached in the reverse direction and the ATD is measured.

The plysteer and the plysteer moment are measured by, for example, a simple tester having a structure capable of measuring CF and SAT acting on the tire to be measured at a predetermined slip angle (for example, a slip angle of 0 degree). It is possible, and there is no need to use an expensive and complicated cornering tester.

Next, the average value of the pneumatic trail,
The residual cornering force is obtained from the measured plysteer and the measured plysteer moment.

That is, as shown in FIG. 6, the X axis is SAT,
If the Y-axis is CF and a straight line (the slope is the reciprocal of the pneumatic trail) passing through the points (pricetea, plysteer moment) at a predetermined slip angle (for example, 0 degree) is drawn, the CF when SAT is 0 , And residual cornering force (RCF).

As described above, in the method for predicting the residual cornering force of a tire according to claim 1, if the pneumatic trail is stored in advance as a database, the rest can be easily calculated from the pneumatic trail and the measured price tear and price tear moment. The residual cornering force can be easily obtained by performing various calculations.

According to a second aspect of the present invention, there is provided a method for predicting a residual self-aligning torque of a tire, the method comprising: obtaining and storing an average value of pneumatic trails of a plurality of tires having the same structure; Measuring the plysteer of the measured tire, measuring the plysteer moment of the measured tire, the mean value of the pneumatic trail, the measured plysteer, and the residual self from the measured plysteer moment. And a step of obtaining an aligning torque.

Next, the operation of the method for predicting the residual self-aligning torque of the tire according to claim 2 will be described.

The residual self-aligning torque predicting method according to a second aspect of the invention is similar to the residual cornering force according to the first aspect of the invention, in which an average value of the pneumatic trail is calculated and stored and stored. Measure the plysteer and plysteer moment of the tire.

Thereafter, the residual self-aligning torque is obtained from the average value of the pneumatic trail, the measured plysteer, and the measured plysteer moment.

That is, as shown in FIG. 6, the X axis is SAT,
If the Y axis is CF and a straight line (the slope is the reciprocal of the pneumatic trail) passing through the points (plysteer, plysteer moment) at a predetermined slip angle (for example, 0 degree) is drawn, the SAT when CF is 0 is obtained. , Residual self-aligning torque (RSAT).

As described above, in the method for predicting the residual self-aligning torque of the tire according to the second aspect, if the pneumatic trail is previously stored as a database, then the pneumatic trail and the measured price tear and price tear moment are calculated. The residual self-aligning torque can be easily obtained by performing a simple calculation from

According to a third aspect of the present invention, there is provided a method of predicting a residual cornering force of a tire, wherein a step of measuring a plysteer and a plysteer moment of a tire to be measured with a first slip angle, and a plysteer and a plytea of the tire to be measured. Measuring the moment with a second slip angle,
Determining the residual cornering force from the plysteer and plysteer moment measured at the first slip angle and the plytea and plysteer moment measured at the second slip angle.

Next, the operation of the method for predicting the residual cornering force of a tire according to claim 3 will be described.

In the method for predicting the residual cornering force of the tire according to the first aspect, the average value of the pneumatic trails of a plurality of tires having the same structure as the tire to be measured is obtained in advance and is stored as a database. ,
In the residual cornering force prediction method according to claim 3, instead of having a database, the tire to be measured is obtained with ply tear and ply tear moment at two different slip angles, and for example, data of two different slip angles are X. SAT is plotted on the axis and CF is plotted on the Y axis, and the slope CF / SAT of the straight line connecting the two plotted points is used as the pneumatic trail.

After that, the plysteer and the plysteer moment of the tire to be measured are measured at a predetermined slip angle (for example, 0 degree), and a new residual cornering force of the tire is predicted by the same method as described in claim 1. The residual cornering force can be determined from the matic trail, the measured plysteer, and the measured plysteer moment.

A method for predicting a residual self-aligning torque of a tire according to a fourth aspect of the present invention is a method of measuring a plysteer and a plysteer moment of a tire to be measured at a first slip angle, and a tire to be measured. Measuring plysteer and plysteer moment at a second slip angle, plytea and plytea moment measured at a first slip angle, and plytea and plytea moment measured at a second slip angle From the process of obtaining the residual self-aligning torque,
It is characterized by having.

Next, the operation of the method for predicting the residual self-aligning torque of the tire according to claim 4 will be described.

