JP2006119091A - Method for measuring tire vibration characteristics - Google Patents

Method for measuring tire vibration characteristics Download PDF

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JP2006119091A
JP2006119091A JP2004309800A JP2004309800A JP2006119091A JP 2006119091 A JP2006119091 A JP 2006119091A JP 2004309800 A JP2004309800 A JP 2004309800A JP 2004309800 A JP2004309800 A JP 2004309800A JP 2006119091 A JP2006119091 A JP 2006119091A
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tire
impact
axle force
vibration
axle
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JP4431023B2 (en
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Seiji Ishikawa
清二 石川
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Bridgestone Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for measuring tire vibration characteristic that excludes the influence of tire uniformity components, even when measuring the vibration characteristics in a rolling state of a tire for obtaining a high-accuracy frequency response function. <P>SOLUTION: Impact vibration is applied to a tire tread in the vertical directions, back-and-forth directions, or right-and-left directions in a rolling state of the test tire 12 on a rotating drum 11 by use of an impulse hammer 14 to measure the impact input and the axle force; while the axle force is measured, without the application of the impact vibration in the rolling state of the test tire 12 to find an axle force fluctuation component, the axle force wherein the average value of the axle force fluctuation component is subtracted from the axle force is calculated; and the frequency response function of the test tire 12 in the vertical directions, back-and-forth directions or right-and-left directions of the tire 12 is found from the axle force and the impact input. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、タイヤに振動を加えた時に生じるタイヤ軸力を検出してタイヤの振動特性を測定する方法に関するものである。   The present invention relates to a method for measuring tire vibration characteristics by detecting tire axial force generated when vibration is applied to a tire.

従来、タイヤのロードノイズに大きな影響を与えるタイヤ振動特性の測定方法としては、例えば、図９に示すように、試験機のヘッド５０にホイール５１に装着された試験タイヤ５２のタイヤ軸を固定し、インパルスハンマー５３によってタイヤトレッドを打診し、上記トレッド表面に張り付けられた加速度計５４の出力のパワースペクトラムを求め、このパワースペクトラムのピーク位置から当該試験タイヤ５２の共振特性を求める方法や、図１０に示すように、加振器６１にてタイヤトレッド６２に振動を加えるとともに、タイヤ軸に高速応答形の荷重計６３を取り付けてランダム加振を行い、力の伝達関数を測定してタイヤの応答特性を求める方法などが行なわれている（例えば、非特許文献１参照）。
酒井秀雄 著 「タイヤ工学」 グランプリ出版、２００２年２月６日改訂版、ｐ３２１−ｐ３２３ Conventionally, as a method for measuring tire vibration characteristics that have a great influence on tire road noise, for example, as shown in FIG. 9, the tire shaft of a test tire 52 mounted on a wheel 51 is fixed to a head 50 of a testing machine. The tire tread is hit with the impulse hammer 53, the power spectrum of the output of the accelerometer 54 attached to the tread surface is obtained, and the resonance characteristic of the test tire 52 is obtained from the peak position of the power spectrum. As shown in FIG. 3, the tire tread 62 is vibrated by a vibration exciter 61, a high speed response load meter 63 is attached to the tire shaft, random vibration is performed, and a force transfer function is measured to measure tire response. A method for obtaining characteristics is performed (for example, see Non-Patent Document 1).
Hideo Sakai "Tire Engineering" Grand Prix Publishing, Revised February 6, 2002, p321-p323

しかしながら、上記従来のタイヤ振動特性測定方法では、タイヤを静止させた状態で測定を行っているため、必ずしも実際のロードノイズに対するタイヤ特性の優劣を評価することができない場合がある。
また、タイヤを転動させた状態で振動特性を測定しようとすると、加振力と相関性のないタイヤ周方向の不均一性による車軸力変動成分（ユニフォーミティ成分）が出てしまい、このため、得られた振動特性のコヒーレンス関数（関連度関数）が低下し、正確な振動特性を測定することができなかった。 However, in the conventional method for measuring tire vibration characteristics, since the measurement is performed with the tire stationary, it may not always be possible to evaluate the superiority or inferiority of the tire characteristics with respect to actual road noise.
Also, if you try to measure the vibration characteristics while rolling the tire, the axle force fluctuation component (uniformity component) due to the tire circumferential non-uniformity that has no correlation with the excitation force will appear, and for this reason As a result, the coherence function (relevance function) of the obtained vibration characteristics was lowered, and accurate vibration characteristics could not be measured.

