JP2019100825A - Tire testing device - Google Patents

Abstract

To provide a tire testing device of a simple structure.SOLUTION: A tire testing device includes: a rotating shaft holding a tire freely rotatably; a first electric motor driving the rotating shaft of the tire; a roller where a tread of the tire contacts an outer peripheral surface and rotates as the tire rotates; a second electric motor pivotally supported by the rotating shaft of the roller; and a drive control part which performs drive control of the first electric motor and the second electric motor, drives the first electric motor in the way that the tire travels on the outer peripheral surface of the roller at prescribed speed and drives the second electric motor in the way that prescribed travel resistance is given to the tire travelling on the outer peripheral surface of the roller.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a tire testing device.

  Conventionally, the tire testing apparatus has a roller having a horizontal rotation axis, with which the tire is in contact with the circumferential surface, and the first stage, the rotation axis direction of the roller is the X axis direction, and the rotation axis of the roller And a second stage supported by the first stage so as to be movable in the Y-axis direction with respect to the first stage, with a direction perpendicular to and horizontal to the Y axis direction, and a rotation axis provided on the second stage There is a tire testing device including a third stage supported by the second stage so as to be rotatable relative to the second stage.

  The tire testing apparatus includes a tire driving mechanism supported by the third stage, connected to the tire and rotating the tire, and moving the first stage to swing the first stage about the Y axis. A second moving mechanism for applying a force in the Y-axis direction to the second stage, and a third stage provided on the second stage; And a third movement mechanism that rotates with respect to the second stage around the rotation axis, and an axial direction of the rotation axis provided on the second stage is a rotation axis of the tire and the Y axis. It is characterized in that it is a direction perpendicular to the direction (see, for example, Patent Document 1).

JP, 2012-078318, A

  By the way, the conventional tire testing apparatus moves a plurality of stages in order to move the tire in a direction perpendicular to the rotational axis direction of the roller and in a horizontal direction, to angle the tire, and to move the tire in the vertical direction. Including.

  For this reason, the conventional tire testing device is complicated in structure.

  Then, it aims at providing a tire testing device of simple structure.

  In a tire testing apparatus according to an embodiment of the present invention, a rotary shaft rotatably holding a tire, a first electric motor driving a rotary shaft of the tire, and a tread surface of the tire abut on an outer peripheral surface, A drive control unit that performs drive control of a roller that rotates along with rotation, a second electric motor axially supported by a rotation shaft of the roller, and the first electric motor and the second electric motor, wherein the tire has a predetermined speed Driving the first electric motor to travel on the outer peripheral surface of the roller, and driving the second electric motor to apply a predetermined traveling resistance to the tire traveling on the outer peripheral surface of the roller And a control unit.

  It is possible to provide a tire testing device with a simple structure.

It is a figure showing tire testing device 100 of an embodiment. It is a figure showing tire testing device 100 of an embodiment. FIG. 1 is a diagram showing a configuration of a tire test apparatus 100. It is a figure which shows the camber angle and toe angle of the tire 20. FIG. It is a figure which shows the structure of the various drive systems of the tire testing apparatus 100, and a control system.

  Hereinafter, an embodiment to which a tire testing device of the present invention is applied will be described.

Embodiment
1 and 2 show a tire testing apparatus 100 according to an embodiment. FIG. 1 is a view showing the front side of the tire testing apparatus 100, and FIG. 2 is a view showing the back side of the tire testing apparatus 100. As shown in FIG. Below, it demonstrates using a XYZ coordinate system. Since the X axis is parallel to the vertical direction, the X axis positive direction side is the upper side, and the X axis negative direction side is the lower side.

  The tire testing apparatus 100 has a frame 101, a rotating shaft 111, a tire drive motor 112, a load generating mechanism 113, a rail 114, a carriage 115, a housing 116, a joint 117, a drum 117, a drum as main components visible from the outside. A drive motor 123, a drum drive mechanism 122, and a power control board 130 are included. A PC (Personal Computer) 10 is connected to the power control panel 130. The power control panel 130 and the PC 10 are shown in FIG. 1, but are omitted in FIG.

  The frame body 101 is a frame-like member made of metal such as iron or stainless steel, and directly connects the rotary shaft 111, the tire drive motor 112, the rail 114, the carriage 115, the drum 121, the drum drive motor 123, and the drum drive mechanism 122. Or it is provided to hold it indirectly. The frame body 101 has a bottom surface parallel to the YZ plane as shown in FIGS. 1 and 2 by assembling a plurality of columnar members such as metal H-shaped steels by screwing or welding or the like. It has a three-dimensional skeleton with a height in the X-axis direction.