In the method of predicting the residual self-aligning torque of a tire according to claim 2, an average value of pneumatic trails of a plurality of tires having the same structure as the tire to be measured is obtained in advance and is stored as a database. However, in the method for predicting the residual self-aligning torque according to claim 4, instead of having a database, the tire to be measured is obtained with a ply tear and a ply tear moment at two different slip angles, for example, two different slips are obtained. The angle data is plotted as SAT on the X-axis and CF on the Y-axis, and the slope of the straight line connecting the two plotted points CF / SAT
Is used as a pneumatic trail.

After that, the plysteer and the plysteer moment of the tire to be measured are measured at a predetermined slip angle (for example, 0 degree), and the residual self-aligning torque of the tire is predicted by the same method as described in claim 2. The residual self-aligning torque can be determined from the pneumatic trail, the measured plysteer, and the measured plysteer moment.

A tire measuring apparatus according to a fifth aspect of the present invention is a tire supporting means for rotatably supporting a tire to be measured, a tire rotating means whose outer peripheral surface is a running surface of the tire to be measured, and the tire supporting means. Means for applying a load to the tread of the tire to be measured supported by the means and the outer peripheral surface of the tire rotating means, and a rotation driving means for rotating the tire to be measured supported by the tire supporting means. A measurement sensor provided on the tire support means or the tire support means, for measuring the direction and value of the force acting on the measured tire, and a pneumatic trail of the tire stored in advance in the storage means, Residual cornering force and residual cell based on the plysteer and plysteer moment of the tire to be measured obtained by measurement with a measurement sensor. It is characterized by having an arithmetic unit for determining the aligning torque.

Next, the operation of the tire measuring apparatus according to the fifth aspect will be described.

The tire measuring apparatus according to the fifth aspect of the present invention is for simply performing the above-described method of predicting the residual cornering force of the tire and the method of predicting the residual self-aligning torque of the tire.

First, the arithmetic unit stores pneumatic trails (average values) of a plurality of tires having the same structure as the tire to be measured.

The tire to be measured is supported by the tire supporting means, and the measuring tire comes into contact with the tire rotating means while being loaded by the load applying means and is rotated by the rotation driving means. The slip angle at this time may be 0 degrees, for example.

The measurement sensor measures the direction and the value of the force acting on the rotating tire to be measured, the LFD and the ATD as described in the operation of claim 1, and the arithmetic unit determines the price tear and the price tear from the measured values. Calculate the moment.

Further, the arithmetic unit calculates the residual cornering force and the residual self-aligning torque from the pneumatic trail, the calculated plysteer, and the plysteer moment. The calculation process is the same as the method described in claims 1 and 2.

As described above, in the tire measuring apparatus according to the fifth aspect, the pneumatic trail stored in advance,
The residual cornering force and the residual self-aligning torque can be easily obtained by performing calculation from the measured plysteer and plysteer moment.

As the arithmetic unit, for example, a personal computer or the like can be used.

Further, the mechanical part of the tire measuring device does not need to swing the slip angle of the tire, and the structure is simpler than that of the cornering tester.

[0052]

BEST MODE FOR CARRYING OUT THE INVENTION A tire measuring apparatus 10 according to an embodiment of the present invention will be described in detail below with reference to the drawings.

As shown in FIG. 1, a tire measuring device 10
Then, a pair of rails 14 extending in parallel to the horizontal direction are bridged between the substantially central portions of the columns 12 of the rectangular frame body 11.

The rail 14 is provided with a rectangular support frame 16 having a pair of grooves formed on the bottom surface for fitting with the rail. The rectangular supporting frame 16 is fitted with the rail at the groove and is movable along the rail.

As shown in FIG. 2, a first load drum 18 having a flat cylindrical shape and having a rotating shaft at its center is rotatably supported on the supporting frame 16 about the vertical direction. (That is, the equatorial plane of the first road drum 18 is horizontal).

A motor 20 for rotating the first load drum 18 is connected to the lower end of the rotating shaft of the first load drum 18.

A block 22 having a female screw formed in the center thereof is fixed to the substantially central portion of the bottom surface of the support frame 16, and the block 22 has a rectangular shape parallel to the rails 14. A screw rod 24 rotatably mounted on the frame 11 is screwed.

A pulley is fixed to one end of the screw rod 24, and the pulley is connected to the rotating shaft of the motor 26 via a belt.

The block 22, the screw rod 24, and the motor 2
6 acts as a moving mechanism that moves the first load drum 18 in the horizontal direction along the rail 14, and the motor 26
By rotating, the support frame 16, the first load drum 18, and the motor 20 can be integrally moved in the horizontal direction, that is, in the direction in which they approach and separate from the measured tire 27.