本発明は、従来の問題点に鑑みてなされたもので、タイヤを転動させた状態で振動特性を測定した場合でも、タイヤユニフォーミティ成分の影響を排除して、精度の高い周波数応答関数を得ることのできるタイヤ振動特性測定方法を提供することを目的とする。   The present invention has been made in view of the conventional problems, and even when the vibration characteristics are measured in a state where the tire is rolled, the influence of the tire uniformity component is eliminated, and a highly accurate frequency response function is obtained. An object of the present invention is to provide a tire vibration characteristic measuring method that can be obtained.

本願の請求項１に記載の発明は、タイヤに所定の荷重を加えた状態でタイヤトレッドをインパクト加振し、上記インパクト入力と車軸力とを測定して当該タイヤの周波数応答関数を求め、上記タイヤの振動特性を測定するタイヤ振動特性測定方法であって、タイヤをドラム上で転動させた状態でタイヤトレッドをインパクト加振して、インパクト入力と車軸力とを測定するステップと、タイヤをドラム上で転動させた状態でタイヤトレッドをインパクト加振せずに車軸力を測定するステップと、両ステップの車軸力の差とインパクト入力とから当該タイヤの周波数応答関数を求めるステップとを有することを特徴とする。
請求項２に記載の発明は、請求項１に記載のタイヤ振動特性測定方法において、上記転動状態のタイヤをインパクト加振せずに車軸力を測定するステップにて、上記車軸力を、タイヤを５回転分以上回転させたときの平均の車軸力としたことを特徴とする。 According to the first aspect of the present invention, the tire tread is subjected to impact vibration in a state where a predetermined load is applied to the tire, the impact input and the axle force are measured to obtain a frequency response function of the tire, A tire vibration characteristic measuring method for measuring a tire vibration characteristic, wherein the tire tread is impact-vibrated in a state where the tire rolls on a drum, the step of measuring impact input and axle force, and the tire A step of measuring the axle force of the tire tread without impact excitation while rolling on the drum, and a step of obtaining a frequency response function of the tire from the difference between the axle forces of both steps and the impact input. It is characterized by that.
According to a second aspect of the present invention, in the method for measuring tire vibration characteristics according to the first aspect, in the step of measuring the axle force without impact-vibrating the rolling tire, It is characterized by the average axle force when the is rotated more than 5 revolutions.

請求項３に記載の発明は、請求項１または請求項２に記載のタイヤ振動特性測定方法において、タイヤを上下方向にインパクト加振して得られたタイヤ上下方向の車軸力と上記上下方向のインパクト入力とから、タイヤ上下方向の周波数応答関数を求めることを特徴とする。
請求項４に記載の発明は、請求項１または請求項２に記載のタイヤ振動特性測定方法において、タイヤを前後方向にインパクト加振して得られたタイヤ前後方向の車軸力と上記前後方向のインパクト入力とから、タイヤ前後方向の周波数応答関数を求めることを特徴とする。
請求項５に記載の発明は、請求項１または請求項２に記載のタイヤ振動特性測定方法において、タイヤを左右方向にインパクト加振して得られたタイヤ左右方向の車軸力と上記左右方向のインパクト入力とから、タイヤ左右方向の周波数応答関数を求めることを特徴とする。
請求項６に記載の発明は、請求項１〜請求項５のいずれかに記載のタイヤ振動特性測定方法において、タイヤの転動速度を１０ｋｍ／ｈ以下としたことを特徴とする。 According to a third aspect of the present invention, in the tire vibration characteristic measuring method according to the first or second aspect, the axial force in the tire vertical direction obtained by impact vibration of the tire in the vertical direction and the vertical force in the vertical direction are obtained. A frequency response function in the tire vertical direction is obtained from the impact input.
According to a fourth aspect of the present invention, in the tire vibration characteristic measuring method according to the first or second aspect, the front-rear direction axle force obtained by impact-vibrating the tire in the front-rear direction and the front-rear direction A frequency response function in the tire longitudinal direction is obtained from the impact input.
According to a fifth aspect of the present invention, in the tire vibration characteristic measuring method according to the first or second aspect, the tire axial force in the lateral direction of the tire obtained by impact vibration in the lateral direction of the tire and the lateral direction of the tire are obtained. A frequency response function in the tire lateral direction is obtained from the impact input.
The invention according to claim 6 is the tire vibration characteristic measuring method according to any one of claims 1 to 5, characterized in that the rolling speed of the tire is 10 km / h or less.