  The rotating shaft 111 rotatably holds the tire 20 whose tread surface abuts on the outer peripheral surface of the drum 121. The rotating shaft 111 is rotatably supported by a bearing or the like. The tire 20 mounted on the wheel 21 is fixed to the end of the rotary shaft 111 in the negative Y-axis direction. The tread surface of the tire 20 (a portion of the outer peripheral surface that contacts the drum 121) is substantially parallel to the XY plane.

  The rotating shaft 111 is connected to the tire drive motor 112 and is rotationally driven by the tire drive motor 112. As a result, the tire 20 rotates, and the drum 121 rotates with the rotation of the tire 20.

  A housing 116 and a joint 117 are inserted between both ends of the rotation shaft 111. A force meter is housed inside the housing 116. The rotating shaft 111 is obtained by connecting two rotating shafts 111A and 111B connected by the joint 117. Hereinafter, when the rotation shaft 111A and the rotation shaft 111B are not distinguished from each other, they are simply referred to as the rotation shaft 111.

  The rotation shaft 111 is configured such that the rotation shaft 111B on the side on which the tire 20 is mounted is angled by the joint 117 with respect to the rotation shaft 111A on the side connected to the tire drive motor 112. The force meter inside the housing 116 is inserted in series in the rotation shaft 111 B on the side where the tire 20 is mounted relative to the joint 117. The rotation shaft 111A is an example of a first shaft portion, and the rotation shaft 111B is an example of a second shaft portion.

  The rotation shaft 111 has a bearing for rotatably holding the rotation shaft 111, a mounting portion for mounting the wheel 21 on the rotation shaft 111, and a connection portion for connecting the tire drive motor 112 to the rotation shaft 111. The rotation shaft 111, the mounting portion, the connection portion, and the like constitute a tire rotation mechanism that rotates the tire 20.

  The tire drive motor 112 is connected to the end of the rotary shaft 111A in the positive Y-axis direction, and rotationally drives the rotary shafts 111A and 111B at a rotational speed corresponding to the traveling speed input to the PC 10 by the user of the tire testing apparatus 100. Do. The tire drive motor 112 is an example of a first electric motor. An inverter or the like for driving the tire drive motor 112 is disposed inside the power control panel 130. The traveling speed is a traveling speed of a virtual vehicle on which the tire 20 is mounted.

  The load generation mechanism 113 holds a housing 116 that accommodates a force sensor to be inserted in series to the rotation shaft 111B. The load generation mechanism 113 indirectly holds the rotating shaft 111 B by holding the housing 116. Between the load generation mechanism 113 and the housing 116, a joint is provided which allows the housing 116 to swing at an angle with respect to the load generation mechanism 113.

  The load generation mechanism 113 is a mechanism that moves the rotation shafts 111A and 111B in the Z-axis direction by moving the housing 116 in the Z-axis direction. The load generation mechanism 113 is configured to be able to move the rotation axes 111A and 111B in the Z-axis direction without changing the angle of the rotation axis 111B with respect to the rotation axis 111A.

  The load generation mechanism 113 presses the tread surface of the tire 20 against the drum 121 by moving the rotation shafts 111A and 111B in the Z-axis positive direction. Thereby, the load applied to the tread of the tire 20 can be increased. When the load generation mechanism 113 moves the rotating shafts 111A and 111B in the Z-axis negative direction, the load applied to the tread surface of the tire 20 can be reduced.

  When the load generation mechanism 113 moves the housing 116 in the Z-axis direction, the carriage 115 on which the tire drive motor 112 is mounted moves in the Z-axis direction along the rails 114. Therefore, the rotation axes 111A and 111B move in the Z-axis direction in parallel with the Y-axis direction.

  The load generation mechanism 113 is driven by a motor. Details of this will be described later.

  The rail 114 is provided at the bottom (portion in the negative X-axis direction) of the frame 101 in the positive Y-axis direction (rear side). The rail 114 is a rail extending in the Z-axis direction in order to move the carriage 115 in the Z-axis direction. The rail 114 is made of metal such as iron or stainless steel.