On the side of the rectangular frame 11, there is arranged a roller conveyer 30 which is constructed by rotatably supporting a large number of conveying rollers in parallel with each other in the horizontal plane and above the supporting frame 28.

The roller conveyor 30 conveys the tire 27 to be measured by rotating the conveying roller by a motor (not shown).

In the middle of the roller conveyor 30, a plurality of conveying rollers having a short length are arranged so as to face each other.
A space for passing the lower half rim is formed.

A stopper arm 32A fixedly disposed at a position sandwiching the roller conveyor 30 upstream of the lower half rim passage space, and a stopper arm 32A which is always biased in the direction of the stopper arm 32A and is swingable. A centering mechanism including the centering arm 32B is arranged.

The tire 27 to be measured conveyed by the roller conveyor 30 is stopped by the stopper arm 32A, and the tire 27 to be measured is positioned at the center of the roller conveyor 30 so as to be sandwiched between the stopper arm 32A and the centering arm 32B. Measured tire 2
7 is positioned so that the central position of the roller conveyor 30 is conveyed.

A tire passage sensor 31 including a light emitting element and a light receiving element for detecting the tire to be measured 27 passing therethrough is provided at an upstream side position of the lower half rim passage space.

At the left and right positions with the lower half rim passing space sandwiched therebetween, four positioning arms 34 for locating the tire 27 to be measured on the lower half rim passing space with the tire 27 to be measured sandwiched from four sides are swingable. It is provided.

The positioning arm 34 is connected to a rotating shaft of a motor (not shown), and is driven so as to sandwich the tire 27 to be measured from four sides at the timing when the tire passage sensor 31 detects the passage of the tire 27 to be measured. .

Further, below the lower half rim passage space, a lower spindle 37 having a rotation axis in the vertical direction is provided below the space.
Are arranged by a hydraulic cylinder 36 so as to be movable up and down.

The tip of the lower spindle 37 has a first
Lower half rim 38 through the lock / unlock mechanism of
Is attached.

The hydraulic cylinder 36 is connected to a hydraulic pressure generator via a hydraulic pipe (not shown).

This hydraulic pressure generator is connected to a solenoid valve connected to an air source, and the magnitude of the hydraulic pressure generated is controlled by switching and controlling the solenoid valve.

An upper spindle 42 supported by a spindle bearing is provided above the lower half rim passage space.
Are arranged.

The upper spindle 42 is also the lower spindle 37.
Similarly to the above, the rotation axis is vertical.

The spindle bearing of the upper spindle 42 is rotatably supported on the side surface of the column 12 of the rectangular frame 11 by two arms.

A belt 44 is provided at the upper end of the upper spindle 42.
Also, it is connected via a gear box 46 to a rotary shaft of a spindle motor 48 fixed to the upper portion of the rectangular frame 11.

The upper half rim 40 is fixed to the lower end of the upper spindle 42.

As shown in FIG. 3, a second lock / unlock mechanism 52 for locking and unlocking each half rim is formed on the upper side of the lower half rim 38 and the lower side of the upper half rim 40. .

On the side surface of the second lock / unlock mechanism 52, a solenoid valve 54 for introducing air into the tire 27 to be measured and exhausting air from the tire 27 to be measured, and the tire 27 to be measured. A pressure sensor 56 that detects the internal pressure is provided.

The solenoid valve 54 is connected to an air source (not shown) via a pipe.

The upper spindle 42 has x, y,
z3 axis direction (vertical direction of the measured tire 27, front-back direction,
And a three-component force sensor 58A (not shown in FIG. 3; see FIG. 4) that detects force fluctuations in three directions (left and right directions) and moments around each axis, one per one rotation of the upper spindle 42. An encoder 58B that outputs a pulse (not shown in FIG. 3, see FIG. 4), and the first load drum 1
8 and a measurement sensor 58 equipped with a load cell 38C (not shown in FIG. 3, see FIG. 4) for measuring the pressing load acting on the measured tire 27 from the second load drum 18 ′ described later. There is.

The three-component force sensor 58A can detect the tire vertical axial force Fz, the tire longitudinal axial force Fx, the tire lateral axial force Fy, and the moment about the tire vertical axis.

The tire lateral force Fy corresponds to the residual cornering force, and the moment about the tire vertical axis corresponds to the self-aligning torque.