本発明によれば、タイヤを転動させた状態でタイヤトレッドをインパクト加振して、インパクト入力と車軸力とを測定するとともに、別途、タイヤをドラム上で転動させた状態でタイヤトレッドをインパクト加振せずに車軸力を測定し、上記測定された２つの車軸力の差とインパクト入力とから当該タイヤの周波数応答関数を求めるようにしたので、タイヤユニフォーミティ成分の影響を排除することができ、精度の高い周波数応答関数を得ることができる。
このとき、上記転動状態のタイヤをインパクト加振せずに車軸力を測定するステップにおいて、上記車軸力を、タイヤを５回転分以上回転させたときの平均の車軸力とすれば、車軸力のユニフォーミティに起因する成分を確実に排除することでき、測定精度を更に向上させることができる。
また、タイヤの転動速度が速くなると加振入力の測定精度が低下するので、精度の高い周波数応答関数を得るためには、上記転動速度としては１０ｋｍ／ｈ以下であることが好ましい。 According to the present invention, the tire tread is impact-vibrated while the tire is rolled, and the impact input and the axle force are measured, and the tire tread is separately rolled while the tire is rolled on the drum. Since the axle force is measured without impact vibration and the frequency response function of the tire is obtained from the difference between the two axle forces measured above and the impact input, the influence of the tire uniformity component is eliminated. And a highly accurate frequency response function can be obtained.
At this time, in the step of measuring the axle force without subjecting the rolling tire to impact vibration, if the axle force is an average axle force when the tire is rotated more than 5 times, the axle force It is possible to reliably eliminate the component due to the uniformity of the measurement, and to further improve the measurement accuracy.
Moreover, since the measurement accuracy of the vibration input decreases as the tire rolling speed increases, the rolling speed is preferably 10 km / h or less in order to obtain a highly accurate frequency response function.