  The carriage 115 is mounted on the rail 114 at the bottom on the back side of the frame 101, and is movable in the Z-axis direction along the rail 114. A tire drive motor 112 is mounted on the carriage 115. For this reason, the tire drive motor 112 is movable in the Z-axis direction.

  The carriage 115 is driven by a motor. Details of this will be described later. The carriage 115 is an example of a stage.

  The housing 116 is a cylindrical housing that accommodates a force sensor that is inserted in series in the rotation shaft 111B. The housing 116 is positioned closer to the side on which the tire 20 is mounted than the joint 117, and is held by the load generation mechanism 113.

  The rotation shaft 111B is moved so as to form an angle with respect to the rotation shaft 111A as the position of the housing 116 is moved by the motor. Details of this will be described later.

  The joint 117 is a universal joint that connects the rotation axis 111A and the rotation axis 111B. The joint 117 connects the rotation axis 111A and the rotation axis 111B so that the angle of the rotation axis 111B with respect to the rotation axis 111A extending parallel to the Y axis can freely change in the XY plane and the YZ plane. . The joint 117 is provided to make it possible to adjust the camber angle and the toe angle of the tire 20.

  The drum 121 is a disk-shaped member having an outer diameter larger than that of the tire 20, and is an example of a rotor. The outer periphery of the drum 121 corresponds to a road surface on which the tread surface of the tire 20 contacts. When the tire 20 is rotationally driven, the drum 121 is also rotated.

  The drum drive mechanism 122 is a power transmission mechanism that transmits the force (torque) generated by the drum drive motor 123 to the drum 121. The drum drive mechanism 122 has a main body portion 122A, a rotation shaft 122B, pulleys 122C and 122D, and a belt 122E.

  The main body 122A is a frame-shaped member that holds the rotation shaft 122B and the pulleys 122C and 122D. A rotating shaft 122B is provided at a lower portion of the main body portion 122A. Further, a drum drive motor 123 is mounted on the main body portion 122A.

  A pulley 122C is coaxially attached to the rotation shaft 122B, and a rotation shaft of the drum 121 is connected. The pulley 122 </ b> D is provided on the upper portion of the main body portion 122 </ b> A and is connected to the rotation shaft 123 </ b> A of the drum drive motor 123. A belt 122E is hung around the pulleys 122C and 122D.

  The drum drive mechanism 122 transmits the force (torque) transmitted from the drum drive motor 123 to the pulley 122D to the pulley 122C via the belt 122E. Thereby, the force (torque) generated by the drum drive motor 123 is transmitted to the drum 121.

  The drum drive motor 123 generates a force (torque) to be transmitted to the drum 121. The drum drive motor 123 is provided to apply a traveling resistance to the tire 20 that rotates the drum 121 by transmitting a force (torque) to the drum 121. The drum drive motor 123 is an example of a second electric motor.

  The running resistance includes not only the rolling resistance generated when the tire 20 rolls on the outer peripheral surface of the drum 121, but also the resistance other than the rolling resistance such as the air resistance received by a virtual vehicle on which the tire 20 is mounted. The rolling resistance also changes depending on the load applied to the tread surface of the tire 20.

  For example, when simulating a situation where a virtual vehicle on which the tire 20 is mounted is traveling uphill, the drum drive motor 123 generates a force (torque) that hinders the rotation of the tire 20. The force (torque) that impedes the rotation of the tire 20 simulates the running resistance in a situation of running uphill.

  Further, when simulating a situation traveling on a flat road, the drum drive motor 123 is a force (torque) that impedes the rotation of the tire 20 and generates a smaller force (torque) than in the case of uphill. Do. The force (torque) that impedes the rotation of the tire 20 in this case simulates the running resistance in a situation where the vehicle is traveling on a flat road.

  In addition, when simulating a situation of traveling downhill, the drum drive motor 123 applies a force (torque) to prevent the rotation of the tire 20 and a virtual vehicle on which the tire 20 is mounted. When simulating a situation in which the vehicle speed increases due to gravity, a force (torque) is generated to rotate the drum 121 in a direction that assists the rotation of the drum 121 (the same rotation direction as the rotation direction of the drum 121). A force (torque) that impedes the rotation of the tire 20 in these cases and a force (torque) that rotates the drum 121 in a direction that assists the rotation of the drum 121 simulate running resistance in a situation where the vehicle is traveling downhill. It is a thing.