The pulse output from the encoder 58B can be used to detect the measurement timing, the rotational speed of the measured tire 27, and the rotational speed of the road drum in contact with the measured tire 27 and rotating. .

This sensor can be attached to the lower spindle 37 as well.

As shown in FIG. 4, the three-component force sensor 58A of the measurement sensor 58 includes a preamplifier 60 and a filter 6.
Fast Fourier Transform (FFT) Analyzer 64 via 2
It is connected to the.

An encoder 58B is connected to the FFT analyzer 64. FFT analyzer 64
Is connected to a personal computer 66, the timing of Fourier transform is controlled by the personal computer, and the result of the Fourier transform is input to the personal computer.

The first lock / unlock mechanism, the second lock / unlock mechanism 52, the motors 20 and 26,
36, the spindle motor 48, the solenoid valve 54, a control target portion MC such as a solenoid valve for controlling hydraulic pressure is connected to a personal computer 66 via a sequence control unit 68.

Further, the personal computer 66 has
Pressure sensor 56 for detecting the tire internal pressure, encoder 58
B and a load cell 58C for detecting the pressing load of the measured tire 27 are connected. (Operation) The operation of the tire measuring apparatus according to this embodiment will be described below with reference to the flowchart of FIG.

When the tire passing sensor 31 detects the tire 27 to be measured, which has been positioned by the stopper arm 32A and the centering arm 32B so as to be positioned at the center of the roller conveyor 30, the measured tire 27 is conveyed to the step. It is determined in 200 that the measurement position has been reached, and in step 202, the four positioning arms 3
By driving 4 to clamp the tire to be measured 27, the tire to be measured 27 is stopped in the space for passing the lower half rim.

In step 204, the lower spindle 37 is raised by controlling the hydraulic cylinder 36.

At this time, the lower half rim 3 is attached to the tip of the lower spindle 37 by the first lock / unlock mechanism.
8 is locked.

Therefore, the lower half rim 38 rises as the lower spindle 37 rises.

As a result, with the tire to be measured 27 placed on the lower half rim 38, the lower spindle 37 is attached to the upper spindle 4 to which the upper half rim 40 is attached.
Raised to 2.

At this time, the lower spindle 37 is stopped at the rim width defined in advance and the upper half rim 40 is stopped.
The measured tire 27 is sandwiched between the lower half rim 38 and the lower half rim 38.

Next, in step 206, the second lock / unlock mechanism 52 is controlled to lock the upper half rim and the lower half rim, and in step 208, the solenoid valve 54 is controlled to pressurize air into the measured tire 27. Then, the signal from the pressure sensor 56 is taken in and controlled so that the internal pressure becomes a prescribed pressure.

When the internal pressure reaches the specified pressure, step 210
Then, the lower spindle and the lower half rim are unlocked so that the lower half rim is free from the lower spindle.

As a result, the measured tire 27 can rotate together with the upper half rim 40 and the lower half rim 38.

After the internal pressure of the measured tire 27 is inspected in step 212, the motor 26 is rotated in step 214 to move the first load drum 18 forward to advance the first load to the measured tire 27 into which air has been pressed. The drum 18 is pressed and a pressing load is applied.

At step 216, it is judged whether or not the pressing load has reached the specified value based on the output of the load cell 38C incorporated in the measuring sensor 58. If it is judged that the pressing load has reached the specified value, step 218 To the first load drum 18 or spindle motor 4
At 8, the measured tire 27 is rotated in the first direction at a predetermined speed, and the signal detected by the three-component force sensor 58A is processed by the computer.

Here, at least LFD and ATD are measured. Since the three-component force sensor 58A is attached to the spindle bearing side, RFV and the like can be measured in step 218.

In the next step 220, step 218
In the second direction, which is the opposite direction to
Is rotated at a predetermined speed and the three-component force sensor 58A
The signal detected by is processed by a computer. Here, at least LFD and ATD are performed as in step 118.
Measure.

At the next step 222, the computer firstly sets the LFD and the second when rotated in the first direction.
PS is calculated from LFD when rotated in the direction of
The PSM is calculated from the ATD when rotated in the first direction and the ATD when rotated in the second direction, and thereafter,
RCF and RSAT are calculated from the PS and PSM and the previously stored pneumatic trail.

The value of RCF and R obtained by the calculation
The value of SAT is displayed on the computer display.

Next, in step 224, the load drum 18 is retracted and moved to the standby position.