以下、本発明の最良の形態について、図面に基づき説明する。
図１は、本最良の形態に係るタイヤ振動特性測定装置１０の概要を示す図で、同図において、１１は路面に相当する回転ドラム、１２はホイール１３に装着された試験タイヤ、１４は加振手段であるインパルスハンマー、１５は上記試験タイヤ１２の車軸に加わる力（以下、車軸力という）を測定するための車軸力計である。
次に、上記測定装置１０を用いたタイヤ振動特性測定方法について説明する。
まず、回転ドラム１１に上記試験タイヤ１２を押し付けて、所定の荷重を負荷しながら転動させるとともに、インパルスハンマー１４にて上記試験タイヤ１２のタイヤトレッドを上下方向にインパクト加振し、インパクト入力ＦinRの大きさとタイヤ上下方向の車軸力ＦR1の大きさとをそれぞれ測定する。
図２（ａ），（ｂ）は、試験タイヤとして乗用車用タイヤＡ（Ｐ２２５／５５Ｒ１７）をサイズが７．５Ｊ−７のホイールに装着し、２ｋｍ／ｈのタイヤ転動速度にて転動させながら、タイヤトレッド中央部の反荷重直下を上下方向にハンマリング加振したときの加振力及び車軸力の時間波形を示す図で、図２（ｃ）は、図示しない回転センサを用いて同時に測定したタイヤ回転パルスの時間波形を示す図である。なお、このときのタイヤ内圧は２２０ｋＰａで、上記タイヤＡに加えた荷重は１ｋＮである。
このように、転動状態のタイヤをインパクト加振すると、このインパクト加振によるタイヤ上下方向の車軸力ＦR1は、図２（ｂ）に示すように、タイヤ回転パルスの周期、すなわち、試験タイヤ１２の回転周期と同一の周期を有するタイヤユニフォーミティに起因する車軸力の変動波形の上に重複されて現れる。 Hereinafter, the best mode of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing an outline of a tire vibration characteristic measuring apparatus 10 according to the best mode. In FIG. 1, 11 is a rotating drum corresponding to the road surface, 12 is a test tire mounted on a wheel 13, and 14 is an additive. An impulse hammer 15 serving as a vibration means is an axle force meter for measuring a force applied to the axle of the test tire 12 (hereinafter referred to as axle force).
Next, a method for measuring tire vibration characteristics using the measurement apparatus 10 will be described.
First, the test tire 12 is pressed against the rotating drum 11 to roll while applying a predetermined load, and the impulse tread of the test tire 12 is subjected to impact vibration in the vertical direction by the impulse hammer 14 so that the impact input F inR size and the tire vertical axle force F R1 size and the respectively measured.
2 (a) and 2 (b) show a passenger car tire A (P225 / 55R17) as a test tire mounted on a wheel of size 7.5J-7 and rolled at a tire rolling speed of 2 km / h. However, FIG. 2C is a diagram showing time waveforms of the excitation force and the axle force when hammering is applied in the vertical direction immediately below the anti-load in the center portion of the tire tread. FIG. It is a figure which shows the time waveform of the measured tire rotation pulse. The tire internal pressure at this time is 220 kPa, and the load applied to the tire A is 1 kPa.
In this way, when the rolling tire is subjected to impact vibration, the tire vertical force F R1 due to the impact vibration is represented by the period of the tire rotation pulse, that is, the test tire, as shown in FIG. It appears overlapping on the fluctuation waveform of the axle force caused by the tire uniformity having the same period as the twelve rotation periods.

そこで、本例では、転動状態の試験タイヤ１２を加振しない状態において、タイヤユニフォーミティに起因する車軸力の変動成分ＦR2を測定し、この車軸力変動成分ＦR2を上記車軸力ＦR1から減算することにより、インパクト加振のみによる車軸力ＦRの大きさを求める。
図３は車軸力変動成分ＦR2の時間変化を示す図で、本例では、タイヤユニフォーミティに起因する車軸力変動をより正確に求めるため、上記車軸力変動成分ＦR2を、試験タイヤ１２を５回転分以上回転させて測定して平均値をとり、この車軸力変動成分ＦR2の車軸力変動平均値ＦR0を用いてインパクト加振のみによる車軸力ＦRの大きさを求める。図４は、上記タイヤＡにおけるタイヤ回転角と車軸力変動平均値ＦR0との関係を示すグラフで、車軸力変動平均値がタイヤ回転角により大きく異なっていることがわかる。
図５は、上記図２（ｂ）に示したタイヤ上下方向の車軸力ＦR1から上記車軸力変動平均値ＦR0を差し引いた車軸力ＦRを示す図で、図６は、タイヤ加振力であるインパクト入力ＦinRを入力とし、上記車軸力ＦRを応答とした周波数応答関数を示す図で、この周波数応答関数は、上記車軸力ＦRとインパクト入力ＦinRのフーリエスペクトルの比を表わす。本例では、上記車軸力変動成分ＦR2及び上記車軸力ＦR1をそれぞれ１０回ずつ測定し、その平均値から上記周波数応答関数を求めた。また、図７は得られた周波数応答関数の信頼性を表わす指標の一つであるコヒーレンス関数を示す図で、同図から明らかなように、本発明のタイヤ振動特性測定方法によって測定した周波数応答関数は、ロードノイズの周波数帯域である５０〜５００Ｈｚにおいて、極めて高いコヒーレンスを示しており、測定精度が極めて高いことがわかる。 Therefore, in this example, in a state where the rolling test tire 12 is not vibrated, a fluctuation component F R2 of the axle force caused by the tire uniformity is measured, and this axle force fluctuation component F R2 is measured as the axle force F R1. by subtracting from, we obtain the magnitude of the axle force F R by only impact excitation.
FIG. 3 is a diagram showing the time variation of the axle force fluctuation component F R2 . In this example, in order to more accurately determine the axle force fluctuation due to the tire uniformity, the axle force fluctuation component F R2 is applied to the test tire 12. 5 is rotated revolution or an average value as measured to determine the magnitude of the axle force F R by only impact excitation with an axle force variation average value F R0 of the axle force variation component F R2. FIG. 4 is a graph showing the relationship between the tire rotation angle and the axle force fluctuation average value F R0 in the tire A, and it can be seen that the axle force fluctuation average value varies greatly depending on the tire rotation angle.
FIG. 5 is a diagram showing the axle force F R obtained by subtracting the axle force fluctuation average value F R0 from the axle axial force F R1 in the tire vertical direction shown in FIG. 2B, and FIG. 6 shows the tire excitation force. inputs the impact input F inR is a diagram showing a frequency response function with a response the axle force F R, the frequency response function represents the Fourier spectrum ratio of the axle force F R and impact input F inR . In this example, the axle force fluctuation component F R2 and the axle force F R1 were measured 10 times each, and the frequency response function was obtained from the average value. FIG. 7 is a diagram showing a coherence function which is one of the indexes representing the reliability of the obtained frequency response function. As is clear from the figure, the frequency response measured by the tire vibration characteristic measuring method of the present invention is shown. The function shows extremely high coherence in the frequency band of road noise of 50 to 500 Hz, and it can be seen that the measurement accuracy is extremely high.