  In any of the uphill, flat road, and downhill, the rolling resistance changes depending on the friction coefficient of the road surface, etc., so the force (torque) generated by the drum drive motor 123 via the PC 10 can be freely set. be able to.

  The power control panel 130 includes an inverter and a control device for driving the motor for driving the load generation mechanism 113, the carriage 115, and the housing 116, in addition to an inverter and a control device for driving the tire drive motor 112 and the drum drive motor 123. including. Moreover, although the power control panel 130 includes a numerical display unit for displaying values such as traveling speed, load, camber angle, and toe angle, illustration is omitted here.

  The PC 10 is connected to the power control panel 130, and the user of the tire test apparatus 100 inputs various test conditions such as the traveling speed. An application program dedicated to the tire test apparatus 100 is installed in the PC 10, and information such as test conditions input by the user is displayed on the display panel of the PC 10. Further, data such as traveling speed, traveling resistance, and load applied to the tire 20 by the rotation of the tire 20 under test is also displayed on the display panel of the PC 10.

  Here, although an embodiment in which the PC 10 is connected to the power control panel 130 will be described as an example, the function of the PC 10 described here and the display panel with a touch panel will be described instead of connecting the PC 10 to the power control panel 130. And the power control panel 130 may have a configuration. In this case, the user inputs various test conditions such as traveling speed to the display panel with the touch panel of the power control panel 130, and the test conditions etc. input by the user to the display panel with the touch panel of the power control panel 130 And data such as the traveling speed, the traveling resistance, and the load applied to the tire 20 by the rotation of the tire 20 under test may be displayed.

  FIG. 3 is a view showing the rotary shaft 111, the tire drive motor 112, the load generation mechanism 113, the drum 121, the drum drive mechanism 122, the drum drive motor 123, and the peripheral configuration of the tire testing apparatus 100. FIG. 4 is a view showing the camber angle and the toe angle of the tire 20. As shown in FIG.

  In FIG. 3, the frame 101, the rail 114, the main body 122A of the drum drive mechanism 122, the power control panel 130, and the PC 10 are omitted. Further, originally, the pulley 122D, the belt 122E and the drum drive motor 123 are located on the upper side (X-axis positive direction side) of the rotating shaft 122B and the pulley 122C (see FIGS. 1 and 2), Then, in the YZ plane, it is shown by placing priority on intelligibility.

  Further, FIG. 3 shows a joint 113A for joining the load generation mechanism 113 and the housing 116. The force meter housed in the housing 116 rotatably holds the rotation shaft 111 B, and the angle of the rotation shaft 111 B with respect to the housing 116 is constant.

  By joining the load generation mechanism 113 and the housing 116 at the joint 113A, the housing 116 is made to swing at an angle with respect to the load generation mechanism 113. The joint 113A rotates the housing 116 at an angle with respect to the load generation mechanism 113 when the angle of the rotation axis 111B with respect to the rotation axis 111A changes. A universal joint may be used as the joint 113A.

  The tire testing apparatus 100 further includes motors 141, 142, 143, and 144 in addition to the components described with reference to FIGS. 1 and 2.

  The motor 141 is provided to move the load generation mechanism 113 in the Z-axis direction. The motor 141 is fixed to the frame 101 (see FIGS. 1 and 2) such that the rotation axis 141A is parallel to the Z axis. The motor 141 is an example of a first adjustment motor.

  The rotation shaft 141A of the motor 141 is connected to the ball screw 141B, and the ball screw 141B is engaged with the screw receiving portion 113B of the load generation mechanism 113. The ball screw 141B is a member in which a screw is cut on the outer peripheral surface of a cylindrical member. The screw receiving portion 113B is a hole in which a screw corresponding to the ball screw 141B is cut in the inner peripheral surface.

  When the motor 141 rotates the rotating shaft 141A, the ball screw 141B moves the screw receiving portion 113B in the Z-axis direction, so the load generation mechanism 113 can be moved in the Z-axis positive direction or the Z-axis negative direction.

  The motor 142 is provided to move the carriage 115 in the Z-axis direction. The motor 142 is fixed to the frame 101 (see FIGS. 1 and 2) such that the rotation shaft 142A is parallel to the Z axis.

  The rotation shaft 142A of the motor 142 is connected to the ball screw 142B, and the ball screw 142B is engaged with the screw receiving portion of the carriage 115. The screw receiving portion of the carriage 115 is not shown here. The configurations of the ball screw 142B and the screw receiving portion of the carriage 115 are the same as the configurations of the ball screw 141B and the screw receiving portion 113B.