After the rotation of the tire to be measured 27 is stopped, the air in the tire to be measured 27 is exhausted by controlling the solenoid valve 54 in step 226.

At step 228, it is judged based on the output of the pressure sensor 56 whether or not the internal pressure of the measured tire 27 has become 0. If it is judged that the internal pressure of the measured tire 27 has become 0, then at step 230 The side half rim is locked to the lower spindle, and in step 232, the second lock / unlock mechanism is controlled to unlock the upper half rim and the lower half rim.

After unlocking the upper half rim and the lower half rim, in step 234 the lower spindle is lowered.

As a result, the lower spindle is lowered with the tire to be measured 27 placed on the lower half rim.

When the lower spindle descends below the lower spindle passage space, the tire to be measured 27 comes into contact with the conveying rollers and is released from the lower half rim, and then the process proceeds to step 236 to release the tire to be measured 27 to be measured. Is conveyed downstream by the roller conveyor 30.

By continuously performing the above operation, the tire 27 to be measured can be continuously measured in the fully automatic operation, and the processing after the measurement can be automatically performed.

According to the present embodiment, the residual cornering force and the residual aligning torque can be obtained easily and accurately on the tire manufacturing line.

Further, since the measurement is carried out fully automatically, manpower for driving becomes unnecessary. [Other Embodiments] In the above-described embodiment, a tire (a tire having the same structure as the tire to be measured 27) stored in advance is stored.
Although the residual cornering force and the residual aligning torque were obtained using the pneumatic trail (average value of a plurality of tires) of, the pneumatic trail of the measured tire 27 may be used.

For example, the pneumatic trail may be obtained from a straight line connecting the point when the slip angle is 0 degree and the point when the slip angle is 1 degree.

The tire measuring apparatus 10 of the above-described embodiment can perform measurement only at a predetermined slip angle. For example, the road drum 18 is a tire to be measured which is modified so that the angle of the road drum 18 with respect to the tire can be changed. 27
It suffices to separately provide another road drum having a different slip angle with respect to, to modify the angle of the mechanical portion (shaft) that holds the tire to be measured, and the like.

For example, as an example of providing another load drum, as shown in FIG.
On the opposite side of the first load drum 18 with the axis line of the lower spindle 37 as a boundary, the same mechanism as the first load drum 18 (rectangular frame 11 ′, support column 12 ′, rail 1) is provided.
4 ', support frame 16', motor 20 ', block 22',
A second load drum 18 'driven by a screw rod 24', a motor 26 ', etc.) is arranged.

As shown in FIG. 13B, the equatorial plane CL 'of the second road drum 18' is an axis S connecting the center of the second road drum 18 'and the center of the measured tire 27.
Is inclined at an angle θ (for example, 0.5 degrees) with respect to the equatorial plane CL of the measured tire 27. The angle θ corresponds to the slip angle.

In the case of the apparatus of FIG. 13, it is necessary to perform the measurement twice, but the mechanism is simpler and the measuring time is shorter than that of the conventional apparatus which measures while gradually changing the slip angle.

Note that FIG. 7 shows the relationship between RSAT and the rigidity evaluation score in the micro-steering range during vehicle steering.
Shows the relationship between RSAT and vehicle flow rating.

As shown in FIGS. 9 and 10, RS
When the AT is largely shaken, there is a case where it corresponds to the RCF as usual but does not correspond to the conicity (CON).

FIG. 11 shows the relationship between the actually measured RSAT (horizontal axis) measured by the conventional method and the predicted RSAT obtained by the present invention for a certain type of tire. FIG. The relationship between the actually measured RSAT (horizontal axis) measured by a conventional method for a certain type of tire other than the above and the predicted RSAT obtained by the present invention is shown.

It can be seen that in each case, the RSAT accuracy can be predicted with high accuracy.

[0122]

As described above, the method for predicting the residual cornering force of a tire according to claim 1 has an excellent effect that the residual cornering force of a tire can be easily and accurately determined. .

According to the method of predicting the residual self-aligning torque of the tire as set forth in claim 2, there is an excellent effect that the residual self-aligning torque of the tire can be easily and accurately obtained.

The method of predicting the residual cornering force of a tire according to claim 3 has an excellent effect that the residual cornering force of the tire can be easily and accurately determined.

According to the tire residual self-aligning torque predicting method of the fourth aspect, there is an excellent effect that the tire residual self-aligning torque can be easily and accurately obtained.