これに対して、図８（ａ）に示す、タイヤ上下方向の車軸力ＦR1から直接求めた周波数応答関数では、図８（ｂ）に示すように、全体としてコヒーレンスが低下しており、特に、ロードノイズで最も重要な周波数帯域である１５０〜３００Ｈｚにおいて、コヒーレンスが著しく低いことから、タイヤユニフォーミティ成分である車軸力変動成分ＦR2を補償しないと正確なタイヤ振動特性を測定することが困難であることがわかる。
これに対して本発明によるタイヤ振動特性測定方法では、車軸力変動の一因であるタイヤユニフォーミティ成分がキャンセルされているので、精度の高い周波数応答関数を得ることができる。 On the other hand, in the frequency response function obtained directly from the axle force F R1 in the tire vertical direction shown in FIG. 8A, the coherence as a whole decreases as shown in FIG. in 150~300Hz the most important frequency band road noise, since coherence is significantly lower, it is difficult to accurately measure the tire vibration characteristics without compensating for axle force variation component F R2 is a tire uniformity component It can be seen that it is.
On the other hand, in the tire vibration characteristic measuring method according to the present invention, since the tire uniformity component that is a cause of the fluctuation of the axle force is canceled, a highly accurate frequency response function can be obtained.

このように、本最良の形態によれば、回転ドラム１１上で試験タイヤ１２を転動させた状態で、インパルスハンマー１４を用いてタイヤトレッドを上下方向にインパクト加振し、インパクト入力ＦinRと上下方向の車軸力ＦR1とを測定するとともに、別途、上記試験タイヤ１２を転動させた状態でかつインパクト加振せずに上下方向の車軸力を測定して車軸力変動成分ＦR2を求め、上記車軸力ＦR1から上記車軸力変動成分ＦR2の平均値ＦR0を減算した車軸力ＦRを算出し、この車軸力ＦRと上記インパクト入力ＦinRとから上記試験タイヤ１２のタイヤ上下方向の周波数応答関数を求めるようにしたので、タイヤユニフォーミティ成分の影響を排除することができ、精度の高い周波数応答関数を得ることができる。 Thus, according to this best mode, with the test tire 12 rolling on the rotating drum 11, the tire tread is impacted in the vertical direction using the impulse hammer 14, and the impact input FinR In addition to measuring the vertical axle force F R1 , separately determine the axle force fluctuation component F R2 by measuring the vertical axle force with the test tire 12 rolling and without impact vibration. calculates the axle force F R from the axle force F R1 by subtracting the average value F R0 of the axle force variation component F R2, tires and below the above-mentioned test tires 12 and the axle force F R and the impact input F inR Since the frequency response function in the direction is obtained, the influence of the tire uniformity component can be eliminated, and a highly accurate frequency response function can be obtained.