  When the motor 142 rotates the rotation shaft 142A, the ball screw 142B moves the screw receiving portion of the carriage 115 in the Z-axis direction, so that the carriage 115 can be moved in the Z-axis positive direction or the Z-axis negative direction.

  Here, since the rotary shaft 111 and the tire drive motor 112 are integrally moved in the Z-axis direction by the load generation mechanism 113 and the carriage 115 without changing the positional relationship, the motor 141 and the motor 142 are synchronized. , Is driven by the same amount of rotation. That is, the amount of movement of the load generation mechanism 113 in the Z-axis direction by rotation of the rotation shaft 141A of the motor 141 is equal to the amount of movement of the carriage 115 in the Z-axis direction by the rotation shaft 142A of the motor 142. It takes place at the same time.

  The motor 143 is provided to rotationally move the housing 116 in the XY plane. The motor 143 is fixed to the frame 101 (see FIGS. 1 and 2) such that the rotation axis 143A is parallel to the Z axis.

  The outer peripheral surface of the rotating shaft 143A of the motor 143 is connected to an engaging portion 116A projecting in the positive Y-axis direction from the outer surface of the housing 116 via a joint or the like. The engaging portion 116A extends in the Y-axis positive direction from the corner on the Z-axis negative direction side and the Y-axis positive direction side of the housing 116 in the YZ plane view.

  When the motor 143 rotates the rotating shaft 143A, the rotating shaft 143A rotates the engaging portion 116A clockwise or counterclockwise with the joint 117 as the center of rotational movement as viewed from the Z-axis negative direction side in the XY plane. In order to pull, the housing 116 can be rotationally moved in the XY plane. When the housing 116 is rotated in the XY plane, the camber angle of the tire 20 can be adjusted.

  Since the adjustment allowance of the camber angle of the tire 20 is about ± 5 degrees, the rotational movement amount of the rotary shaft 143A of the motor 143 is very small. The motor 143 is a motor for adjusting the camber angle of the tire 20.

  The motor 144 is provided to rotationally move the housing 116 in the YZ plane. The rotation shaft 144A of the motor 144 is a pinion gear and is engaged with the rack 144B. The rack 144B engages with the pinion via of the rotating shaft 144A at one end, and is connected to the housing 116 via the rotating shaft 144C at the other end.

  The rotating shaft 144C is joined to the housing 116 at the corner in the positive Z-axis direction and the negative Y-axis direction of the housing 116 in YZ plane view, and holds the rack 144B rotatably in the YZ plane. Do.

  When the motor 144 rotates the rotation shaft 144A and draws the rack 144B so that the rotation shaft 144A and the rotation shaft 144C are close to each other, the housing 116 rotates counterclockwise in the YZ plane about the joint 113A. Do. Conversely, when the motor 144 rotates the rotating shaft 144A and pulls back the rack 144B so that the rotating shaft 144A and the rotating shaft 144C are separated, the housing 116 watches in the YZ plane centering on the joint 113A. Rotate around.

  By driving the motor 144 in this manner, the toe angle of the tire 20 can be adjusted. Since the adjustment allowance of the toe angle of the tire 20 is about ± 5 degrees, the rotational movement amount of the rotation shaft 144A of the motor 144 is very small. The motor 144 is a motor for toe angle adjustment.

  The motors 143 and 144 are examples of the second adjustment motor and the third adjustment motor.

  When changing the camber angle of the tire 20 as shown in FIG. 4A, as described above, the rotary shaft 143A of the motor 143 is rotated to make the joint 117 the center of rotational movement in the XY plane. The housing 116 may be rotated.

  In addition, when changing the toe angle of the tire 20 as shown in FIG. 4B, as described above, the rotation shaft 144A of the motor 144 is rotated to make the housing in the YZ plane centering on the joint 113A. It suffices to rotate 116.

  FIG. 5 is a diagram showing the configuration of various drive systems and control systems of the tire testing device 100. As shown in FIG.

  The tire testing apparatus 100 includes an encoder 112E, a speedometer 151A, a torque meter 151B, a force meter 151C, an encoder 123E, 152A, in addition to the tire drive motor 112, the drum drive motor 123, and the motors 141, 142, 143, and 144. It further includes a torque meter 152 B, encoders 153, 154, 155, 156, inverters 161, 162, servo amplifiers 171, 172, 173, 174, and a control device 180.