According to the tire measuring apparatus of the fifth aspect, there is an excellent effect that the residual cornering force and the residual self-aligning torque of the tire can be easily and accurately obtained.

[Brief description of drawings]

FIG. 1 is a side view of a tire measuring apparatus according to the present embodiment.

FIG. 2 is a perspective view showing a measuring portion of the tire measuring apparatus according to the present embodiment.

FIG. 3 is a side view showing a measuring portion of the tire measuring apparatus according to the present embodiment.

FIG. 4 is a block diagram of a calculation portion of the tire measuring device according to the present embodiment.

FIG. 5 is a flowchart showing a measurement control routine by the tire measuring device according to the present embodiment.

FIG. 6 is a graph showing how to obtain a residual cornering force and a residual self-aligning torque.

FIG. 7 is a graph showing a relationship between RSAT and a rigidity evaluation score during vehicle steering.

FIG. 8 is a graph showing the relationship between RSAT and vehicle flow score.

FIG. 9 is a graph showing a relationship between RSAT and RCF.

FIG. 10 is a graph showing a relationship between RSAT and conicity (CON).

FIG. 11: Measured RSAT measured by a conventional method and predicted RS obtained by the present invention for a certain type of tire
It is a graph which shows the relationship with AT.

FIG. 12: Actually measured RSAT measured by a conventional method for another kind of tire and predicted RS determined by the present invention.
It is a graph which showed the relationship with AT.

FIG. 13A is a side view of a tire measuring apparatus according to another embodiment, and FIG. 13B is an explanatory view showing a positional relationship between a measured tire and a second road drum.

[Explanation of symbols]

10 Tire measuring device 11 Rectangular frame (load applying means) 12 props (load applying means) 14 rails (load applying means) 16 Support frame (load applying means) 18 Road drum (tire rotation means) 20 Motor (rotational drive means) 22 blocks (load applying means) 24 Screw rod (load applying means) 26 motor (load applying means) 27 Tire to be measured 37 Lower spindle (tire support means) 38 Lower half rim (tire support means) 40 Upper half rim (tire support means) 42 Upper spindle (tire support means) 48 spindle motor 58 measuring sensor 64 FFT analyzer (arithmetic unit) 66 Personal computer (arithmetic unit)

Claims (5)

[Claims] 1. A step of obtaining and storing an average value of pneumatic trails of a plurality of tires having the same structure, a step of measuring a price tear of a tire to be measured having the same structure as the plurality of tires, and the tire to be measured. Of the residual cornering force of the tire, the step of determining a residual cornering force from the average value of the pneumatic trail, the measured plysteer, and the measured plysteer moment. Method. 2. A step of obtaining and storing an average value of pneumatic trails of a plurality of tires having the same structure, a step of measuring a price tear of a tire to be measured having the same structure as the plurality of tires, and the tire to be measured. The residual self-aligning torque of the tire, the step of measuring a plysteer moment of the tire, the step of obtaining a residual self-aligning torque from the average value of the pneumatic trail, the measured plysteer, and the measured plysteer moment. Torque prediction method. 3. A step of measuring a plysteer and a plysteer moment of a measured tire at a first slip angle; a step of measuring a plysteer and a plysteer moment of a measured tire at a second slip angle; Predicting residual cornering force of a tire having a plysteer and plysteer moment measured at a slip angle of 1 and a plysteer and plysteer moment measured at a second slip angle. Method. 4. A step of measuring a plysteer and a plysteer moment of a measured tire at a first slip angle, a step of measuring a plysteer and a plysteer moment of a measured tire at a second slip angle, Determining the residual self-aligning torque from the plysteer and plysteer moment measured at a slip angle of 1 and the plysteer and plysteer moment measured at a second slip angle. Aligning torque prediction method. 5. A tire supporting means for rotatably supporting a tire to be measured, a tire rotating means having an outer peripheral surface as a running surface of the tire to be measured, and a tire supporting means to be supported by the tire supporting means. Load applying means for applying a load to the tread and the outer peripheral surface of the tire rotating means to make contact, a rotation driving means for rotating the tire to be measured supported by the tire supporting means, the tire supporting means or the tire supporting means. A measurement sensor provided in the means for measuring the direction and value of the force acting on the tire to be measured, a pneumatic trail of the tire stored in advance in the storage means, and the measurement obtained by the measurement sensor Calculation of residual cornering force and residual self-aligning torque from the price tear and the price tear moment of the measured tire Measuring device of the tire characterized by having a location, a.