なお、上記最良の形態では、試験タイヤ１２のタイヤトレッドを上下方向にインパクト加振して試験タイヤ１２のタイヤ上下方向の周波数応答関数を求めるようにしたが、試験タイヤ１２のタイヤトレッドを前後方向や左右方向にインパクト加振し、そのときのインパクト入力の大きさとタイヤ前後方向の車軸力、あるいはタイヤ左右方向の車軸力の大きさとから試験タイヤ１２のタイヤ前後方向の周波数応答関数やタイヤ左右方向の周波数応答関数を求めることも可能である。
また、上記例では、タイヤの転動速度を２ｋｍ／ｈ以下としたが、これに限るものではない。但し、タイヤの転動速度が速くなると加振入力の測定精度が低下するので、精度の高い周波数応答関数を得るためには、上記転動速度としては１０ｋｍ／ｈ以下であることが好ましい。 In the above-described best mode, the tire tread of the test tire 12 is subjected to impact vibration in the vertical direction to obtain the frequency response function of the test tire 12 in the vertical direction. The vibration response of the test tire 12 in the longitudinal direction of the tire and the lateral direction of the tire is determined from the magnitude of the impact input and the axial force in the longitudinal direction of the tire or the axial force in the lateral direction of the tire. It is also possible to obtain a frequency response function of
Moreover, in the said example, although the rolling speed of the tire was 2 km / h or less, it is not restricted to this. However, since the measurement accuracy of the vibration input decreases as the tire rolling speed increases, the rolling speed is preferably 10 km / h or less in order to obtain a highly accurate frequency response function.

このように、本発明によれば、簡単構成で、タイヤユニフォーミティ成分の影響を排除した精度の高い周波数応答関数を得ることができるので、ロードノイズを低減したタイヤを設計する際の有効なデータを得ることができる。   Thus, according to the present invention, it is possible to obtain a high-accuracy frequency response function that eliminates the influence of the tire uniformity component with a simple configuration, and therefore, effective data for designing a tire with reduced road noise. Can be obtained.

本発明の最良の形態に係るタイヤ振動特性測定装置の概略構成を示す図である。It is a figure showing the schematic structure of the tire vibration characteristic measuring device concerning the best mode of the present invention. 試験タイヤを転動させながらインパルス加振したときの加振力及び車軸力の時間波形と、タイヤ回転パルスの時間波形とを示す図である。It is a figure which shows the time waveform of the excitation force when a test tire rolls, and an impulse vibration, and the axle force, and the time waveform of a tire rotation pulse. 車軸力の変動成分の時間変化を示す図である。It is a figure which shows the time change of the fluctuation | variation component of axle force. タイヤ回転角と車軸力変動平均値との関係を示す図である。It is a figure which shows the relationship between a tire rotation angle and an axle force fluctuation | variation average value. 本発明のタイヤ振動特性測定方法により求めた車軸力の時間波形を示す図である。It is a figure which shows the time waveform of the axle force calculated | required by the tire vibration characteristic measuring method of this invention. 本発明のタイヤ振動特性測定方法により求めた周波数応答関数を示す図である。It is a figure which shows the frequency response function calculated | required with the tire vibration characteristic measuring method of this invention. 本発明による周波数応答関数のコヒーレンス関数を示す図である。It is a figure which shows the coherence function of the frequency response function by this invention. 従来の手法による周波数応答関数のコヒーレンス関数を示す図である。It is a figure which shows the coherence function of the frequency response function by the conventional method. 従来のタイヤ振動特性測定方法を示す図である。It is a figure which shows the conventional tire vibration characteristic measuring method. 従来のタイヤ振動特性測定方法の他の例を示す図である。It is a figure which shows the other example of the conventional tire vibration characteristic measuring method.