  Among them, tire drive motor 112, drum drive motor 123, motors 141, 142, 143, 144, encoder 112E, speedometer 151A, torque meter 151B, force meter 151C, encoders 123E, 152A, torque meter 152B, and encoder 153, 154, 155, 156 are attached directly or indirectly to the frame 101 shown in FIGS. 1 and 2.

  The inverters 161 and 162, the servo amplifiers 171, 172, 173 and 174, and the control device 180 are disposed inside the power control panel 130 shown in FIG.

  Data representing the traveling speed, the load applied to the tire 20, the camber angle, the toe angle, and the traveling resistance are input to the PC 10 by the user of the tire testing apparatus 100. The PC 10 outputs the input data to the control device 180.

  The encoder 112E detects the rotation angle of the rotation shaft of the tire drive motor 112. The output of the encoder 112E is input to the controller 180.

  The speedometer 151A measures the rotational speed of the rotating shaft 111. The output of the speedometer 151A is input to the control device 180. Control device 180 calculates the vehicle speed of a virtual vehicle on which tire 20 is mounted, based on the output of speedometer 151A.

  The torque meter 151 </ b> B measures the torque applied to the rotating shaft 111. The output of the torque meter 151 B is input to the controller 180. Control device 180 calculates a torque command to be given to inverter 162 which drives drum drive motor 123, using the output of torque meter 151B and the value of the traveling resistance inputted from PC 10.

  The force sensor 151C is housed inside the housing 116 shown in FIGS. 1 to 3, and forces applied in the X axis direction, the Z axis direction, and the Y axis direction of the rotating shaft 111B, and a moment in the X axis direction The moment in the Z-axis direction is detected. Data representing the force and moment detected by the force sensor 151 C is transmitted to the PC 10 through the control device 180 and displayed on the display panel of the PC 10. Further, data representing the moment in the Z-axis direction detected by the force sensor 151 C is used for control of the motor 141.

  The encoder 123E detects the rotation angle of the rotation shaft 123A of the drum drive motor 123. The output of the encoder 123E is input to the controller 180.

  The encoder 152A detects the rotation angle of the rotation shaft 122B of the drum 121. The output of the encoder 152A is input to the controller 180.

  The torque meter 152 </ b> B measures the torque applied to the rotation shaft 122 </ b> B of the drum 121. Data representing the torque measured by the torque meter 152B is input to the control device 180.

  The encoder 153 detects the rotation angle of the rotation shaft 141A of the motor 141. The output of the encoder 153 is input to the controller 180.

  The encoder 154 detects the rotation angle of the rotation shaft 142A of the motor 142. The output of the encoder 154 is input to the controller 180.

  The encoder 155 detects the rotation angle of the rotation shaft 143A of the motor 143. The output of the encoder 155 is input to the controller 180.

  The encoder 156 detects the rotation angle of the rotation shaft 144A of the motor 144. The output of the encoder 156 is input to the controller 180.

  The inverter 161 generates an AC voltage for driving the tire drive motor 112 based on the speed command input from the control device 180, and performs drive control of the tire drive motor 112. The speed command is a command that uses the value obtained by converting the traveling speed input from the PC 10 to the control device 180 into the rotational speed of the tire 20 as a target value. The inverter 161 performs feedback control based on the speed command.

  In addition, although the form which is a command which makes a target value the value which converted traveling speed into rotational speed of tire 20 is explained here, speed instruction may be a command showing traveling speed.

  The inverter 162 generates an AC voltage for driving the drum drive motor 123 based on a torque command input from the control device 180, and performs drive control of the drum drive motor 123. The controller 180 performs feedback control so that the torque of the rotating shaft 122B measured by the torque meter 152B is equal to the torque represented by the torque command.

  Here, a mode is described in which feedback control is performed such that the torque of the rotating shaft 122B measured by the torque meter 152B becomes equal to the torque represented by the torque command by the control device 180. Calculation may be performed, and feedback control may be performed using the torque obtained by the calculation.

  The servo amplifier 171 calculates the load calculated from the moment in the Z-axis direction detected by the force sensor 151C based on the load command input from the control device 180, and the load represented by the load command input from the control device 180. The motor 141 is driven so as to be equal.

  The servo amplifier 172 drives the motor 142 such that the rotation angle detected by the encoder 154 and the angle represented by the angle command input from the control device 180 become equal. As for the angle command used by the control device 180 to drive the motor 142, the control device 180 moves the load generation mechanism 113 in the Z-axis direction based on the rotation angle of the rotation shaft of the motor 141 detected by the encoder 153. And the amount by which the motor 142 moves the carriage 115 in the Z-axis direction is made equal.

  When the motor 142 is driven with such an angle command value, the load generation mechanism 113 and the carriage 115 move in the Z-axis direction by the same amount of movement, and the rotation shaft 111 moves in parallel in the Z-axis direction.

  The servo amplifier 173 drives the motor 143 such that the rotation angle of the rotation shaft of the motor 143 detected by the encoder 155 and the angle represented by the angle command input from the control device 180 become equal. The angle command input from the control device 180 to the servo amplifier 173 is a command value representing a camber angle.

  The servo amplifier 174 drives the motor 144 such that the rotation angle of the rotation shaft of the motor 144 detected by the encoder 156 and the angle represented by the angle command input from the control device 180 become equal. The angle command input from the control device 180 to the servo amplifier 174 is a command value representing a toe angle.

  The control device 180 includes a main control unit 181, a setting unit 182, a test processing unit 183, and a memory 184. The controller 180 is implemented by a computer.

  The main control unit 181 is a processing unit that controls the processing of the control device 180. The main control unit 181 executes processing other than the processing performed by the setting unit 182 and the test processing unit 183.

  The setting unit 182 outputs a load command to the servo amplifier 171 based on data input from the PC 10, which represents the load applied to the tire 20, the camber angle of the tire 20, and the toe angle of the tire 20. Output the angle command to 174. As a result, the motors 141 and 142 (load), the motor 143 (camber angle), and the motor 144 (toe angle) are driven to set the load, the camber angle, and the toe angle.

  The setting unit 182 performs control relating to a fixed value among controls necessary for performing a tire test. However, the setting unit 182 may output a load command that causes the load applied to the tire 20 to change with the passage of time.

  When the test start command input from the PC 10 is input, the test processing unit 183 outputs a speed command to the inverter 161 based on the data representing the traveling speed and the traveling resistance input from the PC, and Output a torque command. The test processing unit 183 also performs other processing required to test the tire. The test processing unit 183 is an example of a drive control unit.

  The memory 184 stores data of road surfaces of various friction coefficients, data necessary for calculation of converting the traveling speed into the rotational speed of the tire 20, and other data necessary for the tire test. Further, when the control device 180 performs an operation of converting the output current of the inverter 162 into a torque without using the torque meter 152 B, and performs the feedback control using the torque obtained by the operation, the memory 184 controls the inverter 162. It is sufficient to store data necessary for the operation of converting the output current of the above into torque.

  In the tire testing apparatus 100 configured as described above, the running resistance is adjusted by controlling the running resistance applied to the tire 20 by the drum 121, and running roads with various friction coefficients in addition to the uphill, flat road, and downhill Can be simulated to conduct a tire test.

  Therefore, according to the embodiment, the tire testing device 100 with a simple structure can be provided.

  In addition, if data of a travel path having a travel resistance such that the slope changes continuously is input, it is possible to conduct a test on the travel path in which the slope changes continuously. Such switching of the traveling resistance can be realized simply by changing the value of the torque command output to the inverter 162 by the control device 180 and changing the torque output by the drum drive motor 123, which is very easily realized. be able to.

  In addition, if the values of the load command and the angle command output to the servo amplifiers 171 and 172 are changed while the tire 20 is rotating, the load can be changed while the tire 20 is rotating. .

  Further, by adjusting the position of the rotary shaft 111 in the Z-axis direction by the motors 141 and 142, the load applied to the tire 20 can be set, so that the load can be controlled very easily. Further, the camber angle and the toe angle can be set by adjusting the angle of the rotary shaft 111B with the motor 143 and the motor 144, so the camber angle and the toe angle can be set very easily. The control of the load and the setting of the camber angle and the toe angle can be realized by driving the motors 141 to 144, and only one carriage 115 is used to adjust the position of the rotating shaft 111.

  Therefore, according to the embodiment, the tire testing device 100 having a simple structure can be provided also from such a viewpoint. In particular, the tire testing device 100 can be simplified in structure because it does not require a complicated configuration as in a conventional tire testing device including a plurality of stages.

  Further, since the motors 141 to 144 are driven by the servo amplifiers 171 to 174, the position of the rotating shaft 111 in the Z-axis direction, the load applied to the tire 20, the camber angle, and the toe angle can be accurately set.

  As described above, the tire test apparatus 100 can set the running resistance of the tire 20, the load applied to the tire 20, the camber angle, and the toe angle, and therefore can perform tire tests of various vehicle types. If the vehicle has four or more wheels, tire tests from light vehicles to large vehicles can be performed, and tire tests of one-, two-, and three-wheeled vehicles can also be performed.

  In the above, the motor 141 moves the load generation mechanism 113 for supporting the rotation shaft 111B in the Z-axis direction, and the motor 142 moves the carriage 115 on which the tire drive motor 112 is mounted in the Z-axis direction. The embodiment in which the tire 20 is loaded is described above.

  However, the load may be applied to the tire 20 by moving the rotary shaft 111 in the Z-axis direction only by the motor 141 without using the motor 142. In addition, the rotary shaft 111 can be moved in the Z-axis direction using a mechanism other than the load generation mechanism 113 and / or the carriage 115, and the load on the tire 20 by the driving force of the motors 141 and 142 or the motor 141. You may use

  In the above, the outer peripheral surface of the rotating shaft 143A of the motor 143 is connected to the engaging portion 116A projecting in the positive Y-axis direction from the outer surface of the housing 116 via a joint or the like. However, any mechanism other than the above-described mechanism may be used as long as it is a mechanism for rotating the housing 116 in the XY plane using the driving force of the motor 143.

  Further, in the above, the form has been described in which the rotation shaft 144A of the motor 144 is a pinion gear, engages with the rack 144B, and rotationally moves the casing 116 in the YZ plane by the driving force of the motor 144. However, as long as it is a mechanism capable of rotationally moving the housing 116 in the YZ plane using the driving force of the motor 144, a mechanism other than the above-described mechanism may be used.

  In the above description, the tire testing device 100 has been described focusing on the portion related to the running resistance of the tire 20, the load applied to the tire 20, the camber angle, and the toe angle, but the tire testing device 100 has other configurations. Also have. The tire testing apparatus 100 detects, for example, a brake that stops the rotation of the rotation shaft 111, a brake that stops the rotation of the tire drive motor 112, a measurement unit that measures the temperature of the rotation shaft of the drum 121, and a detection that detects a burst of the tire 20. The unit further includes a measurement unit that measures the temperature of the tire 20, a detection unit that detects the internal pressure of the tire 20, an adjustment mechanism that adjusts the air pressure of the tire 20, and a detection unit that detects a decrease in the internal pressure of the tire 20.

  Although the tire testing apparatus of the exemplary embodiment of the present invention has been described above, the present invention is not limited to the specifically disclosed embodiment, and does not deviate from the scope of the claims. Various modifications and changes are possible.

10 PC
Reference Signs List 20 tire 100 tire testing apparatus 101 frame 111, 111A, 111B rotary shaft 112 tire drive motor 113 load generation mechanism 114 rail 115 carriage 121 drum 122 drum drive mechanism 122B rotary shaft 123 drum drive motor 130 power control panel 141, 142, 143 , 144 Motor 151 C Force meter 161, 162 Inverter 171, 172, 173, 174 Servo amplifier 180 Control device 181 Main control unit 182 Setting unit 183 Test processing unit 184 Memory

Claims (3)

A rotating shaft that holds the tire rotatably;
A first electric motor driving a rotation shaft of the tire;
A tread surface of the tire is in contact with an outer peripheral surface, and a roller rotates with rotation of the tire;
A second electric motor pivotally supported by the rotation shaft of the roller;
A drive control unit that performs drive control of the first electric motor and the second electric motor, wherein the first electric motor is driven such that the tire travels on the outer peripheral surface of the roller at a predetermined speed, and the outer circumference of the roller A drive control unit for driving the second electric motor so as to apply a predetermined running resistance to the tire running on a surface.   The tire testing apparatus according to claim 1, wherein the traveling resistance is a traveling resistance simulating the traveling resistance when traveling on a flat road or a downhill or uphill.   3. The drive control unit according to claim 2, wherein the drive control unit drives the second electric motor so as to provide a running resistance when continuously traveling two or more of the flat road, the downhill, and the uphill. Tire testing equipment.