符号の説明Explanation of symbols

１０ タイヤ振動特性測定装置、１１ 回転ドラム、１２ 試験タイヤ、
１３ ホイール、１４ インパルスハンマー、１５ 車軸力計。 10 tire vibration characteristic measuring device, 11 rotating drum, 12 test tire,
13 wheel, 14 impulse hammer, 15 axle force meter.

Claims (6)

タイヤに所定の荷重を加えた状態でタイヤトレッドをインパクト加振し、上記インパクト入力と車軸力とを測定して当該タイヤの周波数応答関数を求め、上記タイヤの振動特性を測定するタイヤ振動特性測定方法であって、タイヤをドラム上で転動させた状態でタイヤトレッドをインパクト加振して、インパクト入力と車軸力とを測定するステップと、タイヤをドラム上で転動させた状態でタイヤトレッドをインパクト加振せずに車軸力を測定するステップと、両ステップの車軸力の差とインパクト入力とから当該タイヤの周波数応答関数を求めるステップとを有することを特徴とするタイヤ振動特性測定方法。   Tire vibration characteristic measurement in which a tire tread is subjected to impact vibration with a predetermined load applied to the tire, the impact input and axle force are measured to obtain a frequency response function of the tire, and the tire vibration characteristic is measured. A method of impact-vibrating a tire tread with the tire rolling on a drum to measure impact input and axle force, and a tire tread with the tire rolling on the drum A method for measuring tire vibration characteristics, comprising: measuring an axle force without subjecting the vehicle to impact excitation; and obtaining a frequency response function of the tire from a difference between axle forces of both steps and an impact input. 上記転動状態のタイヤをインパクト加振せずに車軸力を測定するステップにおいて、上記車軸力を、タイヤを５回転分以上回転させたときの平均の車軸力としたことを特徴とする請求項１に記載のタイヤ振動特性測定方法。   The step of measuring the axle force without impact vibration of the rolling tire is characterized in that the axle force is an average axle force when the tire is rotated by five or more revolutions. 2. The tire vibration characteristic measuring method according to 1. タイヤを上下方向にインパクト加振して得られたタイヤ上下方向の車軸力と上記上下方向のインパクト入力とから、タイヤ上下方向の周波数応答関数を求めることを特徴とする請求項１または請求項２に記載のタイヤ振動特性測定方法。   3. A frequency response function in a tire vertical direction is obtained from an axial force in the tire vertical direction obtained by impact vibration of the tire in a vertical direction and the impact input in the vertical direction. 2. The tire vibration characteristic measuring method according to 1. タイヤを前後方向にインパクト加振して得られたタイヤ前後方向の車軸力と上記前後方向のインパクト入力とから、タイヤ前後方向の周波数応答関数を求めることを特徴とする請求項１または請求項２に記載のタイヤ振動特性測定方法。   3. A frequency response function in the tire longitudinal direction is obtained from an axle force in the tire longitudinal direction obtained by impact vibration in the longitudinal direction of the tire and an impact input in the longitudinal direction. 2. The tire vibration characteristic measuring method according to 1. タイヤを左右方向にインパクト加振して得られたタイヤ左右方向の車軸力と上記左右方向のインパクト入力とから、タイヤ左右方向の周波数応答関数を求めることを特徴とする請求項１または請求項２に記載のタイヤ振動特性測定方法。   3. A frequency response function in the tire lateral direction is obtained from an axle force in the tire lateral direction obtained by impact vibration in the lateral direction of the tire and the impact input in the lateral direction. 2. The tire vibration characteristic measuring method according to 1. タイヤの転動速度を１０ｋｍ／ｈ以下としたことを特徴とする請求項１〜請求項５のいずれかに記載のタイヤ振動特性測定方法。   The tire vibration characteristic measuring method according to any one of claims 1 to 5, wherein a rolling speed of the tire is set to 10 km / h or less.